JP2009287682A - Drive mechanism for power transmission device, vehicle, and drive mechanism control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device reduced in size while quickly forming a starting gear ratio when automatically starting an internal combustion engine which is automatically stopped and automatically started. <P>SOLUTION: An electromagnetic pump 46 is provided on a clutch C1 forming a starting forward travel first speed, not via a linear solenoid SLC1, for force feeding oil. When the engine 22 is automatically stopped, the clutch C1 is put into a low pressure condition by the linear solenoid SLC1 using hydraulic pressure from a mechanical oil pump 41 or an accumulator 45, and then the low pressure condition is held by the electromagnetic pump 46. Thus, the electromagnetic pump can be used, having a smaller physical size than a motor-driven oil pump which is provided in parallel to the mechanical oil pump 41 and driven when the engine 22 is automatically stopped, to make the clutch C1 stand by via the linear solenoid SLC1 in the low pressure condition. This reduces the size of the device. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine capable of automatic stop and automatic start, and at least one clutch. By switching the engagement state of the at least one clutch, the power from the internal combustion engine to the axle side is changed. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a power transmission device that drives the power transmission device in a vehicle equipped with a power transmission device capable of transmitting and blocking the power, a vehicle equipped with the power transmission device, and a method for controlling the drive device.

Conventionally, this type of vehicle is equipped with an engine that can be automatically stopped and automatically started, and an automatic transmission that transmits power from the engine, and is engaged with a hydraulically driven clutch or brake included in the automatic transmission. As a pump for generating hydraulic pressure to perform, a pump including a mechanical oil pump driven by power from an engine and an electric oil pump driven by receiving power supplied from a battery has been proposed (for example, a patent) Reference 1). In this device, when the engine is automatically stopped due to the stop of the vehicle, the electric oil pump is driven instead of the mechanical oil pump, and the clutch C1 that forms the first forward speed is maintained in a state immediately before the engagement, so that The start of the clutch C1 can be prevented from being delayed when the engine is restarted by the start request and the clutch C1 is engaged to start.
JP 2003-74689 A

  In the automatic transmission drive device of the type described above, the electric oil pump is usually provided in parallel with the mechanical oil pump, and the line pressure is increased by pumping oil from either the electric oil pump or the mechanical oil pump. It is generated and supplied to the entire hydraulic circuit, and the line pressure in the hydraulic circuit is regulated by a regulating valve and then supplied to the corresponding clutch or brake. For this reason, since the electric oil pump is required to have a relatively high pumping capacity, the physique of the electric oil pump becomes large, which leads to an increase in the size of the entire apparatus.

  The drive device for a power transmission device, the vehicle, and the control method for the drive device according to the present invention can quickly transmit power to the axle side when an internal combustion engine capable of automatic stop and automatic start is automatically started. The main purpose is to reduce the size.

  In order to achieve the above-mentioned main object, the drive device for a power transmission device, the vehicle, and the drive device control method of the present invention employ the following means.

The drive device for the power transmission device of the present invention is:
An internal combustion engine capable of automatic stop and automatic start, and connection between both shafts of the output shaft and the axle side of the internal combustion engine by switching at least one clutch and switching the engagement state of the at least one clutch A drive device for a power transmission device for driving the power transmission device in a vehicle equipped with the power transmission device capable of disconnecting the connection,
Mechanical pumping means for pumping the working fluid driven by power from the internal combustion engine;
Pressure regulating means capable of regulating the working fluid pumped by the mechanical pressure feeding means and supplying it to the at least one clutch;
An electric pumping means that drives by receiving power supply and pumps the working fluid to the at least one clutch without passing through the pressure regulating means;
When the internal combustion engine automatically stops with disconnection of the connection between the two shafts in the power transmission device, the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged. An automatic stop control for executing the automatic stop control for controlling the electric pressure feeding means so as to maintain the low pressure state after controlling the pressure adjusting means and controlling the pressure adjusting means. Means,
It is a summary to provide.

  In the drive device for a power transmission device according to the present invention, mechanical pressure feeding means that drives by receiving power from an internal combustion engine and pumps the working fluid, and adjusts the working fluid pumped by the mechanical pressure feeding means to internal combustion. A pressure adjusting means that can be supplied to at least one clutch included in a power transmission device that can connect and disconnect between both shafts on the output shaft and the axle side of the engine. When the internal combustion engine is automatically stopped with the disconnection of the connection between the two shafts in the power transmission device provided with electric pressure feeding means for driving and feeding the working fluid to at least one clutch without going through the pressure regulating means The pressure regulating means is controlled to be in a low pressure state lower than the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged, and the low pressure is controlled after controlling the pressure regulating means. It controls the electric pumping means to condition is retained. Thus, the clutch can be quickly engaged when the internal combustion engine is automatically started thereafter, and the power can be quickly transmitted to the axle side. Compared to the case where the electric pressure feeding means is provided in parallel with the mechanical pressure feeding means, and when the internal combustion engine is automatically stopped, the working fluid is supplied from the electric pressure feeding means to the clutch through the pressure adjusting means to be in a low pressure state. Thus, the necessary pumping amount of the working fluid can be reduced, and the physique of the electric pumping means can be reduced. Furthermore, since it is only necessary to maintain the low pressure state formed by the pressure adjusting means as the electric pressure feeding means, it is possible to further reduce the pumping amount of the required working fluid, and to further reduce the physique of the electric pressure feeding means. it can. As a result, it is possible to reduce the size of the apparatus while quickly transmitting power to the axle when the internal combustion engine capable of automatic stop and automatic start is automatically started. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that connects one rotating system to a stationary system such as a case.

  In such a drive device for a power transmission device of the present invention, the electric pumping means may be an electromagnetic pump. In this way, the entire apparatus can be further reduced in size.

  Further, in the drive device for a power transmission device of the present invention, the working fluid pumped from the mechanical pumping unit is used to connect the pressure regulating unit and the at least one clutch in a flow path, and the electric drive unit. There may be provided a switching valve that selectively switches between the pressure-feeding means and the flow path connection between the at least one clutch. If it carries out like this, switching of a flow path can be performed smoothly.

  Furthermore, the drive device for a power transmission device according to the present invention includes pressure accumulating means for accumulating the working fluid so that the accumulated working fluid is output to the at least one clutch via the pressure regulating means. You can also In this way, the clutch can be brought into a low pressure state by the pressure adjusting means using the residual pressure from the pressure accumulating means even when the power output from the internal combustion engine is reduced due to the automatic stop.

  In the drive device for a power transmission device according to the present invention, the power transmission device can transmit the power from the internal combustion engine to the axle side by changing the gear ratio by switching the engagement state of a plurality of clutches. The automatic stop control means is configured to control a clutch that forms a start gear ratio among the plurality of clutches when the internal combustion engine is stopped with an automatic stop. It can also be a means for performing control at the time of automatic stop. In this way, when the internal combustion engine is automatically started, the gear ratio for starting can be quickly formed, and the vehicle can be started smoothly.

The vehicle of the present invention
An internal combustion engine capable of automatic stop and automatic start;
A power transmission device having at least one clutch and capable of connecting and disconnecting the output shaft and the axle side of the internal combustion engine by switching the engagement state of the at least one clutch;
The power transmission device of the present invention according to any one of the above aspects for driving the power transmission device, that is, basically an internal combustion engine capable of automatic stop and automatic start, and at least one clutch, In a vehicle equipped with a power transmission device capable of connecting and disconnecting the output shaft and the axle side of the internal combustion engine by switching the engagement state of at least one clutch A drive device for a power transmission device for driving a transmission device, the mechanical pressure feeding means for driving the hydraulic fluid driven by the power from the internal combustion engine, and the working fluid pumped by the mechanical pressure feeding means. Pressure adjusting means capable of supplying pressure to the at least one clutch, and electric driving for supplying the working fluid to the at least one clutch without passing through the pressure adjusting means. When the internal combustion engine automatically stops with the disconnection of the connection between the two shafts in the power transmission device and the power transmission device, the clutch that connects the two shafts of the at least one clutch is completely engaged. An automatic stop for performing an automatic stop control for controlling the electric pressure feeding means so that the low pressure state is maintained after the pressure regulating means is controlled to be in a low pressure state lower than the pressure at the time A drive device for a power transmission device comprising a time control means;
The main point is to install.

  In the vehicle of the present invention, the drive device for the power transmission device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effects exerted by the drive device for the power transmission device of the present invention, for example, automatic stop and automatic start The same effect as the effect of reducing the size of the apparatus can be achieved while quickly transmitting power to the axle when the internal combustion engine capable of automatic start is automatically started.

The method for controlling the drive device of the present invention includes:
An internal combustion engine capable of automatic stop and automatic start, and connection between both shafts of the output shaft and the axle side of the internal combustion engine by switching at least one clutch and switching the engagement state of the at least one clutch A power transmission device capable of disconnecting the connection, a mechanical pressure feeding means that is driven by power from the internal combustion engine to pump the working fluid, and adjusts the working fluid pumped by the mechanical pressure feeding means to adjust the at least A power transmission device comprising pressure adjusting means that can be supplied to one clutch, and electric pressure feeding means that is driven by receiving electric power and that feeds working fluid to the at least one clutch without passing through the pressure regulating means. A drive device control method for controlling the drive device for the power transmission device in a vehicle equipped with the drive device,
When the internal combustion engine automatically stops with disconnection of the connection between the two shafts in the power transmission device, the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged. The pressure adjusting unit is controlled to be in a lower low pressure state, and the electric pressure feeding unit is controlled so that the low pressure state is maintained after the pressure adjusting unit is controlled.

  According to this control method for a driving device of the present invention, mechanical pressure feeding means that drives by receiving power from an internal combustion engine and pumps the working fluid, and adjusts the working fluid pumped by the mechanical pressure feeding means to internal combustion. A pressure adjusting means that can be supplied to at least one clutch included in a power transmission device that can connect and disconnect between both shafts on the output shaft and the axle side of the engine. When the internal combustion engine is automatically stopped with the disconnection of the connection between the two shafts in the power transmission device provided with electric pressure feeding means for driving and feeding the working fluid to at least one clutch without going through the pressure regulating means The pressure regulating means is controlled to be in a low pressure state lower than the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged, and the low pressure state is controlled after controlling the pressure regulating means. There controls the electric pumping means to be held. Thus, the clutch can be quickly engaged when the internal combustion engine is automatically started thereafter, and the power can be quickly transmitted to the axle side. Compared to the case where the electric pressure feeding means is provided in parallel with the mechanical pressure feeding means, and when the internal combustion engine is automatically stopped, the working fluid is supplied from the electric pressure feeding means to the clutch through the pressure adjusting means to be in a low pressure state. Thus, the necessary pumping amount of the working fluid can be reduced, and the physique of the electric pumping means can be reduced. Furthermore, since it is only necessary to maintain the low pressure state formed by the pressure adjusting means as the electric pressure feeding means, it is possible to further reduce the pumping amount of the required working fluid, and to further reduce the physique of the electric pressure feeding means. it can. As a result, it is possible to reduce the size of the apparatus while quickly transmitting power to the axle when the internal combustion engine capable of automatic stop and automatic start is automatically started.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 equipped with a drive device for a power transmission device as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an automatic transmission 30. FIG. 3 is an operation table of the automatic transmission 30, and FIG. 4 is a configuration diagram showing an outline of the configuration of the hydraulic circuit 40. As shown in FIG. 1, an automobile 20 according to the embodiment includes an engine 22 as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a starter motor for cranking and starting the engine 22. 23, the input shaft 36 is connected to the crankshaft 26 of the engine 22 via the torque converter 28, and the output shaft 38 is connected to the drive wheels 74a, 74b via the differential gear 72, and the power input to the input shaft 36 Is transmitted to the output shaft 38, a hydraulic circuit 40 as an actuator for driving the automatic transmission 30, and a main electronic control unit (hereinafter referred to as main ECU) 50 for controlling the entire vehicle.

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. Although not shown in detail, the engine ECU 24 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port. The engine ECU 24 receives signals from various sensors necessary to control the operation of the engine 22 such as the rotation speed sensor 25 attached to the crankshaft 26 via an input port. A drive signal to the throttle motor for adjusting the throttle opening, a control signal to the fuel injection valve, an ignition signal to the spark plug, a drive signal to the starter motor 23, and the like are output via the output port. The engine ECU 24 communicates with the main ECU 50, controls the engine 22 by a control signal from the main ECU 50, and outputs data related to the operating state of the engine 22 to the main ECU 50 as necessary.

  As shown in FIG. 2, the automatic transmission 30 includes a double-pinion planetary gear mechanism 30a, two single-pinion planetary gear mechanisms 30b and 30c, three clutches C1, C2, and C3, and four brakes B1, B2, and so on. B3, B4 and three one-way clutches F1, F2, F3 are provided. The double pinion planetary gear mechanism 30a includes a sun gear 31a as an external gear, a ring gear 32a as an internal gear arranged concentrically with the sun gear 31a, and a plurality of first pinion gears 33a meshing with the sun gear 31a. A carrier 35a that engages with the first pinion gear 33a and meshes with the ring gear 32a and connects the plurality of first pinion gears 33a and the plurality of second pinion gears 34a so as to rotate and revolve freely. The sun gear 31a is connected to the input shaft 36 via the clutch C3, and the rotation of the brake B3 connected via the one-way clutch F2 can be restricted freely or in one direction. The ring gear 32a is turned on and off by the brake B2. It has become the rotation to freely or fixed, the carrier 35a is adapted to the rotation by release of the brake B1 while being restricted its rotation in one direction by the one-way clutch F1 freely or fixed. The single-pinion type planetary gear mechanism 30b includes a sun gear 31b as an external gear, a ring gear 32b as an internal gear disposed concentrically with the sun gear 31b, and a plurality of pinion gears that mesh with the sun gear 31b and mesh with the ring gear 32b. 33b and a carrier 35b that holds the plurality of pinion gears 33b so as to rotate and revolve freely. The sun gear 31b is connected to the input shaft 36 via the clutch C1, and the ring gear 32b is a double-pinion planetary gear mechanism 30a. The carrier 35b is connected to the input shaft 36 via the clutch C2 and can be rotated by the one-way clutch F3. Can be regulated in the direction . The single-pinion planetary gear mechanism 30c includes a sun gear 31c as an external gear, a ring gear 32c as an internal gear disposed concentrically with the sun gear 31c, and a plurality of gears meshed with the sun gear 31c and meshed with the ring gear 32c. The pinion gear 33c and a carrier 35c that holds the plurality of pinion gears 33c so as to rotate and revolve freely. The sun gear 31c is connected to the sun gear 31b of the single pinion planetary gear mechanism 30b, and the ring gear 32c is a single pinion type. It is connected to the carrier 35b of the planetary gear mechanism 30b, and its rotation can be freely or fixed by turning on and off the brake B4. The carrier 35c is connected to the output shaft 38.

  As shown in FIG. 3, the automatic transmission 30 can be switched between forward 1st to 5th, reverse, and neutral by turning on and off the clutches C1 to C3 and turning on and off the brakes B1 to B4. The state of the first forward speed, that is, the state in which the rotation of the input shaft 36 is decelerated at the largest reduction ratio and transmitted to the output shaft 38 is when the clutch C1 is turned on and the clutches C2 and C3 and the brakes B1 to B4 are turned off. Can be formed. In this state, the ring gear 32c of the single pinion planetary gear mechanism 30c is fixed in one direction by the one-way clutch F3, so that the power input from the input shaft 36 to the sun gear 31c via the clutch C1 is greatly reduced. It is decelerated by the ratio and output to the carrier 35c, that is, the output shaft 38. In the first speed state, during engine braking, the rotation of the ring gear 32c is fixed in place of the one-way clutch F3 by turning on the brake B4. The second forward speed state can be formed by turning on the clutch C1 and the brake B3 and turning off the clutches C2, C3 and the brakes B1, B2, B4. In this state, the one-way clutch F2 fixes the rotation of the sun gear 31a of the double pinion planetary gear mechanism 30a in one direction and the one-way clutch F1 fixes the rotation of the carrier 35a in one direction. Therefore, the ring gear 32a The ring gear 32b of the single-pinion planetary gear mechanism 30b is also fixed in rotation in one direction, and the power input from the input shaft 36 to the sun gear 31b via the clutch C1 is decelerated by fixing the ring gear 32b, and the carrier 35b and The power output to the ring gear 32c of the single pinion planetary gear mechanism 30c and input to the sun gear 31c from the input shaft 36 via the clutch C1 is a reduction ratio slightly smaller than the first forward speed according to the rotational state of the ring gear 32c. Decelerate and carrier 35c It is outputted to the shaft 38. In the second speed state, during engine braking, the rotation of the ring gear 32a and the ring gear 32b is fixed in place of the one-way clutch F1 and the one-way clutch F2 by turning on the brake B2. The state of the third forward speed can be formed by turning on the clutches C1, C3 and the brake B3 and turning off the clutch C2 and the brakes B1, B2, B4. In this state, the one-way clutch F1 fixes the rotation of the carrier 35a of the double pinion planetary gear mechanism 30a in one direction, so that the power input from the input shaft 36 to the sun gear 31a via the clutch C3 is decelerated. The power that is output to the ring gear 32a and the ring gear 32b of the single pinion planetary gear mechanism 30b and input to the sun gear 31b from the input shaft 36 via the clutch C1 is decelerated by the rotational state of the ring gear 32b, and the carrier 35b and the single pinion The power that is output to the ring gear 32c of the planetary gear mechanism 30c of the type and input to the sun gear 31c from the input shaft 36 via the clutch C1 is reduced at a reduction ratio slightly smaller than the second forward speed according to the rotational state of the ring gear 32c. Output to the carrier 35c, that is, the output shaft 38. . In the third speed state, the rotation of the carrier 35a is fixed in place of the one-way clutch F1 by turning on the brake B1 during engine braking. The state of the fourth forward speed can be formed by turning on the clutches C1 to C3 and the brake B3 and turning off the brakes B1, B2, and B4. In this state, the input shaft 36 is connected to the sun gear 31b of the single-pinion type planetary gear mechanism 30b and the sun gear 31c of the single-pinion type planetary gear mechanism 30c through the clutch C1, and the carrier 35b and the ring gear through the clutch C2. 32c, all the rotating elements of the single pinion type planetary gear mechanisms 30b, 30c rotate integrally, the input shaft 36 and the output shaft 38 are directly connected, and the power input from the input shaft 36 Transmits power with a reduction ratio of 1.0. The state of the fifth forward speed, that is, the state where the rotation of the input shaft 36 is decelerated (accelerated) with the smallest reduction ratio and transmitted to the output shaft 38, the clutches C2 and C3 and the brakes B1 and B3 are turned on and the clutch It can be formed by turning off C1 and brakes B2 and B4. In this state, the one-way clutch F1 fixes the rotation of the carrier 35a of the double pinion planetary gear mechanism 30a in one direction, so that the power input from the input shaft 36 to the sun gear 31a via the clutch C3 is decelerated. The power that is output to the ring gear 32a and the ring gear 32b of the single pinion planetary gear mechanism 30b and input to the carrier 35b from the input shaft 36 via the clutch C2 is increased by the rotational state of the ring gear 32b, and the sun gear 31b and the single gear The power output to the sun gear 31c of the pinion type planetary gear mechanism 30c and input to the ring gear 32c from the input shaft 36 via the clutch C2 is increased at the smallest reduction ratio according to the rotational state of the sun gear 31c, and the carrier 35c. That is, it is output to the output shaft 38.

  Further, in the automatic transmission 30, the neutral state, that is, the separation of the input shaft 36 and the output shaft 38 can be performed by turning off all the clutches C1 to C3 and the brakes B1 to B4. The reverse state can be formed by turning on the clutch C3 and the brake B4 and turning off the clutches C1 and C2 and the brakes B1 to B3. In this state, the one-way clutch F1 fixes the rotation of the carrier 35a of the double pinion planetary gear mechanism 30a in one direction, so that the power input from the input shaft 36 to the sun gear 31a via the clutch C3 is decelerated. The ring gear 32a and the ring gear 32b of the single pinion planetary gear mechanism 30b are output to the carrier 35b of the single pinion planetary gear mechanism 30b and the ring gear 32c of the single pinion planetary gear mechanism 30c by the brake B4. Therefore, the power output to the ring gear 32a is reversed in rotation and output to the carrier 35c, that is, the output shaft 38. In the reverse state, during engine braking, turning on the brake B1 fixes the rotation of the carrier 35a instead of the one-way clutch F1.

  As shown in FIG. 4, the hydraulic circuit 40 includes a mechanical oil pump 41 that pumps oil by power from the engine 22, and a regulator that adjusts the pressure of the oil pumped by the mechanical oil pump 41 (line pressure PL). A linear solenoid 43 that drives the regulator valve 42 by regulating the line pressure PL input via a valve 42, a modulator valve (not shown) and outputting it as a signal pressure, and the line pressure PL input via a manual valve 44 In addition, a linear solenoid valve (hereinafter referred to as a linear solenoid) SLC1 that regulates and outputs pressure to the clutch C1, an accumulator 45 that accumulates a line pressure PL supplied to the linear solenoid SLC1, and oil is pumped using electromagnetic force. Electromagnetic pump 46 and linear solenoid SLC1 A switching valve 48 that selectively switches between a flow path connection with the clutch C1 and a flow path connection between the electromagnetic pump 46 and the clutch C1, and a line pressure PL input via a modulator valve (not shown) is a signal pressure. ON / OFF solenoid 49 that drives switching valve 48 by ON / OFF output, and linear solenoid valve (hereinafter referred to as linear solenoid) SLC2 that inputs line pressure PL through manual valve 44 and regulates and outputs the pressure to clutch C2 side. Etc. In FIG. 4, the hydraulic system for the clutches C1 and C2 is shown. However, the hydraulic system for the clutches C3 other than the clutches C1 and C2 and the brakes B1 to B4 can be configured similarly.

  As shown in the operation explanatory diagram of FIG. 5, the electromagnetic pump 46 is provided with a spring 46c that urges the movable portion 46b forming the pump chamber 46a in the axial direction and generates a thrust in a direction opposite to the spring 46c. When the coil 46 of the electromagnetic part 46d is energized, the thrust of the electromagnetic part 46d overcomes the urging force of the spring 46c and moves the movable part 46b downward in the figure, thereby moving the inside of the pump chamber 46a correctly. As a pressure, the check valve 47a for suction is closed and the oil in the pump chamber 46a is discharged through the check valve 47b for discharge (see FIG. 5A), and the coil of the electromagnetic part 46d is energized. When the is released, the movable portion 46b is moved upward in the figure by the urging force of the spring 46c, so that the inside of the pump chamber 46a is set to a negative pressure and the reverse of discharge is performed. Through a check valve 47a for inhalation with closing the valve 47b for sucking oil (see Figure 5 (b)). In the embodiment, the electromagnetic pump 46 cannot directly stroke the clutch piston of the clutch C1, but is necessary and sufficient to hold the clutch piston located at the stroke end in that position, specifically, It is designed as a pumping capacity that adds a slight safety factor to the stroke end pressure of the clutch piston. Therefore, a sufficiently small pump can be used as the electromagnetic pump 46.

  As shown in the operation explanatory diagram of FIG. 6, the switching valve 48 is attached with a spring 48 b for biasing the spool 48 a upward in the drawing and an input port for inputting a signal pressure from the on / off solenoid 49 at the upper portion. 48c is formed, and when the signal pressure is input from the on / off solenoid 49, the signal pressure overcomes the urging force of the spring 48b and the spool 48a moves downward in the figure, thereby connecting the electromagnetic pump 46 and the clutch C1. The linear solenoid SLC1 and the clutch C1 are connected in the flow path while being blocked in the flow path (see FIG. 6A). When no signal pressure is input from the on / off solenoid 49, the spool is driven by the urging force of the spring 48b. When 48a moves upward in the figure, the electromagnetic pump 46 and the clutch C1 are connected in a flow path. Passage to be shut off and the linear solenoid SLC1 and the clutch C1 while (see Figure 6 (b)).

  The hydraulic circuit 40 is driven and controlled by an automatic transmission electronic control unit (hereinafter referred to as ATECU) 39. Although not shown in detail, the ATECU 39 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, a communication And a port. From the ATECU 39, a drive signal to the linear solenoid 43, a drive signal to the linear solenoid SLC1, a drive signal to the linear solenoid SLC2, a drive signal to the electromagnetic pump 46, a drive signal to the on / off solenoid 49, and the like are output via the output port. It is output. The ATECU 39 communicates with the main ECU 50, controls the automatic transmission 30 (hydraulic circuit 40) by a control signal from the main ECU 50, and outputs data related to the state of the automatic transmission 30 to the main ECU 50 as necessary.

  Although not shown in detail, the main ECU 50 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port. The main ECU 50 includes an ignition signal from the ignition switch 60, a shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61, and an accelerator opening from the accelerator pedal position sensor 64 that detects the amount of depression of the accelerator pedal 63. The degree Acc, the brake switch signal BSW from the brake switch 66 that detects the depression of the brake pedal 65, the vehicle speed V from the vehicle speed sensor 68, and the like are input via the input port. The main ECU 50 is connected to the engine ECU 24 and the AT ECU 39 via a communication port, and exchanges various control signals and data with the engine ECU 24 and the AT ECU 39.

  In the automobile 20 of the embodiment configured in this way, when the engine 22 is started and the shift lever 61 is running at the “D (drive)” running position, the vehicle speed V is 0, the accelerator is off, and the brake switch signal The engine 22 is automatically stopped when all preset automatic stop conditions such as BSW are satisfied are satisfied. When the engine 22 is automatically stopped, thereafter, the engine 22 that has been automatically stopped is automatically started when a preset automatic start condition such as the brake switch signal BSW being turned off and the accelerator being on is satisfied.

  Next, the operation of the drive device for the power transmission device of the embodiment mounted on the automobile 20 configured as described above, particularly, the operation during the automatic stop of the engine 22 will be described. Note that the hydraulic circuit 40 and the ATECU 39 correspond to the drive device for the power transmission device of the embodiment. FIG. 7 is a flowchart showing an example of an automatic stop control routine executed by the ATECU 39. This routine is executed when the automatic stop condition of the engine 22 is satisfied while the shift lever 61 is traveling with the D position. In this running state, a signal pressure is output from the on / off solenoid 49, and the switching valve 48 shuts off the electromagnetic pump 46 and the clutch C1 in a flow path and flows between the linear solenoid SLC1 and the clutch C1 in a flow path. Connected.

  When the automatic stop control routine is executed, the CPU of the ATECU 39 first determines the hydraulic pressure acting on the clutch C1 when the automatic stop condition of the engine 22 is satisfied and the fuel cut of the engine 22 is performed (step S100). The linear solenoid SLC1 is controlled so as to gradually decrease to the low pressure Plo (step S110). Here, the low pressure Plo is determined as a pressure state in which the clutch C1 has a slightly larger torque capacity than the cranking torque of the engine 22. In the embodiment, since the accumulator 45 is provided on the input side of the linear solenoid SLC1, even if the rotational speed Ne of the engine 22 decreases due to the automatic stop, it takes some time (for example, 1 second). If there is, the hydraulic pressure can be applied to the clutch C1 by the linear solenoid SLC1 using the hydraulic pressure accumulated in the accumulator 45.

  Subsequently, it is determined whether or not a predetermined timing has arrived (step S120). Here, the predetermined timing is determined as a timing at which driving of the electromagnetic pump 46 should be started instead of the mechanical oil pump 41 before the rotation of the engine 22 stops, and after the fuel cut of the engine 22 is made. It can be obtained from the time required for the hydraulic pressure of the clutch C1 to become the low pressure Plo by the control of the linear solenoid SLC1, the response time of the electromagnetic pump 46, and the like. When it is determined that the predetermined timing has not arrived, the engine speed Ne of the engine 22 is input (step S150), and the input engine speed Ne is close to a value of 0, that is, whether the engine 22 has stopped rotating. Determination is made (step S160). Here, the rotational speed Ne of the engine 22 is input from the engine ECU 24 via the main ECU 50 as detected by the rotational speed sensor 25. Before the predetermined timing arrives, a negative determination is made in step S160, and the process returns to step S110 and is repeated.

  If it is determined that the predetermined timing has come, the electromagnetic pump 46 starts to be driven (step S130), the switching valve 48 connects the electromagnetic pump 46 and the clutch C1 in a flow path, and the linear solenoid SLC1 and the clutch C1. The on / off solenoid 49 is driven and controlled so as to be blocked in a flow path (step S140). That is, after the hydraulic pressure of the clutch C1 is set to the low pressure Plo state by the control of the linear solenoid SLC1 using the hydraulic pressure from the mechanical oil pump 41 and the accumulator 45, the low pressure Plo state is held by the electromagnetic pump 46. . As described above, the electromagnetic pump 46 has only a pressure-feeding capability that can hold the clutch piston of the clutch C1 at the stroke end, but the low-pressure Plo state can be maintained, for example, between the clutch piston and the drum. Since the oil only needs to be replenished in an amount leaking from the provided seal ring or the like, the electromagnetic pump 46 can function sufficiently. Accordingly, the clutch C1 that forms the first forward speed can be made to stand by at a low pressure Plo during the automatic stop of the engine 22 using the small electromagnetic pump 46 having a low pumping capacity.

  When the drive of the electromagnetic pump 46 is started and the switching valve 48 connects the electromagnetic pump 46 and the clutch C1 in a flow path, it is determined whether or not the rotation of the engine 22 is stopped (steps S150 and S160). When the rotation of the engine 22 is not stopped, the process returns to step S110 and the process is repeated. When the rotation of the engine 22 is stopped, the process waits for the automatic start condition of the engine 22 to be satisfied (step S170). When the automatic start condition is satisfied, the engine 22 is cranked by the starter motor 23 and the mechanical oil pump 41 starts to be driven. Therefore, the switching valve 48 shuts off the electromagnetic pump 46 and the clutch C1 in a flow path and is linear. The on-off solenoid 49 is driven and controlled to connect the solenoid SLC1 and the clutch C1 in a flow path (step S180), and the linear solenoid SLC1 is driven and controlled so that the hydraulic pressure acting on the clutch C1 is increased (step S190). When 22 is completely detonated (step S200), driving of the electromagnetic pump 46 is stopped (step S210), and this routine is terminated. As a result, the clutch C1 is completely engaged, and the power from the engine 22 can be transmitted to the drive wheels 74a and 74b at the first forward speed by the automatic transmission 30 to start the vehicle.

  FIG. 8 shows changes over time in the vehicle speed V, the engine speed Ne, the accelerator opening Acc, the brake switch signal BSW, the shift position SP, the line pressure PL, the hydraulic pressure of the clutch C1, the current command of the linear solenoid SLC1, and the current command of the electromagnetic pump. It is explanatory drawing which shows the mode. As shown in the figure, when the automatic stop condition of the engine 22 is satisfied at time t1 and the fuel supply of the engine 22 is cut at time t2, the hydraulic pressure acting on the clutch C1 that forms the first forward speed is greater than the cranking torque. The linear solenoid SLC1 is driven by setting a current command so as to gradually decrease to a low pressure Plo state having a slightly large torque capacity. Subsequently, the driving of the electromagnetic pump 46 is started at a predetermined timing (time t3) before the rotation of the engine 22 stops, and the electromagnetic pump 46 and the clutch C1 are connected in a flow path by the switching valve 48, and the clutch The state of the low pressure Plo of C1 is held by the electromagnetic pump 46. In this case, in order to maintain the low pressure Plo state, it is only necessary to replenish the oil by an amount that leaks from the seal ring or the like. When the brake is turned off at time t4 and the accelerator is turned on at time t5 and the automatic start condition of the engine 22 is satisfied, the starter motor 23 cranks the engine 22. At this time, since the hydraulic pressure of the clutch C1 is maintained in a low pressure Plo state having a torque capacity slightly larger than the cranking torque, the cranking torque of the engine 22 is driven as creep torque via the clutch C1 to drive wheels 74a and 74b. Transmitted to the side. When cranking of the engine 22 is started, the switching valve 48 connects the linear solenoid SLC1 and the clutch C1 in a flow path and drives the linear solenoid SLC1 to increase the hydraulic pressure acting on the clutch C1. When the explosion is complete, the drive of the electromagnetic pump 46 is stopped (time t6).

  According to the drive device for the power transmission device provided in the automobile 20 of the embodiment described above, the electromagnetic pump 46 that pumps oil without using the linear solenoid SLC1 is provided in the clutch C1 that forms the first forward speed for starting, When the engine 22 automatically stops, the hydraulic pressure from the mechanical oil pump 41 and the accumulator 45 is used to bring the clutch C1 into a low pressure Plo state having a torque capacity slightly larger than the cranking torque of the starter motor 23 by the linear solenoid SLC1. Thereafter, the state of the low pressure Plo is held by the electromagnetic pump 46. Therefore, an electric oil pump is provided in parallel with the mechanical oil pump 41, and the electric oil pump is driven linearly by driving the electric oil pump when the engine 22 is automatically stopped. The clutch C1 is kept in a low pressure Plo state via the solenoid SLC1. The electromagnetic pump 46, which has a lower pumping capacity than an electric oil pump using an electric motor but can be made much smaller than an electric oil pump, can be used, and the low pressure Plo state of the clutch C1 can be maintained. The electromagnetic pump 46 can be designed as a necessary and sufficient pumping capacity. As a result, the entire apparatus can be reduced in size. Of course, the clutch C1 that forms the first forward speed for starting is kept in a low pressure Plo state while the engine 22 is automatically stopped, so that the clutch C1 can be fully engaged quickly when the accelerator pedal 63 is depressed. Can start smoothly.

  In the drive device for the power transmission device provided in the automobile 20 of the embodiment, the linear solenoid SLC1 is configured as a linear solenoid valve for direct control that generates an optimal clutch pressure from the line pressure PL and directly controls the clutch C1. However, it is also possible to use the linear solenoid valve as a pilot control linear solenoid and drive the control valve separately to generate clutch pressure by this control valve to control the clutch C1. The clutch C2 and the brakes B1 to B4 may have the same configuration.

  In the drive device for the power transmission device provided in the automobile 20 of the embodiment, the torque capacity capable of transmitting a torque slightly larger than the cranking torque to the engine 22 by the starter motor 23 when the engine 22 is automatically stopped. The clutch C1 may stand by in a low pressure state immediately before engagement without having a torque capacity. In this case, the electromagnetic pump 46 may be designed as a necessary and sufficient pumping capacity to hold the clutch C1 in a low pressure state to be on standby. Further, it is possible to maintain the low pressure state of the clutch C <b> 1 by controlling the current applied to the electromagnetic pump 46 (coil) with a margin in the pumping capacity of the electromagnetic pump 46.

  In the driving device for the power transmission device provided in the automobile 20 of the embodiment, the switching valve 48 is driven by turning on / off the signal pressure (line pressure PL) supplied to the input port 48c by the on / off solenoid 49. The line pressure PL may be output directly (or via a modulator valve) to the input port 48c. In this case, steps S140 and S170 of the automatic stop control routine of FIG. 7 are not necessary. In this case, the switching valve 48 shuts off the electromagnetic pump 46 and the clutch C1 in a flow path because the line pressure PL is generated by the mechanical oil pump 41 while the engine 22 is operating. The linear solenoid SLC1 and the clutch C1 are connected in a flow path, and when the operation of the engine 22 is stopped, the mechanical oil pump 41 stops and the line pressure PL is released, so the flow path between the electromagnetic pump 46 and the clutch C1. Are connected to each other and the linear solenoid SLC1 and the clutch C1 are disconnected in a flow path.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the automatic transmission 30 corresponds to a “power transmission device”, the mechanical oil pump 41 corresponds to “mechanical pressure feeding means”, a regulator valve 42 and a linear solenoid. 43, the linear solenoids SLC1, SLC2, etc. correspond to “pressure regulating means”, the electromagnetic pump 46 corresponds to “electric pressure feeding means”, and the AT ECU 39 executing the automatic stop time control routine of FIG. Is equivalent to. The switching valve 48 corresponds to a “switching valve”. The accumulator 45 corresponds to “pressure accumulating means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. . The “power transmission device” is not limited to the 5-speed automatic transmission 30 of forward 1st to 5th speed, but is engaged with a plurality of clutches such as 4-speed, 6-speed and 8-speed. As long as the gear ratio can be changed by switching the automatic transmission, any number of automatic transmissions may be used. Further, the “power transmission device” is not limited to the automatic transmission. For example, the drive wheel 74a is directly connected to the crankshaft 26 (torque converter 28) of the engine 22 via the differential gear 72 via the clutch. By connecting at least one clutch and switching the engagement state of at least one clutch, the connection between the output shaft and the axle side of the internal combustion engine and the disconnection are possible. Any material can be used. The “pressure regulating means” is not limited to the one constituted by the linear solenoids SLC1, SLC2, etc., but can regulate the working fluid fed by the mechanical pressure feeding means and supply it to at least one clutch. It does not matter as long as there is any. The “electrically pumping means” is not limited to the electromagnetic pump 46, but can be an electric oil pump that is driven by an electric motor, as long as it is capable of pumping the working fluid by receiving power supply. It doesn't matter what. Further, the “electrically pumping means” is not limited to the one that pumps oil to the clutch C1 that forms the first forward speed without passing through the linear solenoid SLC1, and for example, according to the driver's instruction or traveling state When the gear position at the start is set to a gear position other than the first forward speed (such as the second forward speed), oil is pumped to the clutch or brake forming the gear stage without using a linear solenoid valve. Any working fluid may be used as long as the working fluid is pumped to at least one clutch without using the pressure regulating means. The “automatic stop control means” is not limited to the ATECU 39, and the ATECU 39, the engine ECU 24, and the main ECU 50 may be integrated, or the ATECU 39 may be realized by a plurality of electronic control units. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is the same as that of the embodiment described in the column of means for solving the problems. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 carrying the drive device for power transmission devices as one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an automatic transmission 30. FIG. 3 is an operation table of the automatic transmission 30. FIG. 2 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40. It is explanatory drawing explaining operation | movement of the electromagnetic pump 46. FIG. FIG. 6 is an explanatory diagram for explaining the operation of the switching valve 48. It is a flowchart which shows an example of the control routine at the time of an automatic stop. The time change of the vehicle speed V, the engine speed Ne, the accelerator opening Acc, the brake switch signal BSW, the shift position SP, the line pressure PL, the hydraulic pressure of the clutch C1, the current command of the linear solenoid SLC1, and the current command of the electromagnetic pump is shown. It is explanatory drawing.

Explanation of symbols

  20 automobile, 22 engine, 23 starter motor, 24 engine electronic control unit (engine ECU), 25 rotation speed sensor, 26 crankshaft, 28 torque converter, 30 automatic transmission, 30a double pinion planetary gear mechanism, 30b, 30c Single pinion planetary gear mechanism, 31a, 31b, 31c Sun gear, 32a, 32b, 32c Ring gear, 33a First pinion gear, 33b, 33c Pinion gear, 34a Second pinion gear, 35a, 35b, 35c Carrier, 36 input shaft, 38 output Shaft, 39 Electronic control unit (ATECU) for automatic transmission, 40 Hydraulic circuit, 41 Mechanical oil pump, 42 Regulator valve, 43 Linear solenoid, 4 4 Manual valve, 45 Accumulator, 46 Electromagnetic pump, 46a Pump chamber, 46b Movable part, 46c Spring, 46d Electromagnetic part, 47a Check valve for suction, 47b Check valve for discharge, 48 Switching valve, 48a Spool, 48b Spring, 48c Input port, 49 On-off solenoid, 50 Main electronic control unit (main ECU), 60 Ignition switch, 61 Shift lever, 62 Shift position sensor, 63 Accel pedal, 64 Accel pedal position sensor, 65 Brake pedal, 66 Brake switch , 68 Vehicle speed sensor, 72 differential gear, C1-C3 clutch, B1-B4 brake, F1-F3 one-way clutch, SLC1, SLC2 linear solenoid valve (lini Solenoid).

Claims (7)

An internal combustion engine capable of automatic stop and automatic start, and connection between both shafts of the output shaft and the axle side of the internal combustion engine by switching at least one clutch and switching the engagement state of the at least one clutch A drive device for a power transmission device for driving the power transmission device in a vehicle equipped with the power transmission device capable of disconnecting the connection,
Mechanical pumping means for pumping the working fluid driven by power from the internal combustion engine;
Pressure regulating means capable of regulating the working fluid pumped by the mechanical pressure feeding means and supplying it to the at least one clutch;
An electric pumping means that drives by receiving power supply and pumps the working fluid to the at least one clutch without passing through the pressure regulating means;
When the internal combustion engine automatically stops with disconnection of the connection between the two shafts in the power transmission device, the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged. An automatic stop control for executing the automatic stop control for controlling the electric pressure feeding means so as to maintain the low pressure state after controlling the pressure adjusting means and controlling the pressure adjusting means. Means,
A drive device for a power transmission device.   The drive device for a power transmission device according to claim 1, wherein the electric pressure feeding means is an electromagnetic pump.   The working fluid pumped from the mechanical pumping means is used to connect the pressure adjusting means and the at least one clutch in a flow path, and the electric pressure feeding means and the at least one clutch in a flow path. The drive device for a power transmission device according to claim 1, further comprising a switching valve that selectively switches between connection.   4. The power transmission device according to claim 1, further comprising pressure accumulating means for accumulating the working fluid so that the accumulated working fluid is output to the at least one clutch via the pressure regulating means. Drive device. A drive device for a power transmission device according to any one of claims 1 to 4,
The power transmission device is an automatic transmission capable of changing a gear ratio by switching engagement states of a plurality of clutches and transmitting power from the internal combustion engine to the axle side.
The automatic stop control means performs the automatic stop control on a clutch that forms a start gear ratio among the plurality of clutches when the internal combustion engine is stopped with an automatic stop. A drive device for a power transmission device. A vehicle,
An internal combustion engine capable of automatic stop and automatic start;
A power transmission device having at least one clutch and capable of connecting and disconnecting the output shaft and the axle side of the internal combustion engine by switching the engagement state of the at least one clutch;
The drive device for a power transmission device according to any one of claims 1 to 5, which drives the power transmission device;
Vehicle equipped with. An internal combustion engine capable of automatic stop and automatic start, and connection between both shafts of the output shaft and the axle side of the internal combustion engine by switching at least one clutch and switching the engagement state of the at least one clutch A power transmission device capable of disconnecting the connection, a mechanical pressure feeding means that is driven by power from the internal combustion engine to pump the working fluid, and adjusts the working fluid pumped by the mechanical pressure feeding means to adjust the at least A power transmission device comprising pressure adjusting means that can be supplied to one clutch, and electric pressure feeding means that is driven by receiving electric power and that feeds working fluid to the at least one clutch without passing through the pressure regulating means. A drive device control method for controlling the drive device for the power transmission device in a vehicle equipped with the drive device,
When the internal combustion engine automatically stops with disconnection of the connection between the two shafts in the power transmission device, the pressure when the clutch that connects the two shafts among the at least one clutch is completely engaged. A control method for a driving apparatus, comprising: controlling the pressure adjusting means so as to be in a lower low pressure state, and controlling the electric pressure feeding means so that the low pressure state is maintained after the pressure adjusting means is controlled.

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