JP2013221556A - Power transmission device and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device which supplies sufficient oil pressure to a clutch capable of blocking power transmission between an engine output shaft and a drive wheel and operates the clutch when an internal combustion engine is in an unactuated state during vehicle travelling, and to provide a vehicle.SOLUTION: A power transmission device 10 includes: a normally closed clutch 60 as a friction clutch capable of blocking power transmission between an engine output shaft and a driving wheel, and when a force for operating changeover of an engaged state and a disengaged state does not act, being in an engaged state, and capable of being operated to be in a released state by receiving oil pressure supply; and an oil pressure supply device 110 including an oil pump capable of being actuated by receiving mechanical power from the driving wheel, and capable of supplying an oil pressure to the normally closed clutch 60. Even while an internal combustion engine is in an unactuated state by an idle reduction function during vehicle travelling, the oil pressure supply device 110 supplies the oil pressure to the normally closed clutch 60.

Description

  The present invention relates to a power transmission device that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels, and in particular, has a function of automatically stopping the operation of the internal combustion engine in accordance with the traveling state of a vehicle. The present invention relates to a vehicle power transmission device.

  For power transmission devices used in vehicles such as automobiles, mechanical power received by an input shaft, such as an automatic transmission, is shifted by a speed change mechanism (changes in rotational speed and torque) and transmitted to an output shaft. There is something to do. Examples of the speed change mechanism include a speed change mechanism that changes speed according to any one of a plurality of speed stages, and a continuously variable speed change mechanism that can continuously change the speed ratio.

  In addition, in order to suppress the fuel consumption of an internal combustion engine mounted on a motor vehicle as a prime mover, a function of automatically stopping an internal combustion engine operating in an idling state when a predetermined condition is satisfied, a so-called idling stop function is provided. Vehicles equipped are known.

  The power transmission device as described above is generally provided with a clutch and a brake that operate by receiving a hydraulic pressure, and a device for supplying hydraulic pressure to the clutch and the brake is a power transmission device or a vehicle. Is provided. For example, an oil pump that operates by receiving mechanical power from an internal combustion engine or an electric oil pump that operates by being driven by an electric motor or the like is used as such a hydraulic pressure supply device. In the case of a vehicle having an idling stop function, the operation of the internal combustion engine is often stopped while the vehicle is stopped, and therefore an electric oil pump is often used.

  Further, in Patent Document 1 below, a disc spring is assembled to a piston of a clutch that operates by receiving hydraulic pressure, and the clutch is engaged by the biasing force of the disc spring even when the hydraulic pressure is not supplied. A power transmission device configured as described above has been proposed.

Japanese Patent Laid-Open No. 2006-9973

  In the vehicle as described above, the operation of the internal combustion engine is stopped by the idling stop function even while the vehicle is traveling (hereinafter, referred to as vehicle traveling), such as before the vehicle is decelerated and stopped. There is a case. At this time, although the drive wheels are rotating, it is preferable to stop the rotation of the engine output shaft of the internal combustion engine. If the engine output shaft rotates in conjunction with the drive wheels even though the operation of the internal combustion engine is stopped (hereinafter referred to as “non-operating state”), the engine output shaft is caused by pump loss in the internal combustion engine. This is because the rotational resistance generated in the above acts on the drive wheels via the power transmission device. In such a case, in the power transmission device, it is required to block transmission of mechanical power (hereinafter simply referred to as “power transmission”) between the engine output shaft and the drive wheels.

  Therefore, in the vehicle as described above, when the internal combustion engine is inactivated by the idling stop function while the vehicle is running, the power transmission between the engine output shaft and the drive wheels can be interrupted in the power transmission device. It has been proposed to shut off power transmission between the engine output shaft and the drive wheels by disengaging the clutch. By disengaging such a clutch, the rotation of the engine output shaft can be stopped even while the vehicle is traveling.

  By the way, in the vehicle as described above, the internal combustion engine is started while the vehicle is running (decelerated) from the state where the operation of the internal combustion engine is stopped by the idling stop function (ie, the non-operating state) during the vehicle running. Immediately afterwards, there is a desire to transmit the mechanical power from the engine output shaft to the drive wheels to accelerate the vehicle again. The above-described clutch that cuts off power transmission between the engine output shaft and the drive wheels generally operates upon receiving hydraulic pressure. When such a device for supplying hydraulic pressure to the clutch (hereinafter referred to as “hydraulic pressure supply device”) is operated by receiving mechanical power from the engine output shaft, the internal combustion engine is not operated during vehicle travel. In the state, there is a problem that sufficient hydraulic pressure cannot be supplied to the clutch from the hydraulic pressure supply device.

  The present invention has been made in view of the above, and provides a clutch that cuts off power transmission between an engine output shaft and drive wheels even when an internal combustion engine is in an inoperative state during vehicle travel. It is an object of the present invention to provide a power transmission device and a vehicle capable of supplying sufficient hydraulic pressure.

  In order to achieve the above object, a power transmission device according to the present invention is a power transmission device that transmits mechanical power output from an engine output shaft of an internal combustion engine toward a drive wheel. It is controlled so that the operation stops when a predetermined stop condition is satisfied, and is controlled to start when a predetermined start condition is satisfied, and transmits power between the engine output shaft and the drive wheels. It can be shut off, and is configured to be in the engaged state when the force for operating the operation to switch between the engaged state and the released state is not applied, and operated to the released state by receiving the supply of hydraulic pressure A normally-closed clutch that is a friction clutch that can be operated, and an oil pump that is operable by receiving mechanical power from a drive wheel and that is operable by receiving mechanical power from an engine output shaft, Normally closed Characterized in that the pitch comprises a hydraulic pressure supply device and capable of supplying hydraulic pressure.

  In the power transmission device, the hydraulic pressure supply device may receive mechanical power from both the first rotating member that rotates in conjunction with the engine output shaft and the second rotating member that rotates in conjunction with the drive wheel. Including a possible oil pump, the oil pump being activated when at least one of the first rotating member and the second rotating member is rotating, and discharging oil toward the normally closed clutch It can be.

  A vehicle according to the present invention is a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device, and the power transmission device is driven by the engine output shaft and the drive wheel. Power transmission to and from the wheel can be interrupted, and is configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not applied, and supply of hydraulic pressure The normally closed clutch, which is a friction clutch that can be operated in a released state by receiving the power, and the mechanical power from the drive wheel and the mechanical power from the engine output shaft And a hydraulic pressure supply device capable of supplying hydraulic pressure to the normally closed clutch, and controls the operation of the internal combustion engine to stop when a predetermined stop condition is satisfied, and a predetermined start Condition A control unit for controlling so that the internal combustion engine is started when, characterized in that it has.

  In the above vehicle, the control device may control the hydraulic pressure supply device so that the normally closed clutch is released when the internal combustion engine is in an inoperative state and the vehicle is running. it can.

  According to the present invention, the hydraulic pressure sufficient for the normally closed clutch that cuts off the power transmission between the engine output shaft and the drive wheels even when the internal combustion engine is inactive due to the idling stop function while the vehicle is running. And the normally closed clutch can be operated to the released state.

It is a schematic diagram which shows the structure of the vehicle and power transmission device which concern on embodiment. It is a mimetic diagram showing composition of a power transmission device concerning an embodiment, and is a figure for explaining details of a normally closed clutch. It is a schematic diagram which shows the structure of the hydraulic pressure supply apparatus and normally closed clutch which concern on embodiment, and is a figure explaining the action | operation of the oil pump which a hydraulic pressure supply apparatus has. It is a flowchart which shows control of the forward / reverse switching mechanism and normally closed clutch which the vehicle control apparatus which concerns on embodiment performs. It is a flowchart which shows the engine operating time control routine performed in control of the forward / reverse switching mechanism and normally closed clutch which concern on embodiment. It is a flowchart which shows the control during driving | running | working at the time of the engine non-operation performed in control of the forward / reverse switching mechanism and normally closed clutch which concern on embodiment. It is a flowchart which shows the control during stoppage at the time of the engine non-operation performed in control of the forward / reverse switching mechanism and the normally closed clutch according to the embodiment.

  Hereinafter, embodiments of the present invention (hereinafter simply referred to as “embodiments”) will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, A various change is possible in the range which does not deviate from the summary. First, a schematic configuration of the vehicle and the power transmission device according to the present embodiment will be described with reference to FIG. Drawing 1 is a mimetic diagram showing composition of vehicles and a power transmission device concerning an embodiment.

  The vehicle 1 is provided with an internal combustion engine 5 as a prime mover for driving the drive wheels 9. The internal combustion engine 5 is a heat engine that converts fuel energy into mechanical energy and outputs it. In this embodiment, the internal combustion engine 5 is a piston reciprocating engine in which a piston reciprocates in a cylinder. The internal combustion engine 5 outputs mechanical power from the engine output shaft 6. The engine output shaft 6 is coupled to the input shaft 11 of the power transmission device 10. In the following description, the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is referred to as “engine output”. The engine output that the internal combustion engine 5 outputs from the engine output shaft 6 is controlled by a control device 100 described later. The internal combustion engine 5 is controlled by the control device 100 to stop operation when a predetermined stop condition is satisfied, and is controlled to start when a predetermined start condition is satisfied.

  The vehicle 1 is provided with a power transmission device 10 that receives mechanical power output from the engine output shaft 6 by the internal combustion engine 5 by the input shaft 11 and transmits the mechanical power to the drive wheels 9. In the present embodiment, the power transmission device 10 switches the rotational direction of the mechanical power from the internal combustion engine 5 to the torque converter 20 capable of increasing the torque via the working fluid and the mechanical power from the torque converter 20. A forward / reverse switching mechanism 30 capable of transmitting, a normally closed clutch 60 capable of interrupting power transmission between the internal combustion engine 5 and the drive wheel 9, and a drive wheel by changing the rotational speed of the mechanical power from the internal combustion engine 5. And a transmission mechanism 70 capable of transmitting toward the vehicle 9. Details of these will be described below with reference to FIGS. Drawing 2 is a mimetic diagram explaining the composition of the power transmission device concerning an embodiment.

  The torque converter 20 includes a pump impeller 22, a turbine runner 24, and a stator 25, and is a fluid transmission device that can transmit mechanical power from the pump impeller 22 to the turbine runner 24 by increasing torque via a working fluid. It is. The torque converter 20 transmits mechanical power received by the pump impeller 22 to the turbine runner 24 via a working fluid (for example, ATF: fluid for an automatic transmission). The working fluid that has flowed from the pump impeller 22 to the turbine runner 24 is changed in flow direction by the stator 25 and flows into the pump impeller 22 again. The torque converter 20 is configured to be able to increase the torque transmitted from the pump impeller 22 to the turbine runner 24.

  The pump impeller 22 is coupled to a member constituting the input side of the torque converter 20, that is, the input shaft 11 of the power transmission device 10, and the input shaft 11 rotates integrally with the pump impeller 22. On the other hand, the turbine runner 24 is coupled to the input shaft 31 of the forward / reverse switching mechanism 30. The stator 25 is coupled to a one-way clutch 27, and the one-way clutch 27 is configured to be engageable with a stationary member (hereinafter referred to as a stationary member) among the members constituting the power transmission device 10. Yes. The stationary member includes a housing that forms the exterior of the power transmission device 10.

  In the present embodiment, the torque converter 20 has a lockup clutch 28 that is a clutch capable of connecting the pump impeller 22 and the turbine runner 24. When the lockup clutch 28 is in the connected state, the pump impeller 22 and the turbine runner 24 rotate together, and the engine output from the internal combustion engine 5 is transmitted from the turbine runner 24 to the forward / reverse switching mechanism 30 as it is.

  In this specification, the power transmission between the driving-side rotating member and the driven-side rotating member is cut off without operating the clutch (for example, the lock-up clutch 28, the forward clutch 40, and the normally closed clutch 60). This state is referred to as “released state”. On the other hand, a state where the clutch is operated and the driving side rotating member and the driven side rotating member rotate together at the same rotational speed is referred to as a “connected state”. In addition, a state where the driving-side rotating member and the driven-side rotating member are engaged and torque is transmitted between these rotating members is referred to as an “engaged state”. That is, the “engaged state” includes the “connected state” described above.

  Further, in this specification, a state where a brake (for example, the reverse brake 50) is operated to stop the moving body from rotating and is stopped is referred to as a “stop state”. On the other hand, a state where the brake is not operated and the moving body freely rotates with respect to the stationary body is referred to as a “non-operating state”. A state in which the moving body and the stationary body are in contact with each other and the rotation of the moving body is braked is referred to as a “braking state”. That is, the “braking state” includes the “stop state” described above.

  The forward / reverse switching mechanism 30 includes a double pinion type (dual planetary type) planetary gear 33. The planetary gear 33 rotates the sun gear 34 coupled to the input shaft 31, the inner planetary pinion 35 that meshes with the sun gear 34, the outer planetary pinion 36 that meshes with the inner planetary pinion 35, the inner planetary pinion 35, and the outer planetary pinion 36. It has a planetary carrier 38 that supports it and a ring gear 39 that meshes with the outer planetary pinion 36. The planetary carrier 38 is coupled to an input shaft 61 of a normally closed clutch 60 described later.

  The forward / reverse switching mechanism 30 is a reverse brake that is a brake that can brake the rotation of the ring gear 39 of the planetary gear 33 and the forward clutch 40 that can connect the sun gear 34 and the planetary carrier 38 of the planetary gear 33. 50.

  The forward clutch 40 is configured as a multi-plate clutch, and a plurality of friction materials 41 are arranged in the axial direction of the rotation center axis. The forward clutch 40 is a so-called “friction clutch” in which the rotating member on the driving side and the rotating member on the driven side are engaged with each other by the frictional force generated in the friction material 41. In the forward clutch 40, one of the sun gear 34 and the planetary carrier 38 is a driving-side rotating member, and the other is a driven-side rotating member. That is, when the forward clutch 40 is operated in the connected state, the sun gear 34 and the planetary carrier 38 are connected and rotate together. When the forward clutch 40 is operated in a released state, transmission of mechanical power between the sun gear 34 and the planetary carrier 38 is cut off, and the sun gear 34 and the planetary carrier 38 can rotate separately.

  The forward clutch 40 is configured as an “electromagnetic clutch” that is brought into an engaged state by electromagnetic operation, and an electromagnet 44 that generates a magnetic field when energized, and a friction material that is attracted to the magnetic field generated by the electromagnet 44. A member 46 (hereinafter referred to as a pressing member) 46 that presses 41 and a biasing member (hereinafter referred to as a return spring) 48 that urges the pressing member 46 in a direction in which the friction material 41 does not engage are provided. When the electromagnet 44 is energized, the pushing member 46 pushes the friction material 41 against the urging force of the return spring 48, and a friction force is generated between the friction materials 41 adjacent in the axial direction of the rotation center axis. In this way, the forward clutch 40 is in a connected state in which the sun gear 34 and the planetary carrier 38 are completely engaged. On the other hand, when the electromagnet 44 is not energized, the pushing member 46 is urged and moved in the direction opposite to the direction of pushing the friction material 41 by the urging force of the return spring 48, and the forward clutch 40 is in the released state. Become. The controller 100 controls whether or not the electromagnet 44 is energized, that is, the switching operation between the forward clutch 40 connected and released.

  The reverse brake 50 is configured as a multi-plate brake, and a plurality of friction materials 51 are arranged in the axial direction of the rotation center axis. The reverse brake 50 is a braking state in which the ring gear 39, which is a moving body, and a stationary member (for example, the housing of the power transmission device 10) are engaged by frictional force generated in the friction material 51, and the rotation of the moving body is braked. This is a so-called “friction brake”.

  Note that the reverse brake 50 is configured as an “electromagnetic clutch” that is brought into a braking state by electromagnetic actuation, and an electromagnet 53 that generates a magnetic field when energized, and a friction material 51 that is attracted to the magnetic field generated by the electromagnet 53. And a biasing member (hereinafter referred to as a return spring) 57 that biases the pressing member 55 in a direction in which the friction material 51 does not engage. When the electromagnet 53 is energized, the pushing member 55 pushes the friction material 51 against the urging force of the return spring 57, and a friction force is generated between the friction materials 51 adjacent in the axial direction of the rotation center axis. In this way, the reverse brake 50 is in a stopped state in which the rotation of the ring gear 39 is completely stopped. On the other hand, when the electromagnet 53 is not energized, the pushing member 55 is urged and moved in a direction opposite to the direction of pushing the friction material 51 by the urging force of the return spring 57, and the reverse brake 50 is in an inoperative state. It becomes. The controller 100 controls whether or not the electromagnet 53 is energized, that is, the switching operation between the stopped state and the non-operating state of the reverse brake 50.

  In the forward / reverse switching mechanism 30 configured as described above, the sun gear 34 and the planetary carrier 38 are operated by operating the forward clutch 40 in the engaged state (including the connected state) and operating the reverse brake 50 in the released state. And the ring gear 39 rotate together. Thus, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the input shaft 61 of the normally closed clutch 60 without changing the rotational direction and rotational speed. Such an operation of the forward / reverse switching mechanism 30 is hereinafter referred to as a “forward operation state”.

  On the other hand, when the forward clutch 40 is operated in the released state and the reverse brake 50 is operated in the stopped state, the planetary carrier 38 rotates in the direction opposite to the rotational direction of the sun gear 34. Thereby, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the input shaft 61 of the normally closed clutch 60 by changing the rotation direction in the reverse direction. Such an operation of the forward / reverse switching mechanism 30 is hereinafter referred to as a “reverse operation state”.

  Further, when the forward clutch 40 is operated in the released state and the reverse brake 50 is operated in the released state, transmission of mechanical power between the sun gear 34 and the planetary carrier 38 is interrupted. Thereby, the forward / reverse switching mechanism 30 does not transmit the engine output received by the input shaft 31 to the input shaft 61 of the normally closed clutch 60. Such an operation of the forward / reverse switching mechanism 30 is hereinafter referred to as a “neutral operation state”.

  As described above, the forward / reverse switching mechanism 30 controls the machine from the engine output shaft 6 of the internal combustion engine 5 by controlling the connected state / release state of the forward clutch 40 and the stopped state / inactive state of the reverse brake 50. Forward operation state in which the dynamic power (engine output) is transmitted to the normally closed clutch 60 without changing the rotation speed and direction, and the reverse drive in which the engine output is transmitted to the normally closed clutch 60 by changing the rotation direction in the reverse direction. The operation state and the neutral operation state in which the engine output is not transmitted to the normally closed clutch 60 can be switched. The connected state / disengaged state of the forward clutch 40 and the stopped state / non-operated state of the reverse brake 50 are controlled in cooperation by the control device 100.

  The normally closed clutch 60 is configured to be in a released state when a force for operating an operation for switching between the engaged state and the released state (hereinafter referred to as “engagement / release operation”) is not applied. It is configured as a so-called normally closed type clutch. Details of the normally closed clutch 60 will be described with reference to FIG. FIG. 2 is a schematic diagram illustrating the configuration of the power transmission device according to the present embodiment, and is a diagram for explaining details of the normally closed clutch.

  In the following description, of the axial directions of the rotation center axis of the normally closed clutch 60, the direction (axial direction inner side) in which the adjacent friction materials 62 are engaged is referred to as an “axially engaging side” and illustrated in the drawing. Indicated by arrow E. On the other hand, the direction opposite to the axial engagement side in the axial direction of the rotation center axis, that is, the direction in which the adjacent friction material 62 is not engaged (outside in the axial direction) is described as “axial release side”, and the arrows in the figure Indicated by D.

  As shown in FIG. 2, the normally closed clutch 60 is configured as a multi-plate clutch, and a plurality of friction materials 62 are arranged in the axial direction of the rotation center axis. The normally closed clutch 60 is a so-called “friction clutch” in which the driving-side rotating member and the driven-side rotating member are engaged with each other by the frictional force generated in the friction material 62. In the normally closed clutch 60, one of the input shaft 61 and the input shaft 71 of the speed change mechanism 70 is a driving-side rotating member, and the other is a driven-side rotating member. That is, when the normally closed clutch 60 is operated in the connected state, the input shaft 61 and the input shaft 71 of the speed change mechanism 70 are connected to rotate integrally. When the normally closed clutch 60 is operated in the released state, transmission of mechanical power between the input shaft 61 and the input shaft 71 of the speed change mechanism 70 is cut off.

  The normally closed clutch 60 is actuated by receiving hydraulic pressure, and moves to the axial engagement side of the rotation center shaft to thereby press the friction material 62 (hereinafter referred to as a hydraulic piston member) 64; An urging member (hereinafter simply referred to as “spring”) 66 that urges the hydraulic piston member 64 in a direction in which adjacent friction members 62 are engaged (on the axial engagement side) is provided.

  The spring 66 of the normally closed clutch 60 urges the hydraulic piston member 64 toward the axial engagement side of the rotation center shaft, that is, in the direction in which the normally closed clutch 60 is engaged. The hydraulic piston member 64 receives a force (hereinafter referred to as an urging force) acting on the hydraulic piston member 64 by the spring 66, moves to the axial engagement side, and pushes the friction material 62. The urging force of the spring 66 is such that the hydraulic supply device 110 is not in operation because the internal combustion engine 5 is in an inoperative state, and the normally closed clutch 60 is not supplied with hydraulic pressure from the hydraulic supply device 110 to the normally closed clutch 60. While “slip” occurs at 60, mechanical power can be transmitted from the input shaft 61 to the input shaft 71 of the speed change mechanism 70.

  The “sliding” of the normally closed clutch 60 means that a difference in rotational speed occurs between the input shaft 61 of the normally closed clutch 60 and the input shaft 71 of the transmission mechanism 70, and mechanical power from the input shaft 61 is reduced. This means that the part is dissipated as heat in the friction material 62 and the remaining mechanical power is transmitted to the input shaft 71 of the speed change mechanism 70. The normally closed clutch 60 is supplied with hydraulic pressure from the hydraulic pressure supply device 110.

  The normally closed clutch 60 moves a hydraulic piston member 64 to the axial engagement side (hereinafter referred to as an engagement side hydraulic chamber) 68 and moves the hydraulic piston member 64 to the axial release side. Hydraulic chamber (hereinafter referred to as a release-side hydraulic chamber) 67. The release side hydraulic chamber 67 and the engagement side hydraulic chamber 68 are supplied with hydraulic pressure from the hydraulic pressure supply device 110.

  As shown in FIG. 1, the hydraulic pressure supply device 110 includes an oil pump 120 that can operate by receiving mechanical power from the engine output shaft 6. The oil pump 120 operates by receiving mechanical power from the engine output shaft 6 via the pump impeller 22 of the torque converter 20 and generates hydraulic pressure. In addition, the oil pump 120 is configured to operate under the mechanical power from the drive wheels 9 to generate hydraulic pressure. In the power transmission device 10 of the present embodiment, as indicated by a two-dot chain line arrow G in FIG. 2, the hydraulic pressure supply device 110 transfers a part of the mechanical power from the drive wheels 9 to the input shaft 71 of the speed change mechanism 70. It is configured to be able to be taken out from the machine and receive the mechanical power. As indicated by a two-dot chain line arrow F in FIG. 2, the hydraulic pressure supply device 110 extracts a part of the mechanical power from the engine output shaft 6 from the input shaft 11 of the power transmission device 10, and It is configured to be able to operate with power. In other words, the hydraulic pressure supply device 110 includes an oil pump 120 that can operate by receiving mechanical power from the drive wheels 9 and that can operate by receiving mechanical power from the engine output shaft 6. Of the mechanical power (two-dot chain arrow F) and the mechanical power (two-dot chain arrow G) from the drive wheel 9 to receive the mechanical power from at least one of them, and the normally closed clutch 60 The hydraulic pressure can be supplied to the vehicle.

  Here, details of the hydraulic pressure supply device 110 of the present embodiment will be described with reference to FIG. FIG. 3 is a schematic diagram illustrating the configuration of the hydraulic pressure supply device and the normally closed clutch, and is a diagram illustrating the operation of the oil pump included in the hydraulic pressure supply device. As shown in FIG. 3, the hydraulic pressure supply device 110 includes an oil pump 120 that operates by receiving mechanical power, generates hydraulic pressure, and discharges oil toward the normally closed clutch 60. The oil pump 120 is connected to a first rotating member 121 that is a member that rotates in conjunction with the engine output shaft 6 and a second rotating member 122 that is a member that rotates in conjunction with the drive wheels 9. The oil pump 120 is a so-called twin drive type oil pump that operates by receiving mechanical power from at least one of the first rotating member 121 and the second rotating member 122 to generate hydraulic pressure.

  That is, when both the first rotating member 121 and the second rotating member 122 are rotating, when the first rotating member 121 is rotating, and when the second rotating member 122 is not rotating, When the first rotating member 121 is not rotating and the second rotating member 122 is rotating, the hydraulic pressure supply device 110 operates to generate hydraulic pressure. In the present embodiment, the first rotating member 121 is configured to rotate in conjunction with the input shaft 11 coupled to the engine output shaft 6 in the power transmission device 10, as shown in FIG. On the other hand, the second rotating member 122 is configured to rotate in conjunction with the input shaft 71 of the speed change mechanism 70 engaged with the drive wheel 9 in the speed change mechanism 70. The oil pump 120 operates when one of the first rotating member 121 and the second rotating member 122 rotates, and is directed toward the disengagement side hydraulic chamber 67 and the engagement side hydraulic chamber 68 of the normally closed clutch 60. And discharge the oil. If at least one of the engine output shaft 6 and the drive wheels 9 is rotating, the hydraulic pressure supply device 110 can supply oil from the oil pump 120 to the normally closed clutch 60.

  When the hydraulic pressure supply device 110 supplies hydraulic pressure to the release-side hydraulic chamber 67 as shown by an arrow A in FIG. In response to the hydraulic pressure, it is operated to the axial release side. At this time, the hydraulic piston member 64 moves to the axial release side against the urging force of the spring 66. By controlling the hydraulic pressure supplied to the release-side hydraulic chamber 67, the normally closed clutch 60 can be released.

  On the other hand, as shown by an arrow C in FIG. 2, when hydraulic pressure is supplied to the engagement side hydraulic chamber 68, the hydraulic piston member 64 receives the hydraulic pressure of the engagement side hydraulic chamber 68 and is operated to the axial engagement side. The friction material 62 is pushed. The normally closed clutch 60 is configured to be engaged by the urging force of the spring 66 even when no hydraulic pressure is applied to the release side hydraulic chamber 67 and the engagement side hydraulic chamber 68. Yes. When the engagement-side hydraulic chamber 68 is supplied with hydraulic pressure, the normally closed clutch 60 does not generate a difference in rotational speed between the input shaft 61 and the input shaft 71 of the transmission mechanism 70, that is, in the normally closed clutch 60. A “connected state” in which no slip occurs can be achieved.

  Even if the engine output shaft 6 is not rotating, the hydraulic pressure supply device 110 configured as described above operates by receiving mechanical power from the driving wheel 9 as long as the driving wheel 9 is rotating. Thus, the hydraulic pressure can be supplied to the normally closed clutch 60. Even when the drive wheel 9 is not rotating, if the engine output shaft 6 is rotating, it operates by receiving mechanical power from the engine output shaft 6 to apply hydraulic pressure to the normally closed clutch 60. Can be supplied.

  As described above, the normally closed clutch 60 can be engaged / released by receiving the hydraulic pressure supplied from the hydraulic pressure supply device 110. On the other hand, when the hydraulic pressure is not supplied from the hydraulic pressure supply device 110, the normally closed clutch 60 cannot perform the engagement / release operation. However, the normally closed clutch 60 is not supplied with hydraulic pressure from the hydraulic pressure supply device 110 to the disengagement side hydraulic chamber 67 and the engagement side hydraulic chamber 68, and an operating force for operating the engagement / release operation is acting. Even if there is not, the urging force by the spring 66 acts on the hydraulic piston member 64 so that the engaged state is established. Thereby, it prepares for the start of the vehicle 1 immediately after starting the internal combustion engine 5 mentioned later. An input shaft 71 of the speed change mechanism 70 is coupled to the output side of the normally closed clutch 60, that is, the drive wheel 9 side.

  The speed change mechanism 70 is configured as a continuous speed variable transmission (so-called CVT) capable of continuously changing the speed ratio. The speed change mechanism 70 is provided with respect to an input shaft 71 that receives mechanical power from the normally closed clutch 60, an input side pulley 72 that is provided coaxially with the input shaft 71, and rotates synchronously with the input shaft 71, and the input shaft 71. An output shaft 73 that is provided in parallel with a predetermined interval and outputs mechanical power to the speed reduction mechanism 80; an output pulley 74 that is provided coaxially with the output shaft 73 and rotates synchronously with the output shaft 73; It has a power transmission member 75 (shown by a broken line in the drawing) wound around the side pulley 72 and the output side pulley 74 and transmitting mechanical power from the input shaft 71 to the output shaft 73. The power transmission member 75 can be a metal belt, chain, or the like.

  The speed change mechanism 70 is driven by a hydraulic actuator (not shown) to change the pulley width of the input side pulley 72, thereby changing the “wrapping diameter” formed by the power transmission member 75 wound around the input side pulley 72. It is possible to make it. Similarly, the speed change mechanism 70 is configured to change the “wrapping diameter” formed by the power transmission member 75 wound around the output pulley 74 by changing the pulley width of the output pulley 74. Has been. Such a transmission mechanism 70 is controlled by the control device 100 to change the pulley width of the input-side pulley 72 and the pulley width of the output-side pulley 74, so that the power transmission member 75 in each pulley 72, 74 is changed. Change the winding diameter. The ratio (Ro / Ri) between the winding diameter Ro of the power transmission member 75 in the output pulley 74 and the winding diameter Ri of the power transmission member 75 in the input pulley 72 is the rotational speed Ni of the input shaft 71 and the output shaft 73. Is the gear ratio (Ni / No) which is the ratio of the rotational speed No. The speed change mechanism 70 can continuously change the speed ratio (Ni / No) by continuously changing the pulley width of at least one of the input side pulley 72 and the output side pulley 74. .

  As shown in FIG. 1, the mechanical power received by the speed change mechanism 70 at the input shaft 71 changes the rotational speed (that is, changes the torque) between the input-side pulley 72 and the output-side pulley 74. This is transmitted to the speed reduction mechanism 80. The mechanical power transmitted from the speed change mechanism 70 to the speed reduction mechanism 80 is distributed to the left and right drive shafts by the differential device 90 and transmitted to the drive wheels 9. A driving force [N] for driving the vehicle 1 is generated between the driving wheel 9 and the road surface on which the vehicle 1 travels. In this way, the transmission mechanism 70 transmits the mechanical power from the normally closed clutch 60 toward the drive wheels 9 while changing the rotational speed. The output shaft 73 and the input shaft 71 of the speed change mechanism 70 rotate in conjunction with the drive wheels 9.

  In the power transmission device 10 configured as described above, the normally closed clutch 60 is operated in a released state, thereby transmitting mechanical power between the engine output shaft 6 and the drive wheels 9 (hereinafter simply “ It is configured to be able to cut off "power transmission". Further, the normally closed clutch 60 receives a hydraulic pressure from the hydraulic pressure supply device 110 and is brought into a released state by a force (hereinafter referred to as an operating force) for operating an engagement / release operation of the normally closed clutch 60 acting. It is configured to be operated. Further, the normally closed clutch 60 is not supplied with hydraulic pressure from the hydraulic pressure supply device 110, and even when the operating force for operating the engagement / release operation of the normally closed clutch 60 is not applied, the normally closed clutch 60 is not attached. The urging force of the spring 66, which is a urging member, acts on the hydraulic piston member 64, whereby the hydraulic piston member 64 is urged in a direction to push the friction material 62 to be in an engaged state (including a connected state). Has been.

  The power transmission device 10 is mounted on the vehicle 1 by being coupled to an internal combustion engine 5 as a prime mover. The vehicle 1 has a function of automatically stopping the internal combustion engine 5 operating in an idling state when the predetermined stop condition is satisfied (hereinafter referred to as idling stop) in order to suppress fuel consumption in the internal combustion engine 5. Function). The vehicle 1 has an electronic control device (simply referred to as “control device”) 100 for the vehicle 1 as control means for controlling the internal combustion engine 5 and the power transmission device 10 in a coordinated manner in order to realize an idling stop function. Is provided.

  The vehicle 1 is provided with a shift lever (not shown) that can be operated by the driver, and the driver can select a desired travel range. In the travel range, power transmission between the drive range (hereinafter referred to as D range) that enables the vehicle 1 to travel forward and the engine output shaft 6 and the drive wheels 9 of the prime mover (internal combustion engine 5) is cut off. A neutral range (hereinafter referred to as “N range”) and a reverse range (hereinafter referred to as “R range”) that allows the vehicle 1 to travel backward are included. In addition, the travel range is selected while the vehicle 1 is stopped (hereinafter simply referred to as “the vehicle is stopped”), such as during parking (parking), and is linked to the drive wheels 9 in the power transmission device 10. A parking range (hereinafter referred to as a P range) that mechanically locks a rotating gear (not shown) to keep the driving wheel 9 from rotating is included.

  The control device 100 includes a CPU as an arithmetic processing device, a RAM as a main storage device, a ROM as an auxiliary storage device (not shown), and the like. A program showing control processing for controlling various control objects described above, and constants set in advance in the control processing program (hereinafter referred to as control constants) are stored in advance in the ROM of the control device 100. Note that a variable set in the RAM in the above-described control process is referred to as a “control variable”.

  Further, as shown in FIG. 2, the control device 100 receives a signal related to the rotational speed of the drive wheel 9 from the wheel speed sensor 102 that can detect the rotational speed of the drive wheel 9, and the traveling speed of the vehicle 1 ( Hereinafter, the vehicle speed is estimated as a control variable. The control device 100 receives a signal related to the operation position of the accelerator pedal from the accelerator pedal sensor 104 that detects the operation position of the accelerator pedal, and controls the operation amount of the accelerator pedal (hereinafter referred to as the accelerator operation amount). Estimated as a variable. The control device 100 receives a signal related to whether or not the brake pedal is operated from the brake pedal sensor 106 that detects the operation of the brake pedal, and detects whether or not the brake pedal is operated as a control variable (control flag). doing.

  The control device 100 receives a signal related to the travel range from the shift position sensor 108 that detects the travel range selected by the driver, and determines the travel range selected by the driver as a control variable (control flag). Detect as.

  The control device 100 acquires the vehicle speed, the accelerator operation amount, the presence / absence of operation of the brake pedal, the travel range selected by the driver, and the like as control variables, and when a predetermined stop condition is satisfied, the idling stop function Control is performed so that the internal combustion engine 5 stops its operation. The state in which the operation of the internal combustion engine 5 is stopped by the idling stop function will be referred to as “non-operating state” below. In contrast, a state in which the internal combustion engine 5 is operating is simply referred to as an “operating state”. The stop condition includes, for example, a condition that the vehicle speed is zero and the brake pedal is operated (depressed). Further, the control device 100 indicates that the accelerator pedal is not operated and the brake pedal is operated even while the vehicle 1 is traveling (hereinafter simply referred to as “vehicle traveling”). When the above-described stop condition is satisfied depending on the conditions, the internal combustion engine 5 is controlled to stop operating, and the internal combustion engine 5 is brought into a non-operating state.

  On the other hand, when the internal combustion engine 5 is deactivated by the idling stop function, the control device 100 acquires vehicle speed, accelerator operation amount, presence / absence of brake pedal operation, travel range, etc. as control variables, and performs predetermined start When the condition is satisfied, the internal combustion engine 5 in the non-operating state is controlled to start, and the internal combustion engine 5 is put into the operating state. The start condition includes, for example, a condition that the brake pedal is not operated and the accelerator pedal is operated (the accelerator pedal is depressed). In such a case, the control device 100 starts the internal combustion engine 5 and outputs mechanical power from the engine output shaft 6 again. As described above, the control device 100 controls the internal combustion engine to stop operating when a predetermined stop condition is satisfied, and controls the internal combustion engine to start when a predetermined start condition is satisfied. To do.

  By the way, in the vehicle 1 as described above, after the internal combustion engine 5 is deactivated by the idling stop function during vehicle travel, for example, immediately after the internal combustion engine 5 is started during vehicle travel such as during deceleration. There is a demand to transmit the mechanical power from the output shaft 6 to the drive wheels 9 to accelerate the vehicle 1 again. The normally closed clutch 60 capable of interrupting power transmission between the engine output shaft 6 and the drive wheels 9 operates upon receiving hydraulic pressure from the hydraulic pressure supply device 110. When the internal combustion engine 5 is in a non-operating state, the hydraulic pressure supply device 110 cannot operate by receiving mechanical power from the engine output shaft 6 (see the two-dot chain line arrow F in FIG. 2). However, even when the internal combustion engine 5 is in a non-operating state and the engine output shaft 6 is not rotating while the vehicle is running, the hydraulic pressure supply device 110 receives mechanical power from the rotating drive wheels 9 (see FIG. 2 (see the two-dot chain line arrow G), the hydraulic pressure can be supplied to the normally closed clutch 60.

  When the operation of the internal combustion engine 5 is stopped by the idling stop function while the vehicle is running, the control device 100 controls the hydraulic pressure supply device 110 to supply the hydraulic pressure to the disengagement side hydraulic chamber 67 of the normally closed clutch 60. The normally closed clutch 60 can be disengaged to cut off power transmission between the engine output shaft 6 and the drive wheels 9. In the power transmission device 10 according to the present embodiment, when the internal combustion engine 5 is in an inoperative state while the vehicle is running due to the idling stop function, the hydraulic pressure supply device 110 is activated by receiving mechanical power from the drive wheels 9. Thus, by continuously supplying the hydraulic pressure to the normally closed clutch 60, the normally closed clutch 60 can be kept in a released state.

  In the vehicle 1 configured as described above, the control device 100 switches the forward operation state, the reverse operation state, and the neutral operation state of the forward / reverse switching mechanism 30 as part of the control for realizing the idling stop function. Control and control for switching between the released state / engaged state of the normally closed clutch 60 (hereinafter simply referred to as “coordinated control of the forward / reverse switching mechanism and the normally closed clutch”) are executed. Details of the cooperative control of the forward / reverse switching mechanism and the normally closed clutch will be described below with reference to FIGS. Of the “coordinated control of the forward / reverse switching mechanism and the normally closed clutch”, a subroutine executed when the internal combustion engine 5 is in an operating state is referred to as an “engine operating time control routine”. On the other hand, a subroutine executed while the vehicle is traveling when the internal combustion engine 5 is in the non-operating state will be referred to as “running control routine during engine non-operation”. A subroutine that is executed when the internal combustion engine 5 is in a non-operating state and the vehicle is stopped (so-called stopping) will be referred to as an “engine non-operating stop control routine” hereinafter. FIG. 4 is a flowchart showing cooperative control of the forward / reverse switching mechanism and the normally closed clutch executed by the vehicle control device. FIG. 5 is a flowchart showing an engine operation time control routine executed in cooperative control of the forward / reverse switching mechanism and the normally closed clutch. FIG. 6 is a flowchart showing the running control during engine non-operation, which is executed in the cooperative control of the forward / reverse switching mechanism and the normally closed clutch. FIG. 7 is a flowchart showing the non-operating stop-time control executed in the cooperative control of the forward / reverse switching mechanism and the normally closed clutch.

  As shown in FIG. 4, the control apparatus 100 acquires various control variables in step S02. This control variable includes the travel range selected by the driver, the amount of accelerator operation, whether or not the brake pedal is operated, the vehicle speed, and the like.

  In step S04, the control device 100 is in a state where the internal combustion engine 5 is operating (operating state) or is in a state where the internal combustion engine 5 has stopped operating due to the idling stop function (non-operating state). Determine whether. When the internal combustion engine 5 is in the operating state (S04, Yes), the control device 100 executes the engine operating time control routine shown in FIG. 5 in step S100.

[Control routine during engine operation]
As shown in FIG. 5, in step S <b> 102 of the engine operating control routine, the control device 100 determines whether or not an operation for setting the travel range to the D range has been performed by the driver. When the operation to the D range is performed (S102, Yes), the control device 100 controls the hydraulic pressure supply device 110 to cause the normally closed clutch 60 to perform the releasing operation (S104).

  In step S106, the control device 100 determines whether or not the normally closed clutch 60 has been released. If the normally closed clutch 60 is not released (S106, No), the releasing operation is continued in step S104. In this way, the control device 100 controls the normally closed clutch 60 to be in a released state. If the normally closed clutch 60 has been released (S106, Yes), the process proceeds to step S108.

  Then, the control device 100 places the forward / reverse switching mechanism 30 in the forward operation state by setting the forward clutch 40 in the connected state and inactivating the reverse brake 50 (S108). Thereafter, the control device 100 brings the normally closed clutch 60 into an engaged state (S110).

  As described above, when the internal combustion engine 5 is operating and the D range is selected, the control device 100 sets the normally closed clutch 60 in the disengaged state and the power between the engine output shaft 6 and the drive wheels 9. After the transmission is cut off and the forward / reverse switching mechanism 30 is set in the forward operation state, the normally closed clutch 60 is engaged. Thereby, the power transmission device 10 can transmit the mechanical power from the engine output shaft 6 to the drive wheels 9 without changing the rotation direction in the forward / reverse switching mechanism 30 to advance the vehicle 1.

  On the other hand, when the operation for setting the travel range to the D range is not performed in step S102, the control device 100 determines whether or not the driver performs the operation for setting the travel range to the R range in step S120. When the operation to the R range is performed (S120, Yes), the control device 100 controls the hydraulic pressure supply device 110 to cause the normally closed clutch 60 to perform the releasing operation (S122).

  In step S124, the control device 100 determines whether or not the normally closed clutch 60 has been released. If the normally closed clutch 60 is not released (S124, No), the releasing operation is continued in step S122. In this way, the control device 100 controls the normally closed clutch 60 to be in a released state. If the normally closed clutch 60 has been released (S124, Yes), the process proceeds to step S126.

  Then, the control device 100 places the forward / reverse switching mechanism 30 in the reverse operation state by setting the forward clutch 40 to the disengaged state and the reverse brake 50 to the stop state (S126). Thereafter, the control device 100 brings the normally closed clutch 60 into an engaged state (S128).

  As described above, when the internal combustion engine 5 is operating and the R range is selected, the control device 100 sets the normally closed clutch 60 in the released state and the power between the engine output shaft 6 and the drive wheels 9. After the transmission is interrupted and the forward / reverse switching mechanism 30 is set in the reverse operation state, the normally closed clutch 60 is engaged. As a result, the power transmission device 10 transmits the mechanical power from the engine output shaft 6 to the drive wheels 9 by changing the rotation direction to the reverse direction in the forward / reverse switching mechanism 30 to move the vehicle 1 backward. it can.

  On the other hand, in step S120, when the operation for changing the travel range to the R range is not performed, that is, when the travel range is the N range or the P range, the control device 100 sets the forward clutch 40 to the disengaged state and the reverse brake 50. Is set to the non-operating state, thereby controlling the forward / reverse switching mechanism 30 to the neutral operating state (S130). At this time, the control device 100 puts the normally closed clutch 60 into a released state (S132).

  As described above, when the internal combustion engine 5 is operating and the N range or the P range is selected, the control device 100 sets the forward / reverse switching mechanism 30 to the neutral operating state and releases the normally closed clutch 60. Put it in a state. In such a state, when the D range is subsequently selected by the driver, the forward / reverse switching mechanism 30 can be brought into the forward operation state only by bringing the forward clutch 40 into the connected state. The vehicle 1 can be prepared for starting (advancing). Further, when the R range is selected by the driver, the forward / reverse switching mechanism 30 can be brought into the reverse operation state only by setting the reverse brake 50 to the stop state, and the vehicle 1 is prepared for starting (reverse). be able to.

  The engine operation control routine (S102 to S132) shown in FIG. 5 has been described above. When the D range is selected in the operating state of the internal combustion engine 5, the forward / reverse switching mechanism 30 is set in the forward operating state and the normally closed clutch 60 is engaged so that the vehicle 1 starts (forwards). I have. Further, when the R range is selected, the forward / reverse switching mechanism 30 is set in the reverse operation state and the normally closed clutch 60 is engaged, so that the vehicle 1 is ready for starting (reversing). From this state, the vehicle 1 can be moved forward or backward simply by increasing the mechanical power (engine output) output from the engine output shaft 6 by the internal combustion engine 5. On the other hand, when the N range or the P range is selected, the forward / reverse switching mechanism 30 is in the neutral operating state and the normally closed clutch 60 is in the released state. Thereafter, when the D range is selected, the forward / reverse switching mechanism 30 is easily switched to the forward operation state, and when the R range is selected, the forward / backward switching mechanism 30 is easily switched to the reverse operation state. .

  Returning to FIG. 4, when it is determined in step S04 that the internal combustion engine 5 is not in the operating state (No), for example, when the internal combustion engine 5 is in the non-operating state due to the idling stop function, the control device 100 It is determined whether the vehicle 1 is currently traveling, that is, whether the vehicle is traveling (S06). Note that the determination of whether or not the vehicle is traveling can be realized by determining whether or not the vehicle speed is equal to or less than a predetermined determination threshold value. When the internal combustion engine 5 is in a non-operating state due to the idling stop function and the vehicle is traveling (S06, Yes), the control device 100 executes a control routine during traveling when the engine is not illustrated in FIG. To do.

[Control routine during engine non-operation]
As shown in FIG. 6, in step S <b> 202 of the in-running control routine when the engine is not operating, the control device 100 causes the normally-closed clutch 60 to perform a releasing operation to bring it into a released state. In the normally closed clutch 60, power transmission between the engine output shaft 6 and the drive wheels 9 is interrupted. This prevents the engine output shaft 6 of the internal combustion engine 5 in an inoperative state from rotating in conjunction with the drive wheels 9 while the vehicle is running.

  In step S204, the control device 100 determines whether or not the driver has performed an operation for setting the travel range to the D range. When the operation to the D range is performed (S204, Yes), the control device 100 sets the forward clutch 40 in the connected state and the reverse brake 50 in the non-operated state, thereby moving the forward / reverse switching mechanism 30 in the forward operating state. (S206).

  As described above, when the internal combustion engine 5 is not operated by the idling stop function while the vehicle is running and the D range is selected, the control device 100 puts the normally closed clutch 60 in the released state and releases the engine output shaft 6. And the drive wheel 9 are interrupted, and the forward / reverse switching mechanism 30 is set in the forward operation state. As a result, while the vehicle is running, the engine output shaft 6 can be rotationally driven, that is, the internal combustion engine 5 can be cranked, and the internal combustion engine 5 in the non-operating state can be started again. After the internal combustion engine 5 is started, the normally closed clutch 60 in the disengaged state is reengaged so that the mechanical power from the engine output shaft 6 is not changed in the rotational direction in the forward / reverse switching mechanism 30. The vehicle 1 can be advanced by transmitting toward the drive wheels 9.

  On the other hand, when the operation for setting the D range is not performed in Step S204 (No), the control device 100 determines whether or not the operation for setting the travel range to the R range is performed by the driver in Step S210. When the operation to the R range is performed (S210, Yes), the control device 100 sets the forward / reverse switching mechanism 30 to the reverse operation state by setting the forward clutch 40 to the disengaged state and the reverse brake 50 to the stop state. (S212).

  Thus, when the internal combustion engine 5 is not operated by the idling stop function while the vehicle is running and the R range is selected, the control device 100 opens the normally closed clutch 60 and releases the engine output shaft 6. Power transmission between the vehicle and the drive wheel 9 is interrupted, and the forward / reverse switching mechanism 30 is set in the reverse operation state. As a result, while the vehicle is running, the engine output shaft 6 can be rotationally driven, that is, the internal combustion engine 5 can be cranked, and the internal combustion engine 5 in the non-operating state can be started again. After the internal combustion engine 5 is started, the normally closed clutch 60 in the released state is reengaged to change the mechanical power from the engine output shaft 6 in the reverse direction in the forward / reverse switching mechanism 30. Thus, the vehicle 1 can be moved backward by being transmitted toward the drive wheel 9.

  On the other hand, when it is determined in step S210 that the operation for setting the travel range to the R range has not been performed, that is, when the travel range is the N range during vehicle travel, the control device 100 causes the normally closed clutch 60 to be The engagement state is established by the action of the urging force 66 (S220). That is, as shown in FIG. 2, the control device 100 does not supply hydraulic pressure from the hydraulic pressure supply device 110 to the disengagement side hydraulic chamber 67 and the engagement side hydraulic chamber 68 of the normally closed clutch 60, and The normally closed clutch 60 is engaged by the action. Then, the control device 100 controls the forward / reverse switching mechanism 30 to the neutral operating state by setting the forward clutch 40 to the disengaged state and disengaging the reverse brake 50 (S222).

  Thus, when the internal combustion engine 5 is not operated by the idling stop function and the N range is selected during traveling of the vehicle, the control device 100 causes the normally closed clutch 60 to act by the urging force of the spring 66. Thus, the forward / reverse switching mechanism 30 is set to the neutral operating state. Thereby, the power transmission between the engine output shaft 6 and the drive wheel 9 is interrupted, and the engine output shaft 6 of the internal combustion engine 5 in the non-operating state is prevented from rotating in conjunction with the drive wheel 9. be able to. At this time, the normally closed clutch 60 is brought into an engaged state by the action of the urging force of the spring 66, so that it is not necessary to supply hydraulic pressure from the hydraulic pressure supply device 110 to the normally closed clutch 60.

  In the foregoing, the control routine (S202 to S222) during traveling when the engine is not shown in FIG. 6 has been described. When the internal combustion engine 5 is in a non-operating state and the vehicle is running, and the D range is selected, after the normally closed clutch 60 is released, the forward / reverse switching mechanism 30 is moved forward. Thus, the internal combustion engine 5 is prepared for starting while the vehicle is running. When the R range is selected, after the normally closed clutch 60 is released, the forward / reverse switching mechanism 30 is set in the reverse operation state to prepare for the start of the internal combustion engine 5 while the vehicle is traveling. From this state, after starting the internal combustion engine 5, the normally closed clutch 60 is engaged, and the vehicle 1 can be moved forward or backward simply by increasing the mechanical power output from the engine output shaft 6. it can. On the other hand, when the N range is selected, the normally closed clutch 60 is brought into the engaged state by the action of the urging force of the spring 66, and the forward / reverse switching mechanism 30 is brought into the neutral operating state. As a result, when the internal combustion engine 5 is in an inoperative state while the vehicle is running, it is possible to prevent the engine output shaft 6 from being rotated without supplying hydraulic pressure to the normally closed clutch 60.

  Returning to FIG. 4, if it is determined in step S06 that the vehicle is not traveling (No), that is, the internal combustion engine 5 is in an inoperative state by the idling stop function, and the vehicle is stopped (so-called stopping). In the case of (S06, No), in step S300, control device 100 executes an engine non-operating stoppage control routine shown in FIG.

[Control routine during stopping when engine is not operating]
As shown in FIG. 7, in step S <b> 302 of the engine non-operating stop control routine, the control device 100 brings the normally closed clutch 60 into an engaged state by the action of the urging force of the spring 66. This eliminates the need for the hydraulic pressure supply device 110 to supply hydraulic pressure to the normally closed clutch 60.

  In step S304, the control device 100 determines whether or not the driver has performed an operation for setting the travel range to the D range. When an operation for changing to the D range is performed (S304, Yes), the control device 100 places the forward clutch 40 in the connected state and deactivates the reverse brake 50, thereby causing the forward / reverse switching mechanism 30 to move forward. (S306).

  As described above, when the internal combustion engine 5 is not operated by the idling stop function while the vehicle is stopped and the D range is selected, the control device 100 brings the normally closed clutch 60 into the engaged state and moves forward and backward. The switching mechanism 30 is moved forward. Thereby, after starting the internal combustion engine 5 that is inactive while the vehicle is stopped, the mechanical power output from the engine output shaft 6 even if the hydraulic pressure supply device 110 cannot supply sufficient hydraulic pressure to the normally closed clutch 60. Power can be transmitted to the drive wheel 9 without changing the rotational direction in the forward / reverse switching mechanism 30 to start (forward) the vehicle 1.

  On the other hand, when the operation for setting the D range is not performed in step S304 (No), the control device 100 determines whether or not the driver performs the operation for setting the travel range to the R range in step S310. When the operation to the R range is performed (S310, Yes), the control device 100 places the forward clutch 40 in the reverse operation state by putting the forward clutch 40 in the released state and putting the reverse brake 50 in the stopped state ( S312).

  As described above, when the internal combustion engine 5 is not operated by the idling stop function while the vehicle is stopped and the R range is selected, the control device 100 brings the normally closed clutch 60 into the engaged state and moves forward and backward. The switching mechanism 30 is set to the reverse operation state. Thereby, after starting the internal combustion engine 5 that is inactive while the vehicle is stopped, the mechanical power output from the engine output shaft 6 even if the hydraulic pressure supply device 110 cannot supply sufficient hydraulic pressure to the normally closed clutch 60. Power can be transmitted to the drive wheels 9 by changing the rotation direction in the reverse direction in the forward / reverse switching mechanism 30 to start (reverse) the vehicle 1.

  On the other hand, when it is determined in step S310 that the operation of setting the travel range to the R range is not performed, that is, when the travel range is the N range (or P range) while the vehicle is stopped, the control device 100 determines that the forward clutch The forward / reverse switching mechanism 30 is set to the neutral operating state by setting the reverse brake 40 and the reverse brake 50 to the non-operating state (S320).

  As described above, when the internal combustion engine 5 is not operated by the idling stop function and the N range is selected while the vehicle is stopped, the control device 100 causes the normally closed clutch 60 to act by the urging force of the spring 66. Thus, the forward / reverse switching mechanism 30 is set to the neutral operating state. As a result, the normally closed clutch 60 is engaged due to the urging force of the spring 66, so that it is not necessary to supply hydraulic pressure from the hydraulic pressure supply device 110 to the normally closed clutch 60 while the vehicle is stopped. When the internal combustion engine 5 is started, the vehicle 1 can be started only by setting the forward / reverse switching mechanism 30 to the forward operation state or the reverse operation state.

  Heretofore, the control routine (S302 to S320) during stopping of the engine shown in FIG. 7 has been described. When the internal combustion engine 5 is in the non-operating state and the vehicle is stopped, and the D range is selected, the normally closed clutch 60 is brought into the engaged state by the action of the urging force of the spring 66. The forward / reverse switching mechanism 30 is set in the forward operation state to prepare for starting the internal combustion engine 5 while the vehicle is traveling. When the R range is selected, the forward / reverse switching mechanism 30 is set in the reverse operation state to prepare for starting the internal combustion engine 5 while the vehicle is traveling. From this state, the vehicle 1 can be started only by increasing the mechanical power output from the engine output shaft 6 after starting the internal combustion engine 5. On the other hand, when the N range is selected, the forward / reverse switching mechanism 30 is in the neutral operating state. When the D range is selected by the driver, the forward / reverse switching mechanism 30 can be set in the forward operation state to prepare for the start of the vehicle 1 simply by bringing the forward clutch 40 into the connected state.

  As described above, the power transmission device 10 according to this embodiment transmits the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 toward the drive wheels 9. The internal combustion engine 5 is controlled to stop operation when a predetermined stop condition is satisfied, and is controlled to start when a predetermined start condition is satisfied. The power transmission device 10 is capable of interrupting power transmission between the engine output shaft 6 and the drive wheel 9 and is operated by a force for operating an operation (engagement / release operation) for switching between an engaged state and a released state. A normally closed clutch 60 that is a friction clutch that is configured to be in an engaged state when it is not engaged and that can be operated to a released state by receiving supply of hydraulic pressure is provided. Further, the power transmission device 10 includes an oil pump 120 that can operate by receiving mechanical power from the drive wheels 9 and that can operate by receiving mechanical power from the engine output shaft 6. A hydraulic pressure supply device 110 capable of supplying hydraulic pressure is provided. Sufficient hydraulic pressure is supplied to the normally closed clutch 60 that cuts off the power transmission between the engine output shaft 6 and the drive wheels 9 even when the internal combustion engine 5 is in an inoperative state due to the idling stop function while the vehicle is running. Thus, the normally closed clutch 60 can be operated to the released state. Immediately after starting the internal combustion engine while the vehicle is running, the mechanical power from the engine output shaft 6 can be transmitted to the drive wheels 9 to accelerate the vehicle 1. When the internal combustion engine 5 is in a non-operating state while the vehicle is running, the hydraulic pressure supply device 110 can operate by receiving mechanical power from the drive wheels 9 and supply hydraulic pressure to the normally closed clutch 60. On the other hand, when the internal combustion engine 5 is in an operating state while the vehicle is stopped, it can be operated by receiving mechanical power from the engine output shaft 6 to supply hydraulic pressure to the normally closed clutch 60.

  In the power transmission device 10 of the present embodiment, the hydraulic pressure supply device 110 includes a first rotating member 121 that rotates in conjunction with the engine output shaft 6, and a second rotating member 122 that rotates in conjunction with the drive wheels 9. An oil pump 120 that can be operated by receiving mechanical power from both of the first and second rotating members 121 and 122 is operated when at least one of the first rotating member 121 and the second rotating member 122 is rotating. Thus, the oil is discharged toward the normally closed clutch 60. If at least one of the engine output shaft 6 and the drive wheels 9 is rotating, the hydraulic pressure supply device 110 can supply oil from the oil pump 120 to the normally closed clutch 60.

  Further, the vehicle 1 of the present embodiment transmits mechanical power output from the engine output shaft 6 by the internal combustion engine 5 to the drive wheels 9 via the power transmission device 10. In the vehicle 1, the power transmission device 10 can block power transmission between the engine output shaft 6 and the drive wheels 9, and no force is applied to operate the operation for switching between the engaged state and the released state. A normally closed clutch 60 that is a friction clutch that is sometimes engaged and can be operated in a released state by receiving supply of hydraulic pressure, and mechanical power from the drive wheels 9 An oil pump 120 that is operable by receiving mechanical power from the engine output shaft 6 and is capable of supplying hydraulic pressure to the normally-closed clutch 60. A control device 100 for controlling the operation of the internal combustion engine 5 to stop when a predetermined stop condition is satisfied, and for controlling the internal combustion engine 5 to start when a predetermined start condition is satisfied; It was. Even when the internal combustion engine 5 is in a non-operating state due to the idling stop function while the vehicle is running under the control of the control device 100, the control device 100 transmits power between the engine output shaft 6 and the drive wheels 9. After sufficient hydraulic pressure is supplied to the normally closed clutch 60 that can be shut off to start the internal combustion engine while the vehicle is running, the mechanical power from the engine output shaft 6 can be transmitted to the drive wheels 9 to start. .

  In the vehicle 1 of the present embodiment, the control device 100 controls the hydraulic pressure supply device 110 so that the normally closed clutch 60 is released when the internal combustion engine 5 is in an inoperative state and the vehicle is running. To do. By disengaging the normally closed clutch 60 while the vehicle is running, the power transmission between the drive wheels 9 and the engine output shaft 6 is interrupted, and the engine output shaft 6 of the internal combustion engine 5 in the non-operating state is It is possible to prevent rotation in conjunction with the drive wheel 9.

  In the above-described embodiment, the speed change mechanism 70 is a continuously variable transmission (CVT) capable of continuously changing the speed ratio, but the aspect of the speed change mechanism according to the present invention is as follows. It is not limited to this. The speed change mechanism of the present invention only needs to be able to transmit the mechanical power from the normally closed clutch 60 to the drive wheels 9 by changing the rotation speed. For example, the speed change mechanism receives the mechanical power received by the input shaft. A so-called stepped automatic transmission may be used in which the rotational speed is changed by any one of a plurality of shift stages and transmitted to the drive wheels.

  In the above-described embodiment, the hydraulic pressure supply device 110 receives mechanical power from the first rotating member 121 that rotates in conjunction with the engine output shaft 6 and the second rotating member 122 that rotates in conjunction with the drive wheel 9. Although the oil pump 120 that can be received is included, the aspect of the hydraulic pressure supply device of the present invention is not limited to this. The hydraulic pressure supply device of the present invention only needs to be able to supply the hydraulic pressure to the normally closed clutch 60 by operating under mechanical power from the drive wheels 9. For example, the hydraulic pressure supply device includes an oil pump that is connected to a rotating member that rotates in conjunction with the engine output shaft 6 and that is connected to a rotating member that rotates in conjunction with the drive wheels 9. The hydraulic pressure may be supplied from the pump to the normally closed clutch 60. Further, only an oil pump that supplies hydraulic pressure to the normally closed clutch 60 is connected to a rotating member that rotates in conjunction with the drive wheel 9 and is configured to operate by receiving mechanical power from the drive wheel 9. It is also good.

  In the above-described embodiment, the oil pump 120 included in the hydraulic pressure supply device 110 operates by receiving mechanical power from the drive wheels 9 from the input shaft 71 of the transmission mechanism 70 and receiving the mechanical power. However, the mode in which the oil pump 120 receives the mechanical power from the drive wheels 9 is not limited to this. The oil pump 120 only needs to be configured to be operable when the drive wheels 9 are rotating when the internal combustion engine 5 is in an inoperative state, and mechanical power from the drive wheels 9 is transmitted to the speed change mechanism 70. The output shaft 73 may be taken out and operated by receiving the mechanical power.

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Internal combustion engine 6 Engine output shaft 9 Drive wheel 10 Power transmission device 20 Torque converter 30 Forward / reverse switching mechanism 33 Planetary gear 40 Forward clutch 50 Reverse brake 60 Normally closed clutch 66 Spring (biasing member)
70 Transmission mechanism (continuously variable transmission)
80 Deceleration mechanism 90 Differential device 100 Control device (control means, electronic control device for vehicle)
110 Hydraulic supply device 120 Oil pump 121 First rotating member 122 Second rotating member

Claims (4)

A power transmission device for transmitting mechanical power output from an engine output shaft by an internal combustion engine to drive wheels,
The internal combustion engine is controlled to stop operation when a predetermined stop condition is satisfied, and is controlled to start when a predetermined start condition is satisfied,
Power transmission between the engine output shaft and the drive wheel can be cut off, and is configured to be in an engaged state when a force for operating an operation for switching between the engaged state and the released state is not acting. A normally closed clutch that is a friction clutch that can be operated in a released state by receiving a supply of hydraulic pressure;
A hydraulic pressure supply device including an oil pump operable by receiving mechanical power from a drive wheel and operable by receiving mechanical power from an engine output shaft, and capable of supplying hydraulic pressure to the normally closed clutch;
A power transmission device comprising: The power transmission device according to claim 1,
The hydraulic pressure supply device
An oil pump capable of receiving mechanical power from both the first rotating member that rotates in conjunction with the engine output shaft and the second rotating member that rotates in conjunction with the drive wheel;
The oil pump operates when at least one of the first rotating member and the second rotating member is rotating, and discharges oil toward the normally closed clutch. A vehicle that transmits mechanical power output from an engine output shaft by an internal combustion engine to drive wheels via a power transmission device,
The power transmission device is
Power transmission between the engine output shaft and the drive wheel can be interrupted, and is configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not acting. A normally closed clutch that is a friction clutch that can be operated in a released state by receiving a supply of hydraulic pressure;
An oil pump operable to receive mechanical power from a drive wheel and operable to receive mechanical power from an engine output shaft, and includes a hydraulic pressure supply device capable of supplying hydraulic pressure to the normally closed clutch ,
further,
A control device for controlling the operation of the internal combustion engine to stop when a predetermined stop condition is satisfied, and for controlling the internal combustion engine to start when a predetermined start condition is satisfied;
A vehicle characterized by having. The vehicle according to claim 3, wherein
The controller is
A vehicle that controls the hydraulic pressure supply device so that the normally closed clutch is released when the internal combustion engine is in an inoperative state and the vehicle is running.

Images