JP2020175851A - Power train device for vehicle - Google Patents

Abstract

To restrict, in a power train device for a vehicle comprising an engine and an automatic transmission, a torque change of an engine, which is transmitted to an output side of the automatic transmission in the start of the engine, while realizing smooth starting.SOLUTION: In a power train device 1 for a vehicle comprising an engine 2 and an automatic transmission 10, a plurality of friction fastening elements comprise a friction fastening element BR2 for starting, which forms variable speed levels for starting and is subjected to slip control when the vehicle starts. Between the engine 2 and the automatic transmission 10, a clutch CL0 is provided, which is fastened when oil pressure is not supplied and is released when oil pressure is supplied. The clutch CL0 is released before fuel supply in the start of the engine and is fastened before the friction fastening element BR2 for starting is slip controlled after the start of the engine.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle powertrain device including an engine and an automatic transmission, and belongs to the technical field of an automatic transmission for a vehicle.

An automatic transmission mounted on a vehicle generally has a plurality of planetary gear sets (planetary gear mechanisms) and a plurality of friction fastening elements such as a clutch and a brake, and each of the automatic transmissions is selectively fastened to the plurality of friction fastening elements. It is configured to selectively switch the power transmission path via the planetary gear mechanism to achieve a shift stage according to the operating state of the vehicle.

For example, Patent Document 1 has four planetary gear mechanisms, five friction fastening elements including three clutches and two brakes, and selectively fastens three of these friction fastening elements. Discloses an automatic transmission configured to achieve eight forward gears and one reverse gear.

International Publication No. 2016/063857

In a vehicle equipped with a powertrain device equipped with an engine and an automatic transmission, the engine is cranked by a motor such as a starter motor when the engine is started, fuel is supplied to the engine at a predetermined timing, ignition is performed, and the engine rotates. When the number is raised to the idle speed, the engine is started by the complete explosion, and the engine is shifted to idle operation.

When the engine is started, the automatic transmission connected to the engine is maintained in a neutral state in which a plurality of friction fastening elements are released and power is not transmitted from the engine to the drive wheels. Then, when the vehicle starts after the engine is started, power is transmitted from the engine to the drive wheels through the power transmission path of the automatic transmission by fastening the friction fastening element that forms the first speed shift stage. ..

By the way, in a vehicle equipped with an engine, torque fluctuation occurs in the output shaft of the engine due to intermittent explosion in each cylinder of the engine. For example, in an in-line 4-cylinder 4-cycle engine, while the output shaft of the engine makes one rotation. Two torque fluctuations occur, and the torque fluctuations are transmitted from the engine to the automatic transmission. This torque fluctuation becomes large from the ignition of the fuel to the complete explosion, especially when the engine is started at a low engine speed.

When the engine is started, the automatic transmission is put into a neutral state, and among a plurality of rotating elements forming a power transmission path for transmitting power from the engine to the drive wheels, the rotating element connected to the input member connected to the engine It has a plurality of rotating elements that are in an unrestrained state (free state) except for a rotating element connected to an output member connected to a drive wheel.

A plurality of rotating elements that are unrestrained when the automatic transmission is in the neutral state will be rotated as the automatic transmission stops or the other rotating elements rotate, but the engine does not have a fluid transmission device. When the torque fluctuation of the engine is transmitted from the input member side of the connected automatic transmission, the torque of the rotating element itself also fluctuates.

In recent years, the number of gears of an automatic transmission tends to increase. As the number of planetary gear mechanisms and friction fastening elements increases with the increase in the number of stages of the automatic transmission, the weight of each rotating element increases and the rotating elements that are not restrained when the automatic transmission is in the neutral state The inertial mass may increase.

When the inertial mass of the rotating element of the planetary gear mechanism, which is in the unrestrained state when the automatic transmission is in the neutral state, increases, the torque of the engine fluctuates from the input element of the planetary gear mechanism on the input member side of the automatic transmission. When transmitted, the rotating element becomes a reaction force element, torque fluctuation is transmitted to the output element of the planetary gear mechanism on the output member side of the automatic transmission, and torque fluctuation is transmitted to the output member side of the automatic transmission. There is a risk of

If the torque fluctuation of the engine is transmitted to the output member side of the automatic transmission, it may be transmitted from the output member of the automatic transmission to the drive wheels and cause vibration of the vehicle body. In particular, since the torque fluctuation of the engine is large when the engine is started, the torque fluctuation of the engine may be transmitted to the output member side of the automatic transmission to cause vibration of the vehicle body.

In an automatic transmission, from the viewpoint of fuel efficiency and the like, at least one friction fastening element for starting, preferably a braking for starting, which is fastened at the first speed shift stage at the time of starting without providing a fluid transmission device with the engine. It is considered that a smooth start can be realized by slip-controlling the engine, but even for a vehicle equipped with a powertrain device equipped with such an automatic transmission, the torque fluctuation of the engine at the time of starting the engine of the automatic transmission It may be transmitted to the output member side and cause vibration of the vehicle body.

Therefore, according to the present invention, in a vehicle powertrain device including an engine and an automatic transmission, it is possible to suppress fluctuations in engine torque transmitted to the output side of the automatic transmission when the engine is started while realizing smooth starting. Is the subject.

In order to solve the above problems, the present invention is characterized in that it is configured as follows.

First, the invention according to claim 1 of the present application is an automatic transmission having an engine, a plurality of planetary gear mechanisms, and a plurality of friction fastening elements to form a power transmission path for transmitting power from the engine to the drive wheels. A vehicle powertrain device comprising the engine and the automatic transmission, wherein the plurality of friction fastening elements form a starting shift stage and include a starting friction fastening element that is slip-controlled when the vehicle starts. A clutch is provided between the clutch and the clutch, which is engaged when the hydraulic pressure is not supplied and is released when the hydraulic pressure is supplied. The clutch is released before the fuel supply at the time of starting the engine, and the friction engaging element for starting is released after the engine is started. It is characterized in that it is fastened before slip control.

Further, the invention according to claim 2 is the invention according to claim 1, wherein the clutch is engaged by the urging force of the spring when the hydraulic pressure is not supplied, and resists the urging force of the spring when the hydraulic pressure is supplied. It is a clutch that is released by hydraulic pressure.

The invention according to claim 3 is the invention according to claim 1 or 2, wherein the clutch is released before fuel supply at the time of starting the engine and also after starting the engine. It is characterized by that.

Further, the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the plurality of friction fastening elements are a first brake forming a start shift stage and the start. The automatic transmission has a second brake which is a friction fastening element for use, and when in the neutral state, the automatic transmission has a rotating element connected to an input member and an output among a plurality of rotating elements forming the power transmission path. A plurality of rotating elements other than the rotating element connected to the member are configured to be in an unconstrained state, the plurality of rotating elements include the rotating element of the first brake, and the clutch and the first brake The second brake is fastened after the engine is started and before the second brake is slip-controlled.

The invention according to claim 5 includes, in the invention according to any one of claims 1 to 4, a motor that rotates the engine and drives the drive wheels. The clutch is provided between the engine and the automatic transmission, and the clutch is provided between the engine and the motor. In the power train device of the vehicle, the drive wheels are provided by at least one of the engine and the motor. It is a power train device of a hybrid vehicle to be driven. In the engine, when the engine is restarted after an idle stop, the drive system from the engine to the drive wheels resonates with the motor in a state where the clutch is engaged. It is characterized in that the engine is restarted after the engine speed is increased to a predetermined cranking speed, which is higher than the predetermined resonance speed and lower than the predetermined idle speed.

According to the invention of claim 1 of the present application, the power train device of a vehicle including an engine and an automatic transmission forms a start shift stage on a plurality of friction fastening elements and is slip-controlled when the vehicle starts. A starting friction fastening element is provided. A clutch is provided between the engine and the automatic transmission, which is engaged when the hydraulic pressure is not supplied and is released when the hydraulic pressure is supplied. The clutch is released before the fuel supply at the time of starting the engine and the friction for starting after the engine is started. The fastening elements are fastened before slip control.

As a result, when the engine is started, the normally closed type clutch provided between the engine and the automatic transmission is released, so that the torque fluctuation of the engine at the time of starting the engine is not input to the automatic transmission. Even when the inertial mass of the rotating element, which is in the unrestrained state when the automatic transmission is in the neutral state, is large, it is possible to suppress the torque fluctuation of the engine transmitted to the output side of the automatic transmission when the engine is started. ..

When the vehicle starts, the normally closed type clutch provided between the engine and the automatic transmission is engaged before the starting friction fastening element is slip-controlled, so that the slip when the vehicle starts with respect to the starting friction fastening element. The control can be performed while the power from the engine is input, and a smooth start can be realized.

Therefore, in a vehicle powertrain device equipped with an engine and an automatic transmission, when a normally closed type clutch is provided between the engine and the automatic transmission, automatic transmission is performed when the engine is started while achieving smooth starting. It is possible to suppress fluctuations in engine torque transmitted to the output side of the machine.

Further, according to the invention of claim 2, the clutch is a clutch that is engaged by the urging force of the spring when the hydraulic pressure is not supplied and is released by the hydraulic pressure against the urging force of the spring when the hydraulic pressure is supplied. As a result, the clutch is engaged by the spring, so that the clutch can be engaged with better responsiveness than when it is engaged by hydraulic pressure.

Further, according to the invention of claim 3, the clutch is released before the fuel is supplied at the time of starting the engine and also after the engine is started, so that the torque of the engine fluctuates even after the engine is started. Is not input to the automatic transmission, and it is possible to suppress transmission of engine torque fluctuations to the output side of the automatic transmission.

Further, according to the invention of claim 4, the plurality of friction fastening elements include a first brake forming a starting shift stage and a second brake which is a starting friction fastening element, and the automatic transmission is neutral. The plurality of rotating elements that are placed in the unrestrained state when in the state include the rotating elements of the first brake. The clutch and the first brake are engaged after the engine is started and before the second brake is slip-controlled.

As a result, the rotating element including the rotating element of the first brake, which is in an unrestrained state when the automatic transmission is in the neutral state, is slip-controlled after the engine is started and the clutch is engaged. Since it is fixed, when the torque fluctuation of the engine is input to the automatic transmission, the inertial mass of the rotating element, which is a reaction force factor against the torque fluctuation of the engine, is reduced as compared with the case where the first brake is not engaged. It is possible to suppress the torque fluctuation of the engine transmitted to the output side of the automatic transmission.

Further, according to the invention of claim 5, the motor is provided between the engine and the automatic transmission, a clutch is provided between the engine and the motor, and the power train device of the vehicle is the power of the hybrid vehicle. It is a train device. When the engine is restarted after an idle stop, the engine rotates at a speed higher than a predetermined resonance speed and lower than a predetermined idle speed at which the drive system from the engine to the drive wheels resonates with the motor while the clutch is engaged. The engine is restarted after the engine speed has been increased to a certain predetermined cranking speed.

As a result, in the power train device of the hybrid vehicle, the engine rotation speed and the idle rotation at the start of the engine restart are compared with the case where the engine is restarted at a rotation speed lower than the resonance rotation speed of the drive system. By reducing the difference in rotation speed from the number, the torque fluctuation of the engine input to the automatic transmission when the engine is restarted is reduced, and the torque fluctuation of the engine transmitted to the output side of the automatic transmission is suppressed when the engine is restarted. be able to. Further, it is possible to suppress that the vibration of the drive system becomes large due to resonance with the torque fluctuation of the engine when the engine is restarted.

It is a skeleton diagram which shows the power train device of the vehicle which concerns on embodiment of this invention. It is a fastening table of friction fastening elements of an automatic transmission. It is a figure which shows the 2nd brake of an automatic transmission. It is a figure which shows the fastening state of the power train device before starting an engine. It is a control system diagram of a power train device. It is a time chart for explaining the control of a power train apparatus. It is a figure which shows the fastening state of the power train device at the time of starting an engine. It is a figure which shows the fastening state of the power train device after starting an engine. It is a figure which shows another fastening state of the power train device after starting an engine. It is a time chart which shows the engine speed at the time of engine restart.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a skeleton diagram showing a vehicle powertrain device according to an embodiment of the present invention. As shown in FIG. 1, the powertrain device 1 according to the embodiment of the present invention includes an engine 2, an automatic transmission 10 connected to the engine 2 without a fluid transmission device such as a torque converter, and the engine 2. A hybrid vehicle having a motor (drive motor) 20 arranged between the automatic transmission 10 and driving the rear wheels as drive wheels by at least one of the engine 2 and the motor 20 via the automatic transmission 10. It is to be installed.

The engine 2 is an in-line 4-cylinder engine in which four cylinders are arranged in series, and the engine 2 is an in-line 4-cylinder engine in which four cylinders are arranged in series. Fluctuations will occur.

The motor 20 is supported by a stator 22 fixed to a housing 21 coupled to a transmission case 11 and a rotor support member 24 coupled to an input shaft 12 as an input member of the automatic transmission 10, and has a diameter of the stator 22. It has a rotor 23 arranged inside in the direction.

The stator 22 is configured by winding a coil around a stator core made of a magnetic material. The rotor 23 is made of a tubular magnetic material. In the motor 20, the rotor 23 is rotated by the magnetic force generated in the stator 22 when electric power is supplied to the stator 22.

Between the engine 2 and the motor 20, specifically, between the output shaft 3 of the engine 2 and the rotor support member 24 coupled to the input shaft 12 of the automatic transmission 10, the output shaft 3 of the engine 2 A power disconnection / disconnection clutch CL0 is provided so as to be able to engage / disconnect between the rotor and the rotor support member 24.

As the power disconnection / disconnection clutch CL0, a normally closed type clutch is used, and the outer rotating member coupled to the rotor support member 24, the inner rotating member coupled to the output shaft 3 of the engine 2, the outer rotating member and the inner rotating member. A plurality of friction plates arranged between the members, a piston that presses the plurality of friction plates, a spring that urges the piston in the fastening direction, and a piston that urges the piston in the release direction against the urging force of the spring. It has a hydraulic chamber to which hydraulic pressure is supplied.

In the power disconnection / disconnection clutch CL0, the piston is urged in the fastening direction by the spring when the hydraulic pressure is not supplied, and the piston is urged in the release direction against the urging force of the spring by the hydraulic pressure when the hydraulic pressure is supplied. It is supposed to be done. By engaging the power disconnection / disconnection clutch CL0, power can be transmitted between the engine 2 and the automatic transmission 10 and the motor 20.

In the power train device 1, the engine 2 is provided with a starter motor 67 (see FIG. 5). The power train device 1 starts by rotating the engine 2 using the starter motor 67 when the engine is started, and after the engine is started, the power is transmitted from the engine 2 to the automatic transmission 10 by the engine 2 via the power disconnection clutch CL0. It is possible to make it.

In the power train device 1, the motor 20 is provided so as to transmit power to the automatic transmission 10 to drive the rear wheels as drive wheels and to rotate the engine 2 when the engine is restarted, and the motor 20 is provided when the engine is restarted. The engine 2 is rotated and restarted via the power disconnection / disconnection clutch CL0.

The motor 20 is also driven during deceleration of the vehicle to generate regenerative power generation, and the generated power can be supplied to a battery or the like (not shown). In the power train device 1, the power generation / disconnection clutch CL0 can be released when the vehicle is decelerated so that the motor 20 can efficiently generate electricity.

The automatic transmission 10 is arranged in a transmission case 11 on an input shaft 12 as an input member connected to the engine 2 and arranged on the drive source side, and on the anti-drive source side connected to the rear wheels. It has an output shaft 13 as an output member, a plurality of planetary gear sets (planetary gear mechanisms) arranged on the axis of the input shaft 12, and a plurality of friction fastening elements such as a clutch and a brake. The automatic transmission 10 is a vertically installed type for front engine / rear drive vehicles, etc., in which the input shaft 12 and the output shaft 13 are arranged on the same axis.

The automatic transmission 10 forms a power transmission path for transmitting power from the engine 2 to the rear wheels, and selectively fastens a plurality of friction fastening elements to selectively fasten the power transmission path via each planetary gear mechanism. It is configured to switch to achieve a shift speed according to the driving state of the vehicle.

On the axis of the input shaft 12 and the output shaft 13 of the automatic transmission 10, from the drive source side, the first, second, third, and fourth planetary gear sets (hereinafter, simply "first, second, third". , 4th gear set ”) PG1, PG2, PG3, PG4 are arranged.

In the transmission case 11, the first clutch CL1 is arranged on the drive source side of the first gear set PG1, the second clutch CL2 is arranged on the drive source side of the first clutch CL1, and the drive source of the second clutch CL2. A third clutch CL3 is arranged on the side. Further, the first brake BR1 is arranged on the drive source side of the third clutch CL3, and the second brake BR2 is arranged on the drive source side of the third gear set PG3 and on the anti-drive source side of the second gear set PG2.

The first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 are all single pinion types in which the pinion supported by the carrier directly meshes with the sun gear and the ring gear. The first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 have sun gears S1, S2, S3, S4, ring gears R1, R2, R3, R4, and carriers C1, C2, respectively, as rotating elements. , C3, and C4.

The first gear set PG1 is a double sun gear type in which the sun gear S1 is divided into two in the axial direction. The sun gear S1 has a first sun gear S1a arranged on the drive source side and a second sun gear S1b arranged on the opposite drive source side. The first and second sun gears S1a and S1b have the same number of teeth and mesh with the same pinion supported by the carrier C1. As a result, the first and second sun gears S1a and S1b always rotate in the same rotation.

In the automatic transmission 10, the sun gear S1 of the first gear set PG1, specifically, the second sun gear S1b and the sun gear S4 of the fourth gear set PG4 are always connected, and the ring gear R1 of the first gear set PG1 and the sun gear of the second gear set PG2 are always connected. S2 is always connected, carrier C2 of the second gear set PG2 and carrier C4 of the fourth gear set PG4 are always connected, and carrier C3 of the third gear set PG3 and ring gear R4 of the fourth gear set PG4 are always connected. ..

The input shaft 12 is always connected to the carrier C1 of the first gear set PG1 through between the first sun gear S1a and the second sun gear S1b, and the output shaft 13 is always connected to the carrier C4 of the fourth gear set PG4.

The first clutch CL1 is disposed between the input shaft 12 and the carrier C1 of the first gear set PG1 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them. The second clutch CL2 is arranged between the ring gear R1 of the first gear set PG1 and the sun gear S2 of the second gear set PG2 and the sun gear S3 of the third gear set PG3, and is adapted to connect and disconnect these. The third clutch CL3 is disposed between the ring gear R2 of the second gear set PG2 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them.

The first brake BR1 is disposed between the transmission case 11 and the sun gear S1 of the first gear set PG1, specifically, the first sun gear S1a, so as to connect and disconnect the first brake BR1. The second brake BR2 is disposed between the transmission case 11 and the ring gear R3 of the third gear set PG3 so as to connect and disconnect the second brake BR2.

With the above configuration, the automatic transmission 10 has D as shown in FIG. 2 by combining the engaged states of the first clutch CL1, the second clutch CL2, the third clutch CL3, the first brake BR1, and the second brake BR2. The 1st to 8th speeds in the (forward) range and the backward speeds in the R (backward) range are formed.

In FIG. 2, the engagement state of the first clutch CL1, the second clutch CL2, the third clutch CL3, the first brake BR1, and the second brake BR2 is indicated by a circle, and the first speed in the D range and the reverse speed in the R range The second brake BR2 in the above is marked with a Δ to indicate that slip control is performed when the vehicle starts. The second brake BR2 functions as a starting friction fastening element that is fastened after fastening other friction fastening elements that form a shift stage at the time of starting.

The second brake BR2, which is slip-controlled when the vehicle starts, urges the piston from the released position to the zero clearance position where multiple friction plates are in the zero clearance state by a spring, and from the zero clearance position to the fastening position by the fastening hydraulic pressure. It is designed to fasten multiple friction plates.

FIG. 3 is a diagram showing a second brake of the automatic transmission. As shown in FIG. 3, the second brake BR2 includes a hub member 101 coupled to the transmission case 11, a drum member 102 which is a rotating member coupled to the ring gear R3 of the third gear set PG3, and a hub member 101. A plurality of friction plates 103 arranged between the drum member 102, and a plurality of cylinders 107 fitted to a cylinder 107 formed by an outer cylinder portion 104, a bottom portion 105, and an inner cylinder portion 106 coupled to the transmission case 11. It has a piston 108 for fastening the friction plate 103.

The second brake BR2 also has a fastening hydraulic pressure chamber 109 to which the fastening hydraulic pressure for urging the piston 108 in the fastening direction is supplied and a releasing hydraulic pressure chamber to which the releasing hydraulic pressure for urging the piston 108 in the releasing direction is supplied. Has 110 and. In the fastening hydraulic chamber 109, a spring 111 that urges the piston 108 from the release position to the zero clearance position where the plurality of friction plates 103 are in the zero clearance state is arranged in the fastening direction.

In the second brake BR2, the piston 108 is urged to the zero clearance position by the spring 111, and the piston 108 is moved to the fastening position and fastened by supplying the fastening hydraulic pressure to the fastening hydraulic chamber 109. There is. In the second brake BR2, the piston 108 is moved to the zero clearance position by discharging the fastening hydraulic pressure from the state where the piston 108 is in the fastening position and supplying the releasing hydraulic pressure to the releasing hydraulic pressure chamber 110, and further, the spring 111. It is designed to be released by being moved to the release position against the urging force of.

On the other hand, the first clutch CL1, the second clutch CL2, the third clutch CL3, and the first brake BR1 have a hub member, a drum member, and a plurality of friction plates arranged between the hub member and the drum member, respectively. It has a piston for fastening a plurality of friction plates, a fastening hydraulic chamber for supplying fastening hydraulic pressure for urging the piston in the fastening direction, and a spring for urging the piston in the release direction.

The first clutch CL1, the second clutch CL2, the third clutch CL3, and the first brake BR1 each supply the fastening hydraulic pressure to the fastening hydraulic chamber, so that the piston is moved to the fastening position against the urging force of the spring. The piston is moved to the release position by the spring and released by discharging the fastening hydraulic pressure.

The automatic transmission 10 is in the neutral state in the P (parking) range and the N (neutral) range, and is connected to the rotating element and the output member 13 connected to the input member 12 among the plurality of rotating elements forming the power transmission path. A plurality of rotating elements other than the connected rotating elements are configured to be in an unconstrained state.

FIG. 4 is a diagram showing a fastening state of the power train device before starting the engine. As shown in FIG. 4, before starting the engine in which the P range is selected, the automatic transmission 10 has the rotating element 41 connected to the input shaft 12 and the output shaft in a state where the power disconnection / disconnection clutch CL0 is engaged. A plurality of rotating elements that are in an unconstrained state except for the rotating element 42 connected to 13, specifically, the first rotating element 51, the second rotating element 52, the third rotating element 53, the fourth rotating element 54, It has a fifth rotating element 55, a sixth rotating element 56, and a seventh rotating element 57.

The first rotating element 51 is a rotating element including the first sun gear S1a and the rotating element of the first brake BR1, and the second rotating element 52 is a rotating element including the second sun gear S1b and the sun gear S4. The third rotating element 53 is a rotating element including the ring gear R1, the sun gear S2, and the outer rotating element of the second clutch CL2, and the fourth rotating element 54 is a rotation including the ring gear R2 and the outer rotating element of the third clutch CL3. The fifth rotating element 55 is a rotating element including the sun gear S3, the outer rotating element of the first clutch CL1, the inner rotating element of the second clutch CL2 and the third clutch CL3, and the sixth rotating element 56 is an element. , A rotating element including the carrier C3 and the ring gear R4, and the seventh rotating element 57 is a rotating element including the ring gear R3 and the rotating element of the second brake BR2.

The rotating element of the planetary gear mechanism, which is put into an unrestrained state when the automatic transmission 10 is in the neutral state, is rotated by stopping or rotating other rotating elements, and automatically shifts from the input shaft 12 of the automatic transmission 10. Power is transmitted to the output shaft 13 of the machine 10, but when the inertial mass of the rotating element of the planetary gear mechanism, which is in an unrestrained state when the automatic transmission 10 is in the neutral state, increases, the engine starts. Sometimes when the torque fluctuation of the engine 2 is transmitted from the input element of the planetary gear mechanism on the input shaft side of the automatic transmission 10, the rotating element becomes a reaction force element and the planet on the output shaft side of the automatic transmission 10. The torque fluctuation may be transmitted to the output element of the gear mechanism, and the torque fluctuation may be transmitted to the output shaft 13 of the automatic transmission 10.

For example, when the torque fluctuation of the engine 2 is input from the input shaft 12 of the automatic transmission 10 to the carrier C1 of the first gear set PG1, when the inertial masses of the first rotating element 51 and the second rotating element 52 are large, the first The first sun gear S1a and the second sun gear S1b of the 1 gear set PG1 may act as reaction force elements to transmit torque fluctuations to the ring gear R1 of the first gear set PG1. When the torque fluctuation of the engine 2 is transmitted to the sun gear S2 of the second gear set PG2 which is always connected to the ring gear R1 of the first gear set PG1, when the inertial mass of the fourth rotating element 54 is large, the ring gear R2 of the second gear set Is a reaction force element, and torque fluctuations may be transmitted to the carrier C2 of the second gear set PG2, and torque fluctuations may be transmitted to the output member 13 which is always connected to the carrier C2. On the other hand, in the present embodiment, such a problem is avoided by releasing the normally closed type clutch provided between the engine 2 and the automatic transmission 10 before the fuel is supplied at the time of starting the engine.

FIG. 5 is a control system diagram of the power train device. As shown in FIG. 5, the power train device 1 includes a range sensor 61 that detects the range of the shift lever selected by the driver's operation, a brake pedal sensor 62 that detects the amount of depression of the brake pedal by the driver, and the driver. An accelerator pedal sensor 63 that detects the amount of depression of the accelerator pedal, a crank angle sensor 64 that detects the rotation angle and rotation speed of the crankshaft of the engine 2, a vehicle speed sensor 65 that detects the speed of the vehicle, and a key for starting the engine 2. It is equipped with a switch 66 and the like.

As described above, the power train device 1 also includes an engine 2, an automatic transmission 10, a drive motor 20, and a power disconnection / disconnection clutch CL0, and is driven by a starter motor 67 that rotates and starts the engine 2 and a motor (not shown). It is equipped with an electric oil pump 68. The automatic transmission 10 has a mechanical oil pump driven by the engine 2 and includes a hydraulic pressure control circuit that controls the hydraulic pressure supplied to each friction fastening element.

The powertrain device 1 also includes a control unit 70 that comprehensively controls the configuration related to the powertrain device 1. The control unit 70 is adapted to input signals from a range sensor 61, a brake pedal sensor 62, an accelerator pedal sensor 63, a crank angle sensor 64, a vehicle speed sensor 65, a key switch 66, and the like.

Based on these signals, the control unit 70 controls the starter motor 67, the electric oil pump 68, the engine 2, the automatic transmission 10, the drive motor 20, the power disconnection / disconnection clutch CL0, and the like, and the friction of the automatic transmission 10 The hydraulic pressure supplied to the fastening elements CL1, CL2, CL3, BR1, BR2 and the power disconnection / disconnection clutch CL0 is controlled. The control unit is composed mainly of a microcomputer.

FIG. 6 is a time chart for explaining the control of the power train device. In the time chart shown in FIG. 6, the engine 2 is started from the state where the key switch 66 is turned on while the vehicle is stopped, and the friction fastening elements CL1, CL2, CL3, BR1, BR2 and the power cutoff of the automatic transmission 10 are started. It shows a state in which hydraulic pressure is supplied to the contact clutch CL0 and the vehicle starts.

The control unit 70 is in a depressed state (ON state) in which the P range is selected and the brake pedal is depressed, and is in a non-depressed state (OFF state) in which the accelerator pedal is released. As shown in FIG. 6, when the key switch 66 is turned on at time t1, the engine start control is performed in the engaged state.

When the engine is started, the control unit 70 rotates the engine 2 by the starter motor 67 to increase the engine speed to a predetermined cranking speed N1 such as 150 rpm.

When the engine is started, the control unit 70 also supplies a release hydraulic pressure to the power disconnection clutch CL0 in the engaged state by the electric oil pump 68 to release the power disconnection clutch CL0.

When the crank angle, which is the rotation angle of the crankshaft of the engine 2, is detected at time t2, the start of the engine 2 is started, fuel is supplied to the engine 2 to ignite, and the engine rotation speed is a predetermined idle rotation such as 800 rpm. The engine 2 is controlled so as to be raised to the number N2. When the start of the engine 2 is started, the rotation of the engine 2 by the starter motor 67 is finished. In the power train device 1, the engine 2 is controlled so that the idle speed becomes N2 within a predetermined period from the ignition of the engine 2.

FIG. 7 is a diagram showing a fastening state of the power train device when the engine is started. As shown in FIG. 7, at the time of starting the engine, when the start of the engine 2 is started at time t2, the power disconnection / disconnection clutch CL0 is released, so that the torque fluctuation of the engine 2 is the input shaft of the automatic transmission 10. It is not entered in 12.

When the engine 2 is raised to the idle speed N2 at time t3, the engine 2 is completely detonated and the start of the engine 2 is completed, and the idle operation control of the engine 2 is performed after the engine is started. Even after the engine is started, the electric oil pump 68 supplies the power disconnection clutch CL0 with the release hydraulic pressure to release the power disconnection clutch CL0.

Then, when the driver operates the electric oil pump 68 from the P range to the D range via the N range at time t4, the operation of the electric oil pump 68 is stopped and the supply of the release hydraulic pressure to the power disconnection / disconnection clutch CL0 is stopped. Then, the piston is moved in the fastening direction by the spring to engage the power disconnection / disconnection clutch CL0. Further, the first brake BR1 forming the first speed shift stage is supplied with the fastening hydraulic pressure by the mechanical oil pump to fasten the first brake BR1.

FIG. 8 is a diagram showing a fastening state of the power train device after the engine is started. As shown in FIG. 8, after the engine is started, the power disconnection / disconnection clutch CL0 is engaged at time t4, and the torque fluctuation of the engine 2 is transmitted to the input shaft 12 of the automatic transmission 10, but the first brake BR1 By fastening the above, the first rotating element 51 including the rotating element of the first brake BR1, which is in the unrestrained state when the automatic transmission 10 is in the neutral state, is fixed, and the second rotating element is fixed accordingly. The 52 is also fixed to reduce the inertial mass.

After a predetermined time has elapsed from the engagement of the power disconnection clutch CL0 and the first brake BR1, the engagement hydraulic pressure is supplied to the first clutch CL1 forming the first speed shift stage by the mechanical oil pump at time t4'. 1 Clutch CL1 is engaged.

FIG. 9 is a diagram showing another fastening state of the powertrain device after the engine is started. As shown in FIG. 9, by engaging the first clutch CL1 at time t4', the fifth rotating element 55, which is in the unrestrained state when the automatic transmission 10 is in the neutral state, is connected to the input shaft 12. It is connected to the rotating element 41. It is also possible to engage the first clutch CL1 at the same time as the power disconnection clutch CL0 and the first brake BR1 at time t4.

As shown in FIG. 6, when the brake pedal is depressed and released at time t5, the control unit 70 supplies the second brake BR2 with a predetermined slip hydraulic pressure P1 lower than the predetermined fastening hydraulic pressure P2 to supply the second brake BR2. Slip control. When the slip hydraulic pressure P1 is supplied to the second brake BR2, the second brake BR2 is changed from the zero clearance state to the slip state, a part of the power of the engine 2 is transmitted from the engine 2 to the drive wheels, and the vehicle starts. start.

When the accelerator pedal is depressed at time t6, the fastening hydraulic pressure P2 is supplied to the second brake BR2 to engage the second brake BR2. When the second brake BR2 is engaged, the engine 2 and the automatic transmission 10 are controlled so that the engine speed and vehicle speed correspond to the depression operation of the accelerator pedal.

The control unit 70 also controls the motor 20 in a predetermined operating state, and the motor 20 drives the drive wheels. The control unit 70 can control the motor 20 with the power disconnection / disconnection clutch CL0 released, and drive the drive wheels only by the motor 20.

In the present embodiment, the case where the driver selects the D range from the P range via the N range when the vehicle starts is described, but when the P range is operated to the R range at the time t4, the time t4 In ′, the control is performed in the same manner as when the D range is selected, except that the third clutch CL3 forming the reverse shift stage is supplied with the engaging hydraulic pressure to engage the third clutch CL3 by the mechanical oil pump. ..

The power train device 1 also performs idle stop control for automatically stopping the engine 2 when a predetermined engine stop condition is satisfied when the vehicle is stopped in the D range at an intersection or the like, and is predetermined during the automatic stop of the engine 2. When the engine restart condition is satisfied, the engine restart control is performed to end the idle stop control and automatically restart the engine 2.

When a predetermined engine stop condition is satisfied when the vehicle is stopped in the D range, the control unit 70 specifically satisfies the engine stop condition in which the vehicle speed is zero, the brake pedal is ON, and the accelerator pedal is OFF. When this happens, idle stop control is performed to automatically stop the engine 2.

Further, at the time of idle stop control in which the engine 2 is automatically stopped, the automatic transmission 10 is put into a neutral state by stopping the supply of hydraulic pressure to each friction fastening element of the automatic transmission 10, and forms a power transmission path. Among the rotating elements of the above, a plurality of rotating elements other than the rotating element connected to the input member 12 and the rotating element connected to the output member 13 are configured to be in an unconstrained state.

The control unit 70 also performs idle stop control when a predetermined engine restart condition is satisfied during the automatic stop of the engine 2, specifically, when the engine restart condition in which the brake pedal is depressed and released is satisfied. Performs engine restart control to terminate and restart the engine.

FIG. 10 is a time chart showing the engine speed when the engine is restarted. In FIG. 10, the engine speeds at the time of restarting the engine and at the time of starting the engine are shown by solid lines and alternate long and short dash lines, respectively. When the D range is selected, the brake pedal is depressed, the accelerator pedal is depressed, the power disconnection / disengagement clutch CL0 is engaged, and the brake pedal is depressed at time t1. , Perform engine restart control.

As shown in FIG. 10, when the engine is restarted after the idle stop, the power disconnection / disconnection clutch CL0 is engaged, so that the drive motor 20 rotates the engine 2 to perform a predetermined cranking rotation such as 600 rpm. Increase the engine speed up to the number N1'.

As shown in FIG. 10, when the engine is restarted, the engine 2 is rotated so that the engine speed is higher than the cranking speed N1 at the time of engine start, and the propeller shaft and the difference from the engine 2 to the drive wheels. The engine speed is increased to the cranking speed N1', which is higher than the predetermined resonance speed N3 such as 400 rpm at which the drive system including the moving device resonates.

Even when the engine is restarted, when the crank angle of the engine 2 is detected at time t2, the start of the engine 2 is started, fuel is supplied to the engine 2 and ignited, and the engine speed rises to the idle speed N2. The engine 2 is controlled so as to be operated. Even when the engine is restarted, the engine 2 is controlled so that the idle speed becomes N2 within a predetermined period from the ignition of the engine 2.

When the engine 2 is raised to the idle speed N2 at the time t3, the engine 2 is completely detonated and the restart of the engine 2 is completed. After the engine is restarted, the idle operation control of the engine 2 is performed. After the engine is restarted, at time t3, the first brake BR1 forming the first speed shift stage is supplied with hydraulic pressure for fastening by the mechanical oil pump to fasten the first brake BR1, and the first brake BR1 is fastened. After a lapse of a predetermined time from the above, the first clutch CL1 forming the first speed shift stage is supplied with the hydraulic pressure for engagement by the mechanical oil pump to engage the first clutch CL1. It is also possible to engage the first clutch CL1 at the same time as the first brake BR1.

Then, after a predetermined time has elapsed after the first brake BR1 is engaged, the second brake BR2 is slip-controlled by supplying the predetermined slip hydraulic pressure P1 lower than the predetermined fastening hydraulic pressure P2 to the second brake BR2. When the slip hydraulic pressure P1 is supplied to the second brake BR2, the second brake BR2 is changed from the zero clearance state to the slip state, a part of the power of the engine 2 is transmitted from the engine 2 to the drive wheels, and the vehicle starts. start.

Even after the engine is restarted, if the accelerator pedal is stepped on after the second brake BR2 is slip-controlled, the second brake BR2 is supplied with the fastening hydraulic pressure P2 to engage the second brake BR2, and the accelerator pedal is used. The engine 2 and the automatic transmission 10 are controlled so that the engine speed and the vehicle speed correspond to the stepping operation of.

In the present embodiment, when the engine is restarted, the drive motor 20 rotates the engine 2 via the power disconnection clutch CL0 to restart the engine. However, as in the case of starting the engine, the starter motor 67 rotates the engine 2. It is also possible to let it restart.

In such a case, when the engine is restarted, the engine 2 is rotated by the starter motor 67, and the release hydraulic pressure is supplied by the electric oil pump 68 to release the power disconnection / disconnection clutch CL0, and the crank angle of the engine 2 is detected. Then, the restart of the engine 2 is started, fuel is supplied to the engine 2, the engine 2 is ignited, and the engine 2 is controlled so that the engine speed is raised to the idle speed N2. When the restart of the engine 2 is started, the rotation of the engine 2 by the starter motor 67 is terminated.

After the engine is restarted when the engine 2 is raised to the idle speed N2, the operation of the electric oil pump 68 is stopped to engage the power disconnection / disconnection clutch CL0, and the mechanical oil pump is used to engage the first brake BR1. Hydraulic pressure is supplied to engage the first brake BR1, and after a predetermined time has elapsed after the power disconnection / disconnection clutch CL0 and the first brake BR1 are engaged, the hydraulic oil for engagement is supplied to the first clutch CL1 by a mechanical oil pump. The first clutch CL1 is engaged.

Then, after a predetermined time has elapsed from the engagement of the first clutch CL1, a predetermined slip hydraulic pressure P1 lower than the predetermined engagement hydraulic pressure P2 is supplied to the second brake BR2 to slip control the second brake BR2, and the accelerator pedal is depressed. When operated, the fastening hydraulic pressure P2 is supplied to the second brake BR2 to fasten the second brake BR2, and the engine 2 and the automatic transmission 10 are adjusted so that the engine speed and vehicle speed correspond to the depression operation of the accelerator pedal. To control.

In the present embodiment, the power train device 1 is provided with the drive motor 20, but the same can be applied to the power train device not provided with the drive motor 20. Also in such a case, when the engine is started and when the engine is restarted, the engine 2 is rotated by the starter motor 67, and the release hydraulic pressure is supplied by the electric oil pump 68 to release the power disconnection / disconnection clutch CL0 of the engine 2. When the crank angle is detected, the restart of the engine 2 is started, fuel is supplied to the engine 2 and the engine 2 is ignited, and the engine 2 is controlled so that the engine speed is raised to the idle speed N2.

As described above, in the present embodiment, the power train device 1 of the vehicle including the engine 2 and the automatic transmission 10 forms a start shift stage on a plurality of friction fastening elements and is slip-controlled when the vehicle starts. A friction fastening element BR2 is provided. A clutch CL0 is provided between the engine 2 and the automatic transmission 10 which is engaged when the hydraulic pressure is not supplied and is released when the hydraulic pressure is supplied, and the clutch CL0 is released before the fuel is supplied when the engine is started to start the engine. Later, the starting friction fastening element BR2 is fastened before slip control is performed.

As a result, when the engine is started, the normally closed type clutch CL0 provided between the engine 2 and the automatic transmission 10 is released, so that the torque fluctuation of the engine 2 at the time of starting the engine is input to the automatic transmission 10. Even when the inertial mass of the rotating element, which is in the unrestrained state when the automatic transmission 10 is in the neutral state, is large, the engine 2 is transmitted to the output side of the automatic transmission 10 when the engine is started. Torque fluctuation can be suppressed.

When the vehicle starts, the normally closed type clutch CL0 provided between the engine 2 and the automatic transmission 10 is engaged before the starting friction engaging element BR2 is slip-controlled, so that the starting friction engaging element BR2 is engaged with respect to the starting friction engaging element BR2. The slip control at the time of starting the vehicle can be performed in a state where the power from the engine 2 is input, and a smooth start can be realized.

Therefore, in the power train device 1 of a vehicle equipped with the engine 2 and the automatic transmission 10, when a normally closed type clutch CL0 is provided between the engine 2 and the automatic transmission 10, a smooth start is realized. At the same time, it is possible to suppress the torque fluctuation of the engine 2 transmitted to the output side of the automatic transmission 10 when the engine is started.

Further, the clutch CL0 is a clutch that is engaged by the urging force of the spring when the hydraulic pressure is not supplied and is released by the hydraulic pressure against the urging force of the spring when the hydraulic pressure is supplied. As a result, since the clutch CL0 is engaged by the spring, it can be engaged with better responsiveness than when it is engaged by hydraulic pressure.

Further, the clutch CL0 is released before the fuel is supplied at the time of starting the engine and also after the engine is started. As a result, even after the engine is started, the torque fluctuation of the engine 2 is not input to the automatic transmission 10, and the torque fluctuation of the engine 2 can be suppressed from being transmitted to the output side of the automatic transmission 10. it can.

Further, the plurality of friction fastening elements have a first brake BR1 forming a starting shift stage and a second brake BR2 which is a starting friction fastening element, and are in an unrestrained state when the automatic transmission 10 is in the neutral state. The plurality of rotating elements to be referred to include the rotating elements of the first brake BR1. The clutch CL0 and the first brake BR1 are engaged after the engine is started and before the second brake BR2 is slip-controlled.

As a result, the second brake BR2 slips in a state where the clutch CL0 is engaged after the engine is started with the rotating element 51 including the rotating element of the first brake BR1, which is in an unrestrained state when the automatic transmission 10 is in the neutral state. Since it is fixed before being controlled, it becomes a reaction force factor against the torque fluctuation of the engine 2 when the torque fluctuation of the engine 2 is input to the automatic transmission 10 as compared with the case where the first brake BR1 is not engaged. The inertial mass of the rotating element is reduced, and the torque fluctuation of the engine 2 transmitted to the output side of the automatic transmission 10 can be suppressed.

Further, the motor 20 is provided between the engine 2 and the automatic transmission 10, a clutch CL0 is provided between the engine 2 and the motor 20, and the vehicle powertrain device 1 is a hybrid vehicle powertrain device 1. is there. When the engine is restarted after an idle stop, the engine 2 rotates at a speed higher than a predetermined resonance rotation speed N3 and a predetermined idle rotation in which the drive system from the engine 2 to the drive wheels resonates with the motor 20 in a state where the clutch CL0 is engaged. The engine is restarted after the engine speed is increased to a predetermined cranking speed N1', which is lower than the number N2.

As a result, in the power train device 1 of the hybrid vehicle, the engine speed at the start of engine restart is compared with the case where the engine 2 is restarted at a speed lower than the resonance speed N3 of the drive system. The torque difference of the engine 2 input to the automatic transmission 10 when the engine is restarted is reduced by reducing the rotation speed difference between N1'and the idle rotation speed N2, and is transmitted to the output side of the automatic transmission 10 when the engine is restarted. It is possible to suppress the torque fluctuation of the engine 2. Further, it is possible to suppress that the vibration of the drive system becomes large due to resonance with the torque fluctuation of the engine 2 when the engine is restarted.

The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the gist of the present invention.

As described above, according to the present invention, in the power train device of a vehicle equipped with an engine and an automatic transmission, the torque of the engine transmitted to the output side of the automatic transmission at the time of starting the engine while realizing a smooth start. Since it is possible to suppress fluctuations, it may be suitably used in the field of manufacturing technology of a power train device for this type of vehicle or a vehicle equipped with the power train device.

1 Powertrain device 2 Engine 10 Automatic transmission 12 Input member 13 Output member 20 Motor 41, 42, 51, 52, 53, 54, 55, 56, 57 Rotating element CL0 Power disconnection / disconnection clutch CL1, CL2, CL3, BR1, BR2 Friction fastening elements PG1, PG2, PG3, PG4 Planetary gear mechanism

Claims (5)

A vehicle powertrain device comprising an engine and an automatic transmission having a plurality of planetary gear mechanisms and a plurality of friction fastening elements to form a power transmission path for transmitting power from the engine to the drive wheels.
The plurality of friction fastening elements include a starting friction fastening element that forms a starting gear and is slip-controlled when the vehicle starts.
A clutch is provided between the engine and the automatic transmission, which is engaged when the hydraulic pressure is not supplied and released when the hydraulic pressure is supplied.
The clutch is released before fuel supply at the time of starting the engine and is engaged after the engine is started and before the starting friction engaging element is slip-controlled.
A vehicle powertrain device that features that. The clutch is a clutch that is engaged by the urging force of a spring when the hydraulic pressure is not supplied and is released by the hydraulic pressure against the urging force of the spring when the hydraulic pressure is supplied.
The vehicle powertrain device according to claim 1. The clutch is released before the fuel is supplied at the time of starting the engine and also after the engine is started.
The vehicle powertrain device according to claim 1 or 2. The plurality of friction fastening elements include a first brake that forms a starting shift stage and a second brake that is the starting friction fastening element.
When the automatic transmission is in the neutral state, a plurality of rotating elements excluding a rotating element connected to an input member and a rotating element connected to an output member among the plurality of rotating elements forming the power transmission path. Is configured to be unrestrained,
The plurality of rotating elements include the rotating element of the first brake.
The clutch and the first brake are engaged after the engine is started and before the second brake is slip-controlled.
The vehicle powertrain device according to any one of claims 1 to 3, wherein the vehicle powertrain device is characterized by the above. A motor for rotating the engine and driving the drive wheels is provided.
The motor is provided between the engine and the automatic transmission.
The clutch is provided between the engine and the motor.
The vehicle powertrain device is a hybrid vehicle powertrain device in which the drive wheels are driven by at least one of the engine and the motor.
When the engine is restarted after an idle stop, the engine rotates at a speed higher than a predetermined resonance speed and a predetermined idle speed at which the drive system from the engine to the drive wheels resonates with the motor while the clutch is engaged. It is restarted after the engine speed is increased to the predetermined cranking speed, which is lower than the number.
The vehicle powertrain device according to any one of claims 1 to 4.

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