JP5163483B2 - Power transmission device and vehicle equipped with the same - Google Patents

Description

  The present invention relates to a power transmission device and a vehicle on which the power transmission device is mounted. More specifically, the present invention is mounted on a vehicle and transmits a driving clutch for transmitting power from a prime mover to an axle and a braking force from the prime mover to the axle. The present invention relates to a power transmission device including a plurality of clutches including a braking clutch and a vehicle equipped with the same.

Conventionally, this type of power transmission device includes a first hydraulic pump that is driven by power from an engine, a manual shift valve that is linked to a shift operation, and an input port that is connected to the first hydraulic pump via a manual shift valve. The oil valve is connected to the connected solenoid valve, the oil passage connecting the solenoid valve output port and the friction engagement device (clutch), and the oil passage is disconnected from the first position (with built-in check valve). And a second hydraulic pump (electromagnetic pump) that directly supplies discharge pressure to the clutch, and a selection valve configured as a two-position electromagnetic valve that selects a second position to be included. (For example, refer to Patent Document 1). In this device, pressure oil is supplied from the first hydraulic pump through the selection valve when the friction engagement device that requires high pressure and large capacity is operated, and pressure oil is supplied from the second hydraulic pump when the friction engagement device is held. By doing so, energy loss can be reduced and energy can be saved.
JP 2008-180303 A

  As described above, by using an electromagnetic pump as an auxiliary pump, energy saving can be achieved while demonstrating the function as a power transmission device, but considering that the power transmission device is mounted on a vehicle, the mounting space is small. Therefore, it is desirable to reduce the size of the apparatus as much as possible.

  The power transmission device of the present invention and a vehicle equipped with the power transmission device are intended to reduce the size of the device while exhibiting the performance of the device.

  The power transmission device of the present invention and a vehicle equipped with the power transmission device employ the following means in order to achieve the main object described above.

The power transmission device of the present invention is
A power transmission device comprising a plurality of clutches mounted on a vehicle and including a driving clutch for transmitting power from a prime mover to an axle and a braking clutch for transmitting braking force from the prime mover to the axle. ,
A first pump that is driven by power from the prime mover to generate fluid pressure;
A second pump that is driven by power supply to generate fluid pressure;
When the fluid pressure from the first pump is input, the flow path between the first pump and the driving clutch is connected and the flow path between the second pump and the driving clutch is shut off. And a first state in which the flow path between the second pump and the braking clutch is connected, and when the fluid pressure from the first pump is not input, the first pump and the driving clutch Switching to switch between a second state in which the flow path between the second pump and the braking clutch is cut off and the flow path between the second pump and the braking clutch is blocked. A valve,
It is a summary to provide.

  In the power transmission device of the present invention, the driving clutch and the first pump driven by the power from the prime mover are connected to the driving clutch for transmitting the power from the prime mover to the axle, and the drive clutch and the power supply are connected. The first state in which the flow path between the braking clutch and the second pump is connected, and the flow path between the driving clutch and the first pump are blocked. Then, a switching valve is provided that connects the flow path between the driving clutch and the second pump and switches between the second state that blocks the flow path between the braking clutch and the second pump. Thus, when the prime mover is in operation, the fluid pressure is supplied to the drive clutch by the first pump and the fluid pressure is supplied to the brake clutch by the second pump. When the prime mover is stopped, the drive is driven. The fluid pressure can be supplied to the clutch by the second pump. As a result, since the maximum load of the first pump can be further reduced, a small pump can be used as the first pump, and the entire apparatus can be further downsized. Here, the “prime mover” includes an internal combustion engine capable of automatic stop and automatic start, and also includes an electric motor capable of outputting driving power. The “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that connects one rotating system to a stationary system such as a case. The “clutch” includes a one-way clutch. In this case, the braking clutch can be provided in parallel with the one-way clutch.

  In such a power transmission device of the present invention, the braking clutch may be a brake that connects one rotating system to a fixed system. Since the brake that connects one rotating system to the fixed system has less leakage of the working fluid than the clutch that connects two rotating systems, a second pump having a low capacity can be used. Thereby, a 2nd pump can be reduced in size.

  Further, in the power transmission device according to the present invention including a plurality of clutches capable of forming a plurality of different gear ratios as drive clutches, the switching valve is configured such that the fluid pressure from the first pump is input when the fluid pressure is input. The first state is established by shutting off the flow path between the pump 2 and the starting clutch used for starting the vehicle among the plurality of clutches and connecting the flow path between the second pump and the braking clutch. When the fluid pressure from the first pump is not input, the flow path between the second pump and the starting clutch is connected and the flow path between the second pump and the braking clutch is connected. It can also be formed so as to be in the second state by blocking. In this way, by supplying fluid pressure to the starting clutch by the second pump while the prime mover is stopped, the prime mover is started immediately after the prime mover starts operation and the first pump starts operation. The clutch can be quickly engaged, and the vehicle can be started smoothly.

The vehicle of the present invention
Prime mover,
The power transmission device of the present invention according to any one of the above-described aspects, that is, basically a drive clutch mounted on a vehicle for transmitting the power from the prime mover to the axle and the braking force from the prime mover on the axle. A power transmission device including a plurality of clutches including a braking clutch for transmitting to a first pump that is driven by power from the prime mover to generate fluid pressure, and is driven by power supply A second pump for generating fluid pressure, and when the fluid pressure from the first pump is input, the flow path between the first pump and the driving clutch is connected to the second pump; When the fluid pressure from the first pump is not inputted, the fluid passage from the first pump is in a first state in which the fluid passage from the first pump is shut off and the fluid passage from the second pump to the braking clutch is connected. The second The flow path between the pump and the driving clutch is cut off to connect the flow path between the second pump and the driving clutch, and the flow path between the second pump and the braking clutch is cut off. A power transmission device comprising: a switching valve for switching between the second state;
It is a summary to provide.

  According to the vehicle of the present invention, since the power transmission device of the present invention according to any one of the aspects described above is provided, the effect exhibited by the power transmission device of the present invention, for example, the effect that the entire device can be further reduced in size, etc. The same effect can be achieved.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 10 incorporating a power transmission device 20 as an embodiment of the present invention, and FIG. 2 is an explanation showing an operation table of an automatic transmission 30 provided in the power transmission device 20. FIG. 3 is a block diagram showing an outline of the configuration of the hydraulic circuit 40 that drives the automatic transmission 30.

  As shown in FIG. 1, an automobile 10 according to an embodiment includes an engine 12 as an internal combustion engine that outputs power by explosion combustion of a hydrocarbon-based fuel such as gasoline or light oil, and an electronic control for the engine that controls the operation of the engine 12. The embodiment (engine ECU) 16 is connected to the crankshaft 14 of the engine 12 and connected to the axles 92a and 92b of the left and right wheels 90a and 90b to transmit the power from the engine 12 to the axles 92a and 92b. A power transmission device 20.

  As shown in FIG. 1, the power transmission device 20 according to the embodiment is configured as a transaxle device that transmits power from the engine 12 to the axles 92 a and 92 b, and is connected to the crankshaft 14 of the engine 12. Torque converter 22 with a lock-up clutch comprising a pump impeller 22a and an output-side turbine runner 22b, and a mechanical oil pump 42 disposed downstream of the torque converter 22 to pump hydraulic oil by power from the engine 12 (see FIG. 3), and an input shaft 36 connected to the turbine runner 22b side of the torque converter 22 and an output shaft 38 connected to the axles 92a and 92b, and the power input to the input shaft 36 is shifted and output. A hydraulically driven stepped automatic transmission 30 that outputs to the shaft 38, and this automatic machine A hydraulic circuit 40 as an actuator for driving the transmission 30, an automatic transmission electronic control unit (ATECU) 26 for controlling the automatic transmission 30 (hydraulic circuit 40), and a main electronic control unit 80 for controlling the entire vehicle. . The main electronic control unit 80 includes a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81 and an accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. A brake switch signal BSW from the brake switch 86 that detects depression of the brake pedal 85, a vehicle speed V from the vehicle speed sensor 88, and the like are input. The main electronic control unit 80 is connected to the engine ECU 16 and the ATECU 26 via a communication port, and exchanges various control signals and data with the engine ECU 16 and the ATECU 26.

  As shown in FIG. 1, the automatic transmission 30 includes a Ravigneaux type planetary gear mechanism, three clutches C1, C2, C3, two brakes B1, B2, and a one-way clutch F1. The Ravigneaux type planetary gear mechanism includes two sun gears 31a and 31b as external gears, a ring gear 32 as an internal gear, a plurality of short pinion gears 33a meshing with the sun gear 31a, a sun gear 31b and a plurality of short pinion gears 33a. The sun gear 31a includes a plurality of long pinion gears 33b that mesh with the ring gear 32 and a carrier 34 that holds the plurality of short pinion gears 33a and the plurality of long pinion gears 33b so as to rotate and revolve freely. The sun gear 31b is connected to the input shaft 36 via the clutch C3 and fixed to the case via the brake B1, and the ring gear 32 is connected to the output shaft 38. The carrier 34 is connected via the clutch C2. It is connected to the input shaft 36. The carrier 34 is connected to the case via the one-way clutch F1, and is connected to the case in parallel to the one-way clutch F1 via the brake B2.

  As shown in FIG. 2, the automatic transmission 30 can be switched between forward 1st to 4th and reverse by turning on and off the clutches C1 to C3 and turning on and off the brakes B1 and B2. The reverse state can be formed by turning on the clutch C3 and the brake B2 and turning off the clutches C1 and C2 and the brake B1. The first forward speed state can be formed by turning on the clutch C1 and turning off the clutches C2 and C3 and the brakes B1 and B2. In this forward first speed state, the brake B2 is turned on instead of the one-way clutch F1 during engine braking. The second forward speed state can be formed by turning on the clutch C1 and the brake B1 and turning off the clutches C2 and C3 and the brake B2. The state of the third forward speed can be formed by turning on the clutches C1 and C2 and turning off the clutch C3 and the brakes B1 and B2. The state of the fourth forward speed can be formed by turning on the clutch C2 and the brake B1 and turning off the clutches C1, C3 and the brake B2.

  The hydraulic circuit 40 turns on and off the clutches C1 to C3 and on and off the brakes B1 and B2 in the automatic transmission 30. As shown in FIG. 3, the hydraulic circuit 40 includes a regulator valve 43 that adjusts the pressure of hydraulic fluid (line pressure PL) fed through a strainer 41 from a mechanical oil pump 42 driven by power from the engine 12. A linear solenoid 44 for driving the regulator valve 43 by adjusting the modulator pressure PMOD generated from the line pressure PL via a modulator valve (not shown) and outputting it as a signal pressure; and an input port 45a for inputting the line pressure PL An output port 45b for D (drive) position, an output port 45c for R (reverse) position and an output port 45d for L (low) position are formed, and when the shift lever 81 is shifted to the R position, the input port 45a and the R position N port with communication output port 45c When the shift operation is performed, the communication between the input port 45a and all the output ports 45b to 45d is cut off. When the shift operation is performed to the D position or the 2 (second) position, the input port 45a and the D position output port 45b are disconnected. The manual valve 45 that connects the input port 45a and the L-position output port 45d when the shift operation is performed to the communication L position, and the hydraulic oil that is output from the D-position output port 45b of the manual valve 45 are input to the input port 112. The linear solenoid SLC1 that is input through the drain port 116 and outputs pressure from the output port 114, and the suction port 102 from the oil passage 46 between the strainer 41 and the mechanical oil pump 42. The hydraulic fluid is drawn in through the discharge port A state in which the hydraulic oil discharged from 04 and the hydraulic oil output from the linear solenoid SLC1 are supplied to the oil passage 48 of the clutch C1 and the hydraulic oil from the discharge port 104 of the electromagnetic pump 100 is supplied to the other oil passage 58. And a switching valve 50 for switching the state in which hydraulic oil from the linear solenoid SLC1 is supplied to the oil passage 48 of the clutch C1 and the hydraulic oil from the discharge port 104 is supplied to the oil passage 48 of the clutch C1, and the clutch C1. The accumulator 49 for accumulating the acting hydraulic pressure and the hydraulic oil output from the D-position output port 45b of the manual valve 45 are input via the input port 122, and the pressure is adjusted with a partial discharge to the drain port 126. Linear solenoid SLB1 that outputs from the output port 124 to the brake B1, and the brake A B2 cut-off valve 60 that switches between a state in which hydraulic oil acting on B1 is supplied to supply the hydraulic oil from the oil passage 58 to the other oil passage 68 and a state in which the hydraulic oil from the oil passage 68 is drained, and the manual valve 45 The B2 relay valve 70 that is operated by the hydraulic pressure output from the L-position output port 45d and selectively supplies the hydraulic oil from the oil passage 68 and the hydraulic oil output from the R-position output port 45c to the brake B2. It is comprised by. In FIG. 3, the hydraulic systems of the clutches C2 and C3 other than the clutch C1 and the brakes B1 and B2 are omitted because they do not form the core of the present invention. For these hydraulic systems, a well-known linear solenoid or the like is omitted. Can be configured.

  As shown in FIG. 3, the switching valve 50 includes a signal pressure input port 52 a that inputs the line pressure PL as a signal pressure, an input port 52 b connected to the output port 114 of the linear solenoid SLC 1, and a discharge port 104 of the electromagnetic pump 100. Sleeve formed with various ports including an input port 52c connected, an output port 52d connected to the oil passage 48 of the clutch C1, an output port 52e connected to the oil passage 58 on the B2 cutoff valve 60 side, and a drain port 52f. 52, a spool 54 that slides in the sleeve 52 in the axial direction, and a spring 56 that biases the spool 54 in the axial direction. When the line pressure PL is input to the signal pressure input port 52a, the switching valve 50 overcomes the urging force of the spring 56, and the spool 54 moves to the position shown in the left half region in the drawing to move the input port 52c and the output port. The communication between the output port 114 of the linear solenoid SLC1 and the oil passage 48 of the clutch C1 is communicated by interrupting the communication with the 52d and communicating the input port 52b and the output port 52d and also communicating the input port 52c and the output port 52e. The communication between the discharge port 104 of the electromagnetic pump 100 and the oil passage 48 of the clutch C1 is cut off, and the discharge port 104 and the oil passage 58 on the B2 cutoff valve 60 side are connected, so that the line pressure PL is connected to the signal pressure input port 52a. When it is not input, the spool 54 is moved to the right half of the figure by the urging force of the spring 56. Linear solenoid by moving to the position shown in the area and blocking communication between the input port 52b and the output port 52d to connect the input port 52c and the output port 52d and blocking communication between the input port 52c and the output port 52e. The communication between the output port 114 of SLC1 and the oil passage 48 of the clutch C1 is cut off, the discharge port 104 of the electromagnetic pump 100 and the oil passage 48 of the clutch C1 are connected, and the communication between the discharge port 104 and the oil passage 58 is cut off. . When the line pressure PL is not input to the signal pressure input port 52a, the output port 52e communicates with the drain port 52f, and the hydraulic oil in the oil passage 58 on the B2 cutoff valve 60 side passes through the drain port 52f. It is supposed to be drained.

  As shown in FIG. 3, the B2 cut-off valve 60 inputs, as a signal pressure, a signal pressure input port 62a for inputting the hydraulic pressure acting on the brake B1 as a signal pressure and a hydraulic pressure acting on a clutch C2 (not shown). An input port 62c connected to the signal pressure input port 62b, the oil passage 58, an output port 62d connected to the oil passage 68 on the B2 relay valve 70 side, and a sleeve 62 formed with various ports of a drain port 62e, and a sleeve 62 A spool 64 that slides in the axial direction and a spring 66 that biases the spool 64 in the axial direction are configured. The B2 cutoff valve 60 overcomes the urging force of the spring 66 when the hydraulic pressure of the brake B1 is input to the signal pressure input port 62a or when the hydraulic pressure of the clutch C2 is input to the signal pressure input port 62b. 64 moves to the position shown in the left half region in the drawing to cut off the communication between the input port 62c and the output port 62d, and the communication between the output port 62d and the drain port 62e, whereby the oil passage 68 on the B2 relay valve 70 side. When the hydraulic pressure of the brake B1 is not input to the signal pressure input port 62a and the hydraulic pressure of the clutch C2 is not input to the signal pressure input port 62b, the spool 64 is biased by the biasing force of the spring 66 in the drawing. Move to the position shown in the right half of the area and move the input port 62c and output port 62d Communicating the oil passage 58 and the oil passage 68 by blocking the communication between the output port 62d and the drain port 62e as well as passing.

  As shown in FIG. 3, the B2 relay valve 70 is connected to a signal pressure input port 72 a for inputting the hydraulic pressure from the L position output port 45 d of the manual valve 45 as a signal pressure and an R position output port 45 c of the manual valve 45. A sleeve 72 formed with an input port 72b, an input port 72c connected to the oil passage 68, and an output port 72d connected to the oil passage 78 of the brake B2, and a spool sliding in the sleeve 72 in the axial direction 74 and a spring 76 that urges the spool 74 in the axial direction. The B2 relay valve 70 overcomes the urging force of the spring 76 when the hydraulic pressure from the L-position output port 45d is input to the signal pressure input port 72a, and the spool 74 moves to the position shown in the right half region in the figure. Then, the input port 72b is closed and the input port 72c and the output port 72d are communicated, so that the oil passage 68 and the oil passage 78 of the brake B2 are communicated, and the hydraulic pressure from the L-position output port 45d is the signal pressure input port. When not inputted to 72a, the spool 74 is moved to the position shown in the left half region in the drawing by the urging force of the spring 76, closes the input port 72c, and connects the input port 72b and the output port 72d to the R position. The communication output port 45c communicates with the oil passage 78 of the brake B2.

  In the vehicle 10 of the embodiment configured in this way, when the shift lever 62 is traveling in the “D (drive)” travel position, the vehicle speed V is set to 0, the accelerator is off, the brake switch signal BSW is on, and so on. When all of the set automatic stop conditions are satisfied, the engine 12 is automatically stopped. When the engine 12 is automatically stopped, thereafter, the engine 12 that has been automatically stopped is automatically started when a preset automatic start condition such as the brake switch signal BSW being turned off is satisfied.

  In the automobile 10 of the embodiment, when the shift lever 81 is operated to the D position, when the automatic stop condition is satisfied and the engine 12 is automatically stopped, the mechanical oil pump 42 is also stopped accordingly. The pressure PL is released, and the spool 54 of the switching valve 50 cuts off the connection between the output port 114 of the linear solenoid SLC1 and the oil passage 48 of the clutch C1, and connects the oil passage 48 of the clutch C1 and the discharge port 104 of the electromagnetic pump 100. Communicate. At this time, the hydraulic pressure can be applied to the clutch C1 by controlling the driving of the electromagnetic pump 100 so that the hydraulic oil is pumped. Next, when the engine 12 that has been stopped due to the automatic start condition is automatically started, the mechanical oil pump 42 is activated accordingly, so that the line pressure PL is supplied and the spool 54 of the switching valve 50 is supplied. Connects the output port 114 of the linear solenoid SLC1 and the oil passage 48 of the clutch C1, and blocks the communication between the oil passage 48 of the clutch C1 and the discharge port 104 of the electromagnetic pump 100. At this time, the linear solenoid SLC1 regulates the line pressure PL input via the D-position output port 45b of the manual valve 45 and supplies it to the clutch C1, thereby completely engaging the clutch C1 and starting the vehicle. Can be made. In this way, by driving the electromagnetic pump 100 and applying hydraulic pressure to the clutch C1 while the engine 12 is automatically stopped, the clutch C1 is quickly engaged immediately after the engine 12 is automatically started. Therefore, the start with the automatic start of the engine 12 can be performed smoothly. In the embodiment, the electromagnetic pump 100 is designed so that its hydraulic performance can be replenished with hydraulic oil by an amount leaking from a seal ring or the like provided between the piston of the clutch C1 and the drum. .

  Further, in the automobile 10 of the embodiment, when the shift lever 81 is shifted from the 2 position to the L position while traveling with the operation of the engine 12, the switching valve 50 is set to the mechanical oil pump 42. Since the line pressure PL is input to the signal pressure input port 52a by the operation of the hydraulic pressure, the linear solenoid SLC1 communicates with the oil passage 48 of the clutch C1, and the hydraulic pressure pumped from the mechanical oil pump 42 passes through the manual valve 45. Acting on the clutch C1 with pressure regulation by the linear solenoid SLC1, the clutch C1 is engaged. On the other hand, the switching valve 50 communicates the discharge port 104 of the electromagnetic pump 100 with the oil passage 58 on the B2 cutoff valve 60 side, and the B2 cutoff valve 60 has no hydraulic pressure acting on either the brake B1 or the clutch C2. Therefore, the oil passage 58 and the oil passage 68 on the B2 relay valve 70 side are communicated, and the B2 relay valve 70 receives the hydraulic pressure from the L-position output port 45d of the manual valve 45 to the signal pressure input port 72a. The oil path 68 and the oil path 78 of the brake B2 are communicated. Therefore, by controlling the driving of the electromagnetic pump 100 so that the hydraulic oil is pumped, the hydraulic pressure discharged from the discharge port 104 of the electromagnetic pump 100 is changed over from the switching valve 50, the oil path 58, the B2 cut-off valve 60, the oil path 68, The brake B2 is engaged through the B2 relay valve 70 and the oil passage 78 in this order to engage the brake B2. Thus, both the clutch C1 and the brake B2 are engaged, and the engine brake is transmitted to the axles 92a and 92b via the power transmission device 20 when the accelerator is off. Since the brake B2 has no leakage from the seal ring and the hydraulic pressure required for engagement is smaller than that of the clutch, the brake B2 is sufficiently engaged even with a relatively low pumping pressure from the electromagnetic pump 100. Can be combined.

  According to the power transmission device 20 of the embodiment described above, when the line pressure PL is inputted to the signal pressure input port 52a, the hydraulic pressure generated by the mechanical oil pump 42 is regulated by the linear solenoid SLC1 and the clutch C1. And the hydraulic pressure generated in the electromagnetic pump 100 is supplied to the brake B2, and when the line pressure PL is not input to the signal pressure input port 52a, the output port 114 of the linear solenoid SLC1 and the oil passage 48 of the clutch C1 Since the switching valve 50 is formed so that the hydraulic pressure generated in the electromagnetic pump 100 is supplied to the clutch C1 after the communication is cut off, the shift lever 81 is operated to the L position while the engine 12 is running. When the clutch C1 is engaged, the clutch C1 is engaged by the hydraulic pressure from the mechanical oil pump 42. At the same time, the brake B2 can be engaged by the hydraulic pressure from the electromagnetic pump 100 to apply the engine brake, and the hydraulic pressure is applied to the clutch C1 by the electromagnetic pump 100 while the engine 12 is automatically stopped. It is possible to prepare for the start operation accompanied by the automatic start of the engine 12. As a result, since the maximum load of the mechanical oil pump 42 can be reduced, the mechanical oil pump 42 can be reduced in size, and thus the apparatus can be further reduced in size.

  In the power transmission device 20 of the embodiment, the switching valve 50 is driven using the line pressure PL. However, the switching valve 50 may be driven using the modulator pressure PMOD obtained by reducing the line pressure PL via a modulator valve (not shown). Alternatively, the line pressure PL and the modulator pressure may be supplied to the switching valve 50 via the solenoid valve and driven using this solenoid valve.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to a “motor”, the automatic transmission 30 and the hydraulic circuit 40 correspond to a “power transmission device”, the mechanical oil pump 42 corresponds to a “first pump”, an electromagnetic pump 100 corresponds to a “second pump”, and the switching valve 50 corresponds to a “switching valve”. Here, the “prime mover” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine, Any type of prime mover may be used as long as it can output power, such as an electric motor other than the internal combustion engine. The “power transmission device” is not limited to the one incorporating the automatic transmission 30 of the forward 1st to 5th gears with 5 gears, and any number of automatic gears such as 4 gears, 6 gears, 8 gears, etc. A transmission may be incorporated. The “second pump” is not limited to an electromagnetic pump that pumps hydraulic oil by electromagnetic force, but generates fluid pressure by driving with electric power, such as an electric pump that pumps hydraulic oil by power from an electric motor. Any type of pump can be used as long as it can be used. Further, the “second pump” is not limited to the pump that pumps the working fluid to the clutch C1 that forms the first forward speed. For example, the gear stage at the start is determined by the driver's instruction or the running state. When is set to a gear position other than the first forward speed (second forward speed, etc.), hydraulic oil may be pumped to the clutch or brake that forms the gear stage. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It's just a concrete example

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

  The present invention is applicable to the automobile industry and the like.

It is a block diagram which shows the outline of a structure of the motor vehicle 10 in which the power transmission device 20 as one Example of this invention was integrated. 3 is an explanatory diagram showing an operation table of the automatic transmission 30. FIG. FIG. 2 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Car, 12 Engine, 14 Crankshaft, 16 Engine electronic control unit (Engine ECU), 20 Power transmission device, 22 Torque converter, 22a Pump impeller, 22b Turbine runner, 26 Automatic control unit for automatic transmission (ATECU), 30 Automatic transmission, 31a, 31b Sun gear, 32 Ring gear, 33a Short pinion gear, 33b Long pinion gear, 34 Carrier, 36 Input shaft, 38 Output shaft, 40 Hydraulic circuit, 41 Strainer, 42 Mechanical oil pump, 43 Regulator valve, 44 Linear solenoid , 45 Manual valve, 45a input port, 45b D (drive) position output port, 45c R (reverse) position Output port, 45d L (low) position output port, 46, 48 oil passage, 49 accumulator, 50 switching valve, 52 sleeve, 52a signal pressure input port, 52b input port, 52c input port, 52d output port, 52e output port, 52f drain port, 54 spool, 56 spring, 58 oil passage, 60 B2 cutoff valve, 62 sleeve, 62a, 62b signal pressure input port, 62c input port, 62d output port, 62e drain port, 64 spool, 66 Spring, 68 Oil passage, 70 B2 relay valve, 72 Sleeve, 72a Signal pressure input port, 72b Input port, 72c Input port, 72d Output port, 74 Spool, 76 Spring, 80 Main electronic control unit , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake switch, 88 vehicle speed sensor, 90a, 90b wheel, 92a, 92b axle, 100 electromagnetic pump, 102 intake port , 104 Discharge port, C1-C3 clutch, B1, B2 brake, F1 one-way clutch, SLC1, SLB1 linear solenoid.

Claims (6)

A power transmission device comprising a plurality of clutches mounted on a vehicle and including a driving clutch for transmitting power from a prime mover to an axle and a braking clutch for transmitting braking force from the prime mover to the axle. ,
A first pump that is driven by power from the prime mover to generate fluid pressure;
A second pump that is driven by power supply to generate fluid pressure;
When the fluid pressure from the first pump is input, the flow path between the first pump and the driving clutch is connected and the flow path between the second pump and the driving clutch is shut off. And a first state in which the flow path between the second pump and the braking clutch is connected, and when the fluid pressure from the first pump is not input, the first pump and the driving clutch Switching to switch between a second state in which the flow path between the second pump and the braking clutch is cut off and the flow path between the second pump and the braking clutch is blocked. A valve,
A power transmission device comprising:   The power transmission device according to claim 1, wherein the braking clutch is a brake that connects one rotating system to a fixed system.   The power transmission device according to claim 1 or 2, wherein the second pump is an electromagnetic pump that generates fluid pressure by electromagnetic force. The power transmission device according to any one of claims 1 to 3, comprising a plurality of clutches capable of forming a plurality of different gear ratios as the driving clutch.
The switching valve shuts off a flow path between the second pump and a starting clutch used for starting a vehicle among the plurality of clutches when the fluid pressure from the first pump is input, and And connecting the flow path between the second pump and the braking clutch to the first state. When no fluid pressure is input from the first pump, the second pump and the starting clutch The power transmission device is configured to be in the second state by connecting the flow path of the second pump and blocking the flow path of the second pump and the braking clutch.   The power transmission device according to any one of claims 1 to 4, wherein the prime mover is an internal combustion engine capable of automatic stop and automatic start. Prime mover,
The power transmission device according to any one of claims 1 to 5,
A vehicle comprising:

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