WO2010013556A1 - 駆動装置および車両 - Google Patents
駆動装置および車両 Download PDFInfo
- Publication number
- WO2010013556A1 WO2010013556A1 PCT/JP2009/061336 JP2009061336W WO2010013556A1 WO 2010013556 A1 WO2010013556 A1 WO 2010013556A1 JP 2009061336 W JP2009061336 W JP 2009061336W WO 2010013556 A1 WO2010013556 A1 WO 2010013556A1
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- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- pump
- electromagnetic
- valve
- engagement element
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
- F04B17/03—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors
- F04B17/04—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors using solenoids
- F04B17/042—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors using solenoids the solenoid motor being separated from the fluid flow
- F04B17/044—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors using solenoids the solenoid motor being separated from the fluid flow using solenoids directly actuating the piston
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
- F04B35/04—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being electric
- F04B35/045—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being electric using solenoids
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/06—Control using electricity
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
Definitions
- the present invention relates to a drive device, and more particularly, an internal combustion engine capable of automatic stop and automatic start, and both an output shaft and an axle side of the internal combustion engine by having a clutch and switching an engagement state of the clutch.
- the present invention relates to a drive device for a power transmission device for driving the power transmission device in a vehicle equipped with a power transmission device capable of connecting between shafts and disconnecting the connection, and a vehicle equipped with the same.
- the electric oil pump is usually provided in parallel with the mechanical oil pump, and line pressure is supplied by pumping oil from either the electric oil pump or the mechanical oil pump. It is generated and supplied to the entire hydraulic circuit, and the line pressure in the hydraulic circuit is adjusted by the pressure adjusting valve and then supplied to the corresponding clutch or brake. For this reason, since a relatively high pumping capability is required for the electric oil pump, the physique of the electric oil pump becomes large, which leads to the enlargement of the entire device.
- the drive device for a power transmission device and the vehicle according to the present invention can miniaturize the device while quickly transmitting power to the axle side when the internal combustion engine capable of automatic stop and automatic start is automatically started. As the main purpose.
- the drive and the vehicle for the power transmission device of the present invention have taken the following measures in order to achieve the above-mentioned main object.
- the driving device of the present invention is An electromagnetic part having a movable part which comes in contact with the case and reaches an initial state when the current is interrupted, and an electromagnetic force of the electromagnetic part slides axially along the operation of the movable part to reciprocate the working fluid
- An electromagnetic device having a pump unit for pumping and an elastic member for urging the pump unit in a direction opposite to the electromagnetic force of the electromagnetic unit; Control means for controlling the electromagnetic device so that the level of the current applied to the electromagnetic unit is repeated between the upper limit value and the lower limit value larger than 0;
- the gist is to have
- the current applied to the electromagnetic unit having the movable portion in contact with the case and reaching the initial state when the current is cut off is between the upper limit value and the lower limit value larger than 0.
- Control the electromagnetic equipment so that Therefore, it can suppress that noise generate
- wear powder that may be generated from the movable part or the case that has been durable-deteriorated due to the collision.
- the durability of the movable portion and the case can be improved.
- the electromagnetic device includes a valve body that regulates a fluid pressure from a fluid pressure source, and the pump unit reciprocates the valve body sliding along with the operation of the movable portion.
- the working fluid can also be pumped by motion. In this way, the device can be made more compact.
- the movable portion of the electromagnetic unit includes one that is separate from the valve body, and also includes one that is integral with the valve body.
- an internal combustion engine capable of automatic stop and automatic start, and a frictional engagement element, and switching the engagement state of the frictional engagement element, between the output shaft of the internal combustion engine and the axle side of the internal combustion engine
- the control means is configured such that the internal combustion engine is automatic.
- the first predetermined current is set to a lower limit in preparation for causing the electromagnetic device to function as a pump while regulating and supplying the fluid pressure from the fluid pressure source to the frictional engagement element by the electromagnetic device.
- the magnitude of the current applied to the electromagnetic unit is repeated between the upper limit value and the lower limit value, and then a second predetermined current smaller than the first predetermined current and larger than the value 0 is determined as the lower limit value.
- Said upper limit And it may be assumed to be a means for repeating the level of current applied to the solenoid portion between the lower limit value.
- an internal combustion engine capable of automatic stop and automatic start, and a frictional engagement element, and switching the engagement state of the frictional engagement element between the output shaft of the internal combustion engine and the axle side of the axle side
- a driving device for a power transmission device of the present invention for driving the power transmission device in a vehicle equipped with a power transmission device capable of connecting and disconnecting the connection, wherein the driving device is driven by power from the internal combustion engine
- the electromagnetic device includes a hollow sleeve formed with various ports, and a shaft-like member inserted into the sleeve as the electromagnetic device.
- the apparatus comprises: a spool capable of opening and closing a port; the elastic member urging the spool in the axial direction; and the electromagnetic unit generating thrust on the spool in a direction opposite to the elastic member; An input port for inputting the working fluid pumped from the mechanical pump as a port, an output port for outputting the working fluid to the frictional engagement element, and a discharge port are formed, and the spool is axially slid.
- a pressure control chamber is formed between the sleeve and the spool so as to function as a pressure control valve that adjusts the pressure of the fluid input from the input port with the discharge of the discharge port and outputs the pressure to the output port,
- the suction port and the discharge port for discharging the working fluid are formed as the various ports, and when the thrust from the electromagnetic unit is released, the spool slides by the biasing force of the elastic member.
- the aspirated operation is caused by the spool sliding due to the thrust generated by the electromagnetic unit by sucking the working fluid through the suction port.
- a pump chamber is formed between the sleeve and the spool and functions as a pump for discharging the body through the discharge port, the pump chamber being partitioned as a space isolated from the pressure control chamber, the control means
- the internal combustion engine is operated and the electromagnetic device functions as the pressure regulating valve, and the pressure regulating valve engages the frictional engagement element to connect between the output shaft side and the axle side of the internal combustion engine.
- the pressure control valve functions as the pump while supplying fluid pressure to the frictional engagement element.
- the level of the current applied to the electromagnetic unit is repeated between the upper limit value and the lower limit value, and thereafter the electromagnetic device functions as the pump And the upper limit value with the second predetermined current smaller than the first predetermined current as the lower limit value so as to be held in a low pressure state lower than the pressure when the friction engagement element fully engages. It may be a means for repeating the level of the current applied to the electromagnetic unit between the lower limit value.
- the electromagnetic device functions as a pump to hold the frictional engagement element at a low pressure and the working fluid is directly pumped to the frictional engagement element. Therefore, the electric pump is provided in parallel with the mechanical pump.
- the "frictional engagement element” includes a clutch that connects two rotating systems, and also includes a brake that connects one rotating system to a fixed system such as a case.
- a flow path between the pressure control unit of the electromagnetic device and the frictional engagement element using the working fluid pumped from the mechanical pump It is also possible to provide a switching valve that selectively switches the connection, and the flow path connection between the pump unit of the electromagnetic device and the frictional engagement element. In this way, the flow path can be switched smoothly.
- the switching valve may be a valve that discharges the working fluid in the pump chamber in conjunction with the flow path between the discharge port of the pump unit and the frictional engagement element. This makes it possible to prevent the movement of the spool from being hindered by the working fluid remaining in the pump chamber when the electromagnetic device functions as a pressure regulating valve.
- the power transmission device in a mode used for driving a power transmission device, is an automatic transmission, and the frictional engagement element is a frictional engagement element for starting. You can also. In this way, when the internal combustion engine is automatically started, the transmission gear ratio for starting can be quickly formed, and the vehicle can be smoothly started.
- the vehicle of the present invention is An internal combustion engine capable of automatic stop and automatic start;
- a power transmission device having a friction engagement element and capable of connecting and disconnecting the output shaft and the axle side of the internal combustion engine by switching the engagement state of the friction engagement element;
- the drive device for the power transmission device of the present invention according to any of the above-described aspects for driving the power transmission device, that is, basically an internal combustion engine capable of automatic stop and automatic start, and a friction engagement element
- a power transmission device capable of connecting between the output shaft of the internal combustion engine and the axle side of the internal combustion engine and disconnecting the connection by switching the engagement state of the frictional engagement element.
- a driving device for driving the power transmission device comprising: a mechanical pump driven by power from the internal combustion engine to pump a working fluid; and hollow as various electromagnetic devices.
- a port and a discharge port are formed, and when the spool slides in the axial direction, the fluid pressure input from the input port is adjusted with the discharge of the discharge port and functions as a pressure adjustment valve for outputting to the output port
- a pressure control chamber is formed between the sleeve and the spool, and suction ports as the various ports and a discharge port for discharging working fluid
- the pressure regulation chamber is blocked between the sleeve and the spool so as to function as a pump that discharges the suctioned working fluid through the discharge port by sliding of the spool by the applied thrust.
- a pump chamber partitioned as a space is formed, and the control means operates the internal combustion engine and causes the electromagnetic device to function as the pressure regulating valve to engage the frictional engagement element by the pressure regulating valve.
- a driving device which is a means for repeating the level of the current applied to the electromagnetic unit between the upper limit value and the lower limit value with the second predetermined current smaller than the second lower limit value as the lower limit value; The point is to load the
- the effect exhibited by the drive device of the present invention for example, to the axle side when the internal combustion engine capable of automatic stop and automatic start is automatically started. It is possible to achieve the same effect as the effect of being able to miniaturize the device while rapidly transmitting power.
- FIG. 2 is a block diagram schematically showing the configuration of an automatic transmission 30.
- 5 is an operation table of the automatic transmission 30.
- FIG. 2 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40.
- FIG. 2 is a configuration diagram showing an outline of a configuration of a solenoid valve 120.
- FIG. 8 is an explanatory view for explaining the operation of the switching valve 50. It is a flowchart which shows an example of an automatic stop time control routine.
- FIG. It is a block diagram which shows the outline of a structure of solenoid valve 120B of a modification. It is a block diagram which shows the outline of a structure of 120 C of solenoid valves of a modification. It is a block diagram which shows the outline of a structure of solenoid valve 120D of a modification.
- FIG. 1 is a block diagram schematically showing the configuration of an automobile 20 equipped with a drive for a power transmission device as one embodiment of the present invention
- FIG. 2 is a block diagram schematically showing the configuration of an automatic transmission 30.
- FIG. 3 is an operation table of the automatic transmission 30, and
- FIG. 4 is a schematic diagram showing a configuration of the hydraulic circuit 40.
- an automobile 20 according to the embodiment includes an engine 22 as an internal combustion engine that outputs power by hydrocarbon fuel such as gasoline and light oil, and a starter motor for cranking the engine 22 and starting it.
- a hydraulic circuit 40 as an actuator for driving the automatic transmission 30, and a main electronic control unit (hereinafter referred to as a main ECU) 60 for controlling the entire vehicle.
- the operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24.
- the engine ECU 24 is configured as a microprocessor centering on a CPU, and in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, And a communication port. Signals from various sensors necessary for controlling the operation of the engine 22 such as the rotation speed sensor 25 attached to the crankshaft 26 are input to the engine ECU 24 through the input port.
- a drive signal to the throttle motor for adjusting the throttle opening, a control signal to the fuel injection valve, an ignition signal to the spark plug, a drive signal to the starter motor 23 and the like are output through the output port.
- the engine ECU 24 communicates with the main ECU 60, controls the engine 22 according to a control signal from the main ECU 60, and outputs data regarding the operating state of the engine 22 to the main ECU 60 as necessary.
- the automatic transmission 30 is, as shown in FIG. 2, a double pinion type planetary gear mechanism 30a, two single pinion type planetary gear mechanisms 30b and 30c, three clutches C1, C2 and C3, and four brakes B1, B2, B3 and B4 and three one-way clutches F1, F2 and F3 are provided.
- the double pinion type planetary gear mechanism 30a has a sun gear 31a as an external gear, a ring gear 32a as an internal gear concentrically disposed with the sun gear 31a, and a plurality of first pinion gears 33a meshing with the sun gear 31a.
- the carrier 35a is connected to the plurality of second pinion gears 34a meshing with the first pinion gear 33a and the ring gear 32a, and the plurality of first pinion gears 33a and the plurality of second pinion gears 34a, and rotatably and rotatably supported.
- the sun gear 31a is connected to the input shaft 36 through the clutch C3 and can be freely or unidirectionally restricted in its rotation by turning on and off the brake B3 connected through the one-way clutch F2.
- the ring gear 32a is turned on and off by the brake B2. It has become the rotation to freely or fixed, the carrier 35a is adapted to the rotation by release of the brake B1 while being restricted its rotation in one direction by the one-way clutch F1 freely or fixed.
- the single pinion type planetary gear mechanism 30b includes a sun gear 31b of an external gear, a ring gear 32b of an internal gear disposed concentrically with the sun gear 31b, and a plurality of pinion gears meshing with the sun gear 31b and meshing with the ring gear 32b.
- a sun gear 31b is connected to an input shaft 36 via a clutch C1
- a ring gear 32b is a double pinion type planetary gear mechanism 30a. It is connected to the ring gear 32a and the rotation can be freely or fixed by turning on and off the brake B2.
- the carrier 35b is connected to the input shaft 36 via the clutch C2 and one rotation is made by the one-way clutch F3. It can be regulated in the direction .
- the single pinion type planetary gear mechanism 30c is engaged with the sun gear 31c of the external gear, the ring gear 32c of the internal gear concentrically arranged with the sun gear 31c, and the sun gear 31c and a plurality of meshing members with the ring gear 32c.
- the sun gear 31c is connected to a sun gear 31b of a single pinion type planetary gear mechanism 30b, and the ring gear 32c is a single pinion type.
- the rotation of the planetary gear mechanism 30b is connected to the carrier 35b and can be freely or fixed by turning on and off the brake B4, and the carrier 35c is connected to the output shaft 38.
- the automatic transmission 30 can switch between forward 1st to 5th, reverse and neutral by on / off of the clutches C1 to C3 and on / off of the brakes B1 to B4.
- the clutch C1 is turned on and the clutches C2 and C3 and the brakes B1 to B4 are turned off.
- the sun gear 31a of the double pinion type planetary gear mechanism 30a is fixed in one direction by the one-way clutch F2 and the carrier 35a is fixed in one direction by the one-way clutch F1.
- the ring gear 32b of the single pinion type planetary gear mechanism 30b is also fixed in rotation in one direction, and the power input from the input shaft 36 to the sun gear 31b via the clutch C1 is decelerated by the fixing of the ring gear 32b and the carrier 35b
- the power output to the ring gear 32c of the single pinion type planetary gear mechanism 30c and input to the sun gear 31c from the input shaft 36 via the clutch C1 has a reduction ratio slightly smaller than the first forward speed according to the rotation state of the ring gear 32c.
- the power that is output to the ring gear 32a and the ring gear 32b of the single pinion type planetary gear mechanism 30b and input to the sun gear 31b from the input shaft 36 via the clutch C1 is decelerated by the rotation state of the ring gear 32b and the carrier 35b and the single pinion Power output from the input shaft 36 to the sun gear 31c via the clutch C1 is decelerated at a reduction ratio slightly smaller than the second forward speed according to the rotation state of the ring gear 32c.
- the rotation of the carrier 35a is fixed instead of the one-way clutch F1 by turning on the brake B1.
- the fourth forward speed can be established by turning on the clutches C1 to C3 and the brake B3 and turning off the brakes B1, B2 and B4.
- the input shaft 36 is connected to the sun gear 31b of the single pinion type planetary gear mechanism 30b via the clutch C1 and to the sun gear 31c of the single pinion type planetary gear mechanism 30c, and the carrier 35b and the ring gear via the clutch C2.
- all rotating elements of single pinion type planetary gear mechanisms 30b and 30c rotate integrally, and input shaft 36 and output shaft 38 are directly connected, and the power input from input shaft 36 Power is transmitted at a reduction ratio of 1.0.
- the clutches C2 and C3 and the brakes B1 and B3 are turned on and It can be formed by turning off C1 and the brakes B2 and B4.
- the neutral state that is, the disconnection between the input shaft 36 and the output shaft 38 can be performed by turning off all the clutches C1 to C3 and the brakes B1 to B4.
- the reverse state can be formed by turning on the clutch C3 and the brake B4 and turning off the clutches C1 and C2 and the brakes B1 to B3.
- the carrier 35a of the double pinion type planetary gear mechanism 30a is fixed to rotate in one direction by the one-way clutch F1, the power input from the input shaft 36 to the sun gear 31a via the clutch C3 is reduced.
- the rotation is fixed for the carrier 35b of the single pinion type planetary gear mechanism 30b and the ring gear 32c of the single pinion type planetary gear mechanism 30c by the brake B4 and output to the ring gear 32a and the ring gear 32b of the single pinion type planetary gear mechanism 30b. Therefore, the power output to the ring gear 32a is inverted in rotation and output to the carrier 35c, that is, the output shaft 38. In the reverse state, during engine braking, the rotation of the carrier 35a is fixed instead of the one-way clutch F1 by turning on the brake B1.
- the hydraulic circuit 40 regulates the pressure (line pressure PL) of the hydraulic fluid pumped by the mechanical oil pump 41 and the mechanical oil pump 41 that pumps hydraulic fluid by power from the engine 22.
- Regulator valve 42 a line pressure PL input through a modulator valve (not shown) is regulated and output as a signal pressure, a linear solenoid 43 driving the regulator valve 42, and a line pressure PL via a manual valve 44.
- Solenoid valve 120 having a pressure regulating valve portion 140 for pressure input and pressure regulation and output to the clutch C1, and a pump portion 160 for suctioning hydraulic oil using an electromagnetic force and pressure-feeding the sucked hydraulic oil to the clutch C1 side And an accumulator for accumulating the line pressure PL supplied to the pressure adjustment valve unit 140 of the solenoid valve 120 5, the switching valve 50 selectively switching between the flow path connection between the pressure adjustment valve portion 140 and the clutch C1 and the flow path connection between the pump portion 160 and the clutch C1, and a modulator valve (not shown)
- the on-off solenoid 46 which drives the switching valve 50 by on-off outputting the input line pressure PL as a signal pressure, and the linear solenoid which inputs and regulates the line pressure PL via the manual valve 44 and outputs it to the clutch C2 side It is configured by a valve (hereinafter referred to as a linear solenoid) SLC 2 or the like.
- FIG. 5 is a block diagram schematically showing the configuration of the solenoid valve 120. As shown in FIG.
- the solenoid valve 120 is configured to function as a pressure control valve for direct control capable of directly controlling the clutch by generating an optimal clutch pressure from the line pressure and also to function as an electromagnetic pump generating hydraulic pressure, As shown in FIG. 5, a solenoid unit 130, a pressure regulating valve unit 140 driven by the solenoid unit 130 to input line pressure and adjusting and outputting the input line pressure, and similarly driven by the solenoid unit 130 And a pump unit 160 for pumping the hydraulic oil.
- the solenoid unit 130 includes a case 131 as a bottomed cylindrical member, a coil (solenoid coil) 132 disposed on the inner circumferential side of the case 131 and having an insulating bobbin wound around an insulating bobbin, and an open end of the case 131
- the first core 134 consisting of the flange portion 134a to which the flange outer peripheral portion is fixed and the cylindrical portion 134b axially extended along the inner peripheral surface of the coil 132 from the flange portion 134a;
- a second cylindrical member in contact with the inner circumferential surface of the formed recess and axially extended along the inner circumferential surface of the coil 132 to a position spaced apart from the cylindrical portion 134b of the first core 134 by a predetermined distance.
- the inner peripheral surface of the cylindrical portion 134b abuts against the distal end of the plunger 136 is inserted into the cylindrical portion 134b of the A 134 in the axial direction and a slidable shaft 138.
- a terminal from the coil 132 is routed to a connector section 139 formed on the outer peripheral portion of the case 131, and the coil 132 is energized via this terminal.
- the case 131, the first core 134, the second core 135, and the plunger 136 are all formed of a high purity ferromagnetic material such as iron, and the end face of the cylindrical portion 134b of the first core 134 and the second core
- the space between the end of the core 135 and the end face of the core 135 is formed to function as a nonmagnetic material. Note that this space may be made to function as a nonmagnetic material, so a nonmagnetic metal such as stainless steel or brass may be provided.
- the solenoid unit 130 when the coil 132 is energized, a magnetic circuit is formed in which magnetic flux flows so as to go around the coil 132 in the order of the case 131, the second core 135, the plunger 136, the first core 134 and the case 131. As a result, a suction force acts between the first core 134 and the plunger 136 to draw the plunger 136. As described above, since the shaft 138 capable of axially sliding on the inner peripheral surface of the first core 134 is abutted against the tip end of the plunger 136, the shaft 138 moves forward with suction of the plunger 136 ( Left in the figure).
- the pressure regulating valve portion 140 and the pump portion 160 are, as common members, a substantially cylindrical sleeve 122 incorporated in the valve body 110 and having one end attached to the first core 134 by the case 131 of the solenoid portion 130; A spool 124 inserted into the internal space 122 and having one end abutted against the tip of the shaft 138 of the solenoid portion 130, an end plate 126 screwed to the other end of the sleeve 122, and the other end of the end plate 126 and the spool 124 And springs 128 and 196 for biasing the spool 124 toward the solenoid section 130.
- the sleeve 122 has an input port 142 for inputting hydraulic fluid, an output port 144 for discharging hydraulic fluid input to the clutch C2 side, and the input hydraulic fluid as openings in a region forming the pressure regulating valve portion 140.
- Feedback that applies a feedback force to the spool 124 by inputting a drain port 146 for draining and hydraulic oil output from the output port 144 through an oil passage 148 a formed by the inner surface of the valve body 110 and the outer surface of the sleeve 122 A port 148 is formed.
- Holes 149 are also formed.
- the suction port 162 for sucking in the hydraulic oil, the discharge port 164 for discharging the sucked hydraulic oil, and the function of the pump portion 160 are stopped.
- a drain port 166 for draining the remaining hydraulic oil The hydraulic oil is drained from the drain port 166 via the switching valve 50 described above.
- the spool 124 is formed as a shaft-like member inserted into the inside of the sleeve 122, and three cylindrical lands 152, 154, 156 capable of sliding the inner wall of the sleeve 122, and the land 152 and the land 154
- the connection is formed such that the outer diameter is smaller at the outer diameter smaller than the outer diameter of the lands 152 and 154 and smaller at the central portion from the lands 152 and 154, the input port 142 and the output port 144
- a communication portion 158 capable of communicating between the ports of the port 146 and a land 154 and a land 156 having an outer diameter smaller than this are connected, and the inner wall of the sleeve 122 is in the direction of the solenoid portion 130 with respect to the spool 124
- a connecting portion 159 forming a feedback chamber for applying a feedback force; Forming a communicating portion 158 and the lands 152 and 154 and the pressure regulating chamber 150 of the pool 124.
- a suction check valve 180 and a discharge check valve 190 are built in the sleeve 122, and the pump chamber 170 is formed by the sleeve 122, the suction check valve 180 and the discharge check valve 190.
- the suction check valve 180 is connected to the land 156 and has a cylindrical main body 182 having an opening 182a communicating the pump chamber 170 with the suction port 162 at the axial center, a ball 184, and a ball 184 as a main body 182.
- the spring 186 is pressed against the opening 182a, and the valve is closed by the biasing force of the spring 186 when the pressure in the pump chamber 170 is positive and the valve is opened when the pressure in the pump chamber 170 is negative.
- the discharge check valve 190 functions as a spring receiver for receiving the spring 128 and the spring 186 of the suction check valve 180, and an opening 192a communicating the pump chamber 170 and the discharge port 164 is formed at the axial center.
- the valve is closed by the biasing force and is opened when the pump chamber 170 has a positive pressure.
- the hydraulic fluid is moved to the solenoid unit 130 side by the biasing force of the spring 128 by the urging force of the spring 128 and the hydraulic oil is drawn through the suction check valve 180. Is drawn into the pump chamber 170, and when the coil 132 of the solenoid unit 130 is turned on from the off state, the spool 124 is moved toward the end plate 126 by the thrust from the solenoid unit 130 for discharge The fluid is discharged from the discharge port 164 via the check valve 190.
- the solenoid valve 120 configured as described above, that is, the function as a pressure regulating valve and the function as an electromagnetic pump will be described.
- the operation in the case of causing the solenoid valve 120 to function as a pressure regulating valve will be described.
- the coil 132 is deenergized.
- the input port 142 is blocked by the land 154 and the output port 144 and the drain port 146 communicate with each other through the communicating portion 158. It will be in the Therefore, no hydraulic pressure acts on the clutch C1.
- the plunger 136 When energization of the coil 132 is turned on, the plunger 136 is attracted to the first core 134 with a suction force corresponding to the magnitude of the current applied to the coil 132, and the shaft 138 is pushed out along with this, and the shaft The spool 124 brought into contact with the tip end 138 moves toward the end plate 126.
- the input port 142, the output port 144 and the drain port 146 are in communication with each other, and a portion of the hydraulic oil input from the input port 142 is output to the output port 144 and the remaining is output to the drain port 146 Be done.
- hydraulic fluid is supplied to the feedback chamber via the feedback port 148, and a feedback force corresponding to the output pressure of the output port 144 acts on the spool 124 in the direction of the solenoid section 130 side. Therefore, the spool 124 is stopped at a position where the thrust (suction force) of the plunger 136, the spring force of the spring 128 and the feedback force just balance. At this time, the spool 124 moves to the end plate 126 side as the current applied to the coil 132 increases, that is, as the thrust of the plunger 136 increases, and the opening area of the input port 142 is increased and the opening area of the drain port 146 is increased. Narrow down.
- the solenoid valve 120 When energization of the coil 132 is maximized, the spool 124 moves to the end plate 126 side of the movable range of the plunger 136, and the communication portion 158 brings the input port 142 and the output port 144 into communication with each other. 146 is closed to shut off the output port 144 and the drain port 146. As a result, the maximum hydraulic pressure acts on the clutch C1. As described above, in the solenoid valve 120, since the input port 142 is shut off and the output port 144 and the drain port 146 are communicated when the coil 132 is deenergized, the solenoid valve 120 functions as a normally closed solenoid valve. I understand that.
- the inside of the pump chamber 170 has a positive pressure and the suction check valve 180 closes.
- the check valve 190 is opened, and the hydraulic oil sucked into the pump chamber 170 is discharged from the discharge port 164 via the discharge check valve 190.
- the solenoid valve 120 can be functioned as an electromagnetic pump that pumps hydraulic fluid by repeatedly turning on and off energization of the coil 132.
- the solenoid valve 120 has been described above.
- the switching valve 50 is provided with a spring 54 for biasing the spool 52 upward in the figure at the bottom and an input port for inputting the signal pressure from the on / off solenoid 46 at the top.
- the signal pressure overcomes the biasing force of the spring 54 and the spool 52 moves downward in the figure, whereby the output port of the pressure adjustment valve section 140 is formed.
- 144 and the clutch C1 are connected in a flow path, and the discharge port 164 of the pump portion 160 and the clutch C1 are cut off in a flow path, and the drain port 166 and the drain port 58 of the pump portion 160 are connected in a flow path (See FIG.
- the hydraulic circuit 40 is driven and controlled by an automatic transmission electronic control unit (hereinafter referred to as ATECU) 39.
- ATECU 39 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, an input / output port, and communication And a port.
- the ATECU 39 outputs a drive signal to the linear solenoid 43, a drive signal to the solenoid valve 120, a drive signal to the linear solenoid SLC 2, a drive signal to the on / off solenoid 46, and the like via the output port.
- the ATECU 39 communicates with the main ECU 60, controls the automatic transmission 30 (hydraulic circuit 40) according to a control signal from the main ECU 60, and outputs data regarding the state of the automatic transmission 30 to the main ECU 60 as necessary.
- the main ECU 60 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, and an input / output port And a communication port.
- the brake switch signal BSW from the brake switch 67 for detecting depression of the brake pedal 66, the vehicle speed V from the vehicle speed sensor 68, etc. are input through the input port.
- the main ECU 60 is connected to the engine ECU 24 and the ATECU 39 via a communication port, and exchanges various control signals and data with the engine ECU 24 and the ATECU 39.
- the vehicle speed V has a value of 0, accelerator off, brake switch signal
- the engine 22 is automatically stopped when all of the preset automatic stop conditions such as BSW is on are satisfied.
- the engine 22 that has been automatically stopped is automatically started when the brake switch signal BSW is turned off and a preset automatic start condition such as accelerator on is satisfied.
- FIG. 7 is a flowchart showing an example of the automatic stop control routine executed by the ATECU 39. This routine is executed when the automatic stop condition of the engine 22 is satisfied while traveling with the shift lever 62 at the D position. In this traveling state, a signal pressure is output from the on / off solenoid 46, and the switching valve 50 cuts off the discharge port 164 of the pump portion 160 and the clutch C1 in a flow path and the pressure regulating valve portion 140. The output port 144 and the clutch C1 are connected in a flow passage manner.
- the CPU of the ATECU 39 first establishes an automatic stop condition of the engine 22 and the engagement pressure according to the idling rotational speed Nidle during idling operation before the engine 22 burns out.
- the current Iset is applied to the solenoid unit 130 so that the clutch C1 is engaged (step S100), and waiting for a predetermined time T1 to elapse after the automatic stop condition is established (step S110).
- a rectangular wave current of a predetermined cycle F with the maximum current Imax as the high value Ihi and the above current Iset as the low value Ilo is applied to the solenoid section 130 (step S120).
- the solenoid valve 120 described above functions as an electromagnetic pump during a predetermined time T1 from the time when the engine 22 is stopped after the automatic stop condition is satisfied and the hydraulic oil is not pressure-fed from the mechanical oil pump 41.
- the time required for the preparation of can be set.
- the predetermined period F is obtained by using an experimentally determined period as a period in which the solenoid valve 120 can exhibit the performance of the electromagnetic pump to the maximum.
- step S130 the rotational speed Ne of the engine 22 is input (step S130), and the process returns to step S120 until the input rotational speed Ne becomes less than a threshold Nref (for example, 100 rpm) defined as the rotational speed immediately before the engine 22 stops.
- Nref for example, 100 rpm
- the process is repeated (step S140), and when the rotation speed Ne of the engine 22 becomes less than the threshold Nref, the switching valve 50 shuts off the output port 144 of the pressure adjustment valve unit 140 and the clutch C1 in a flow path.
- the solenoid valve 120 is switched from the function as a pressure regulating valve to the function as an electromagnetic pump by controlling the on-off solenoid 46 so as to connect the discharge port 164 and the clutch C1 in the flow path (step S150).
- the maximum current Imax is a high value Ihi and the minimum current Imin is a low value Il
- the predetermined time T2 (the timing immediately before the start of the engine 22 is completed) elapses after the next automatic start condition is satisfied. Wait until (step S170).
- the minimum current Imin is set to a value smaller than the above-described current Iset and larger than the value 0. This is to maximize the stroke amount of the spool 124 with the maximum current Imax as the high value Ihi and the value 0 as the low value Ilo in order to maximize the pumping capability when the solenoid valve 120 functions as an electromagnetic pump.
- the minimum current Imin is determined as close as possible to the value 0 within the range in which the plunger 136 does not collide with the case 131 due to the reciprocation of the spool 124.
- the clutch C1 that forms the first forward speed operates from the pump unit 160 by an amount that leaks, for example, from a seal ring or the like provided between the clutch piston and the drum using an electromagnetic pump with low pumping capability.
- the clutch piston stands by at a low pressure Plo that is held at the stroke end.
- the pump of the solenoid valve 120 is set to have a torque capacity capable of transmitting a torque slightly larger than the cranking torque to the engine 22 by the starter motor 23 by the clutch C1.
- the part 160 (pumping capacity) was designed.
- step S180 When a predetermined time T2 elapses from the establishment of the automatic stop condition, the current Iset described above is applied to the solenoid unit 130 (step S180), and the discharge port 164 of the pump unit 160 and the clutch C1 are connected in a flow path
- the solenoid valve 120 is switched from the function as the electromagnetic pump to the function as the pressure adjustment valve by controlling the on / off solenoid 46 so as to shut off the output port 144 of the pressure adjustment valve unit 140 and the clutch C1.
- step S190 When the engine 22 is completely detonated (step S200), the current applied to the solenoid section 130 is increased so that the clutch C1 is completely engaged (step S210), and this routine is ended.
- the clutch C1 is completely engaged, and the power from the engine 22 can be transmitted to the drive wheels 74a and 74b at the first forward speed by the automatic transmission 30 to start the vehicle.
- the discharge port 164 of the pump portion 160 and the clutch C1 are connected in a flow path by the switching valve 50 and the output port 144 of the pressure adjustment valve portion 140 and the clutch C1 are cut off in a flow path
- the drain port 166 of the pump unit 160 and the drain port 58 of the switching valve 50 communicate with each other, and the hydraulic oil remaining in the pump chamber 170 is discharged, so the solenoid valve 120 functions as a pressure regulating valve. The function is not impeded by the hydraulic fluid remaining in the pump chamber 170.
- Preparation for switching the function of the solenoid valve 120 from the function as a pressure regulating valve to the function as an electromagnetic pump by applying to the solenoid section 130 is carried out, and fuel is cut off at time t3.
- the switching valve 50 switches the function as a pressure regulating valve to the function as an electromagnetic pump, and the maximum current Imax is the high value Ihi, which is smaller than the current Iset and more than 0
- a rectangular wave current of a predetermined period F is applied to the solenoid unit 130 with the large minimum current Imin as the low value Ilo. Holding the clutch C1 in a state of low pressure Plo by the.
- the required pumping performance does not fall short even with an electromagnetic pump having a relatively low pumping capability.
- the brake is released at time t5 and the accelerator is turned on at time t6 to establish the automatic start condition of the engine 22, the engine 22 is cranked by the starter motor 23.
- the hydraulic pressure of the clutch C1 is held in the low pressure Plo state having a torque capacity slightly larger than the cranking torque, the cranking torque of the engine 22 is treated as a creep torque via the clutch C1 as the drive wheels 74a, 74b. It is transmitted to the side.
- the pressure regulating valve for supplying the line pressure to the clutch C1 forming the first forward speed for starting via the pressure regulating valve portion 140 A solenoid valve 120 is provided that functions as an electromagnetic pump that also functions as an electromagnetic pump that supplies hydraulic pressure directly from the pump unit 160 to the same clutch C1 and causes the clutch C1 to function as an electromagnetic pump when the engine 22 is automatically stopped. Since hydraulic fluid is directly fed without using the pressure regulating valve to hold the clutch C1 in the low pressure Plo state, an electric oil pump is provided in parallel with the mechanical oil pump 41 to automatically stop the engine 22.
- the pump It is possible to greatly reduce the physique.
- the sleeve 122 and the spool 124 form the pressure adjustment valve portion 140 that functions as a pressure adjustment valve for adjusting the clutch pressure of the clutch C1, and also functions as an electromagnetic pump that directly pumps hydraulic fluid to the same clutch C1. Since the pump unit 160 is formed and the pressure regulating valve unit 140 and the pump unit 160 are driven by one solenoid unit 130, the apparatus can be miniaturized as compared with the case where the pressure regulating valve and the electromagnetic pump are separately provided. be able to.
- the pressure regulation is performed by applying a rectangular wave current of a predetermined cycle F with the maximum current Imax as the high value Ihi and the current Iset as the low value Ilo to the solenoid section 130 of the solenoid valve 120.
- the clutch C1 is held in the low pressure Plo state by applying a rectangular wave current of a predetermined cycle F with the minimum current Imin smaller than Iset as the low value Ilo, so the function of the solenoid valve 120 as a pressure regulator valve It is possible to switch to the function as a smooth.
- the clutch C1 that forms the first forward speed for starting during the automatic stop of the engine 22 stands by in the state of the low pressure Plo, so that the clutch C1 is completely engaged quickly when the accelerator pedal 63 is depressed. It is possible to take off smoothly.
- the solenoid section sets the rectangular wave current with the maximum current Imax as the high value Ihi and the minimum current Imin larger than 0 as the low value Ilo during the automatic stop of the engine 22
- the clutch C1 that forms the first forward speed is held in the low pressure Plo state by applying 130, but although some noise is generated, the maximum current Imax is set to the high value Ihi and the value 0 is set to the low value Ilo.
- the clutch C1 may be held in the low pressure Plo state by applying a rectangular wave current to the solenoid section 130.
- the drive device for the power transmission device included in the automobile 20 of the embodiment when functioning as a pressure adjustment valve, it is generated as an optimal clutch pressure from the line pressure PL to directly control the clutch C1 as a linear solenoid valve for direct control.
- the control pressure may be generated by driving a control valve separately by using a linear solenoid valve as a linear solenoid valve for pilot control to control the clutch C1.
- the clutch C2 and the brakes B1 to B4 may be configured similarly.
- the clutch C1 may stand by in the low pressure state immediately before the engagement without the torque capacity.
- the pump portion 160 of the solenoid valve 120 may be designed as a pumping capacity necessary and sufficient for holding the clutch C1 in a low pressure state to be on standby.
- the low pressure state of the clutch C1 may be maintained by controlling the current applied to the solenoid unit 130 by providing a sufficient pressure feeding capability of the pump unit 160.
- the switching valve 50 is driven by outputting the signal pressure (line pressure PL) supplied to the input port 56 by the on / off solenoid 46 on / off.
- the line pressure PL may be output directly to the input port 56 (or through the modulator valve). In this case, the processes of steps S150 and S190 of the automatic stop control routine of FIG. 7 are not necessary.
- the suction check valve 180 and the discharge check valve 190 are built in the sleeve 122, but the solenoid valve of the modification of FIG. As shown at 120 B, both the suction check valve 180 B and the discharge check valve 190 B may be incorporated in the valve body 110 outside the sleeve 122.
- the solenoid valve 120B of the modified example the solenoid unit 130 and the pressure adjustment valve unit 140 have the same configuration as the solenoid valve 120 of the embodiment. As shown in FIG.
- a pump chamber 170B is formed by the sleeve 122, the land 156 of the spool 124, and the end plate 126, and the pump portion 160B of the solenoid valve 120B turns on the coil 132 of the solenoid portion 130.
- the spool 124 (land 156) is moved toward the solenoid section 130 by the biasing force of the spring 128 to pump the hydraulic fluid from the suction port 162B via the suction check valve 180B incorporated in the valve body 110.
- the suction check valve 180 and the discharge check valve 190 are built in the sleeve 122, but the solenoid valve of the modification of FIG.
- the suction check valve 180 may be built in the sleeve 122, but the discharge check valve 190 C may be built in the valve body 110 outside the sleeve 122.
- the solenoid valve 120C of the modified example the solenoid portion 130, the pressure adjustment valve portion 140, and the suction check valve 180 of the pump portion 160C have the same configuration as the solenoid valve 120 of the embodiment.
- the pump unit 160C of the solenoid valve 120C operates by moving the spool 124 toward the solenoid unit 130 by the biasing force of the spring 128 when the energization of the coil 132 of the solenoid unit 130 is turned off as shown in FIG.
- the oil is sucked into the pump chamber 170C from the suction port 162C through the opening 182a of the suction check valve 180, and when the energization of the coil 132 of the solenoid unit 130 is turned on from the off state, the spool from the thrust from the solenoid unit 130
- the hydraulic oil sucked is discharged from the discharge port 164C via the discharge check valve 190C incorporated in the valve body 110.
- both the suction check valve 180 and the discharge check valve 190 are built in the sleeve 122, but the suction check valve It is also possible to incorporate the valve 180 into the valve body 110 outside the sleeve 122 and to incorporate the discharge check valve 190 into the sleeve 122.
- the function as the electromagnetic pump is integrated with the so-called normally closed linear solenoid valve.
- the function as an electromagnetic pump may be integrated with the linear solenoid valve of the type.
- the solenoid unit 130 has the same configuration as the solenoid valve 120 of the embodiment. In the pressure adjustment valve portion 140D of the solenoid valve 120D of the modification, when the coil 132 is de-energized, the coil is moved to the solenoid portion 130 by the biasing force of the spring 128, and therefore, formed in the sleeve 122D.
- the input port 142D and the output port 144D communicate with each other through the communication portion 158D of the spool 124D, and the drain port 146D is blocked by the land 156D of the spool 124D. Therefore, the maximum oil pressure acts on the clutch C2.
- the plunger 136 is attracted to the first core 134 with a suction force corresponding to the magnitude of the current applied to the coil 132, and the shaft 138 is pushed out along with this, and the shaft The spool 124D brought into contact with the tip of the rod 138 moves toward the end plate 126.
- the input port 142D, the output port 144D, and the drain port 146D are in communication with each other, and the hydraulic oil input from the input port 142D is partially output to the output port 144D and the remaining is output to the drain port 146D Be done.
- hydraulic fluid is supplied to the feedback chamber via the feedback port 148D, and a feedback force corresponding to the output pressure of the output port 144D acts on the spool 124D in the direction of the end plate 126 side. Therefore, the spool 124D is stopped at a position where the thrust (suction force) of the plunger 136, the spring force of the spring 128 and the feedback force just match.
- the spool 124D moves to the end plate 126 side to narrow the opening area of the input port 142D and the opening area of the drain port 146D. spread.
- the spool 124D moves to the end plate 126 side of the movable range of the plunger 136, and the land 154D blocks the input port 142D and the communication port 158D to drain the output port 144D and the drain.
- the port 146D is in communication. Therefore, no hydraulic pressure acts on the clutch C2.
- the solenoid valve 120D of the modification since the input port 142D and the output port 144D communicate with each other and the drain port 146D is shut off when the coil 132 is deenergized, the solenoid valve 120D is a normally open solenoid valve. It turns out that it works.
- both the suction check valve 180D and the discharge check valve 190D are incorporated in the valve body 110 outside the sleeve 122, and the solenoid portion 130 is turned off from on
- the hydraulic pressure is drawn from the suction port 162D with the inside of the pump chamber 170D as a negative pressure
- the solenoid unit 130 is turned on from off
- the thrust of the solenoid unit 130 By moving the spool 124D to the end plate 126 side, the hydraulic oil drawn from the pump chamber 170D as a positive pressure can be discharged from the discharge port 164D.
- both the suction check valve 180D and the discharge check valve 190D are not limited to those incorporated in the valve body 110 outside the sleeve 122D, and only the suction check valve 180D may be incorporated in the sleeve 122D.
- only the discharge check valve 190D may be built in the sleeve 122D, or both the suction check valve 180D and the discharge check valve 190D may be built in the sleeve 122D.
- the solenoid section 130 tends to be larger than that in the case of application to a normally closed linear solenoid valve. This is because, in the normally closed linear solenoid valve, the feedback force acting on the spool 124 is in the opposite direction to the direction of the thrust of the solenoid section 130, whereas in the normally open linear solenoid valve, the feedback force acting on the spool 124 Since the force is in the same direction as the direction of the thrust of the solenoid unit 130, the spring load of the spring 128 can not but be increased, and the thrust required of the solenoid unit 130 when functioning as an electromagnetic pump also increases accordingly. It is for.
- the solenoid valve 120 corresponds to the “electromagnetic device”, and the ATECU 39 that executes the automatic stop control routine of FIG. 7 corresponds to the “control means”.
- the solenoid part 130 corresponds to an "electromagnetic part”
- the spring 128 corresponds to an "elastic member.”
- the spool 124 corresponds to a "valve body”.
- the engine 22 corresponds to an "internal combustion engine”
- the automatic transmission 30 corresponds to a "power transmission device”
- the mechanical oil pump 41 corresponds to a "mechanical pump”
- the switching valve 46 is a switching valve. Equivalent to.
- the "internal combustion engine” is not limited to an internal combustion engine that outputs power by a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine.
- the “power transmission device” is not limited to the 5-speed automatic transmission 30 with 1 to 5 forward gears, and may be any number of automatic transmissions such as 4-speed, 6-speed, and 8-speed. It does not matter.
- the “power transmission device” is not limited to an automatic transmission, and, for example, a drive wheel 74a via a differential gear 72 directly to a crankshaft 26 (torque converter 28) of the engine 22 via a clutch.
- the "electromagnetic pressure regulation and pressure feeding means” is not limited to the one that pressure-feeds the working fluid to the clutch C1 forming the first forward speed, for example, the gear stage at the start of the vehicle according to the driver's instruction or traveling condition.
- hydraulic fluid may be pressure-fed to a clutch or a brake that forms that speed.
- the "automatic stop time control means" is not limited to the ATECU 39, and the ATECU 39, the engine ECU 24, and the main ECU 60 may be integrated, or the ATECU 39 may be realized by a plurality of electronic control units.
- the correspondence between the main elements of the embodiment and the main elements of the invention described in the section of the disclosure of the invention specifically illustrates the best mode for carrying out the invention described in the section of the disclosure of the invention.
- the invention is not limited to the elements of the invention described in the section of the disclosure of the invention, as it is an example to explain. That is, the interpretation of the invention described in the section of the disclosure of the invention should be made based on the description of the section, and the embodiment is only a specific example of the invention described in the section of the disclosure of the invention. It is.
- the invention is applicable to the automotive industry.
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Abstract
Description
通電を遮断したときにケースに当接して初期状態に至る可動部を有する電磁部と、該電磁部の電磁力により前記可動部の動作に伴って軸方向に摺動し往復動により作動流体を圧送するポンプ部と、前記電磁部の電磁力と対向する向きに前記ポンプ部を付勢する弾性部材とを有する電磁式機器と、
上限値と値0よりも大きな下限値との間で前記電磁部に印加される電流の高低が繰り返されるよう前記電磁式機器を制御する制御手段と、
を備えることを要旨とする。
自動停止と自動始動とが可能な内燃機関と、
摩擦係合要素を有し該摩擦係合要素の係合状態を切り替えることにより前記内燃機関の出力軸と車軸側との両軸間の接続と該接続の切り離しとが可能な動力伝達装置と、
前記動力伝達装置を駆動する上述した各態様のいずれかの本発明の動力伝達装置用の駆動装置、即ち、基本的には、自動停止と自動始動とが可能な内燃機関と、摩擦係合要素を有し該摩擦係合要素の係合状態を切り替えることにより前記内燃機関の出力軸と車軸側との両軸間の接続と該接続の切り離しとが可能な動力伝達装置と、を搭載する車両における、該動力伝達装置を駆動する駆動装置であって、前記内燃機関からの動力により駆動して作動流体を圧送する機械式ポンプを備え、前記電磁式機器として、各種ポートが形成された中空のスリーブと、該スリーブに挿入される軸状部材であって軸方向に摺動することにより前記各種ポートを開閉可能なスプールと、該スプールを軸方向に付勢する前記弾性部材と、該弾性部材と対向する向きに前記スプールに対して推力を発生させる前記電磁部と、を備え、前記各種ポートとして前記機械式ポンプから圧送された作動流体を入力する入力ポートと前記摩擦係合要素に作動流体を出力する出力ポートと排出ポートとが形成され前記スプールが軸方向に摺動することにより前記入力ポートから入力された流体圧を前記排出ポートの排出を伴って調圧して前記出力ポートに出力する調圧弁として機能するよう該スリーブと該スプールとの間で調圧室が形成されると共に、前記各種ポートとして吸入ポートと前記摩擦係合要素に作動流体を吐出する吐出ポートとが形成され前記電磁部からの推力を解除したときに前記弾性部材の付勢力により前記スプールが摺動することにより作動流体を前記吸入ポートを介して吸入し前記電磁部から発生させた推力により前記スプールが摺動することにより前記吸入された作動流体を前記吐出ポートを介して吐出するポンプとして機能するよう前記スリーブと前記スプールとの間で前記調圧室とは遮断された空間として区画されたポンプ室が形成され、前記制御手段は、前記内燃機関を運転すると共に前記電磁式機器を前記調圧弁として機能させて該調圧弁により前記摩擦係合要素を係合することにより前記内燃機関の出力軸側と車軸側との両軸間を接続している状態から該両軸間の切り離しを伴って該内燃機関を自動停止するときには、前記調圧弁により前記摩擦係合要素に流体圧を供給しながら前記電磁式機器を前記ポンプとして機能させるための準備として第1の所定電流を下限値として上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返し、その後に前記電磁式機器を前記ポンプとして機能させることにより前記摩擦係合要素が完全に係合するときの圧力よりも低い低圧状態で保持されるよう前記第1の所定電流よりも小さな第2の所定電流を前記下限値として前記上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返す手段である駆動装置と、
を搭載することを要旨とする。
らオンしたときにはソレノイド部130からの推力によりスプール124をエンドプレート126側に移動させることにより吸入した作動油を吐出用逆止弁190を介して吐出ポート164から吐出する。
Claims (8)
- 駆動装置であって、
通電を遮断したときにケースに当接して初期状態に至る可動部を有する電磁部と、該電磁部の電磁力により前記可動部の動作に伴って軸方向に摺動し往復動により作動流体を圧送するポンプ部と、前記電磁部の電磁力と対向する向きに前記ポンプ部を付勢する弾性部材とを有する電磁式機器と、
上限値と値0よりも大きな下限値との間で前記電磁部に印加される電流の高低が繰り返されるよう前記電磁式機器を制御する制御手段と、
を備える駆動装置。 - 請求項1記載の駆動装置であって、
前記電磁式機器は、流体圧源からの流体圧を調圧する弁体を備え、
前記ポンプ部は、前記可動部の動作に伴って摺動する前記弁体の往復動により作動流体を圧送する
ことを特徴とする駆動装置。 - 自動停止と自動始動とが可能な内燃機関と、摩擦係合要素を有し該摩擦係合要素の係合状態を切り替えることにより前記内燃機関の出力軸と車軸側との両軸間の接続と該接続の切り離しとが可能な動力伝達装置と、を搭載する車両における、該動力伝達装置を駆動する請求項2記載の動力伝達装置用の駆動装置であって、
前記制御手段は、前記内燃機関が自動停止するときには、前記電磁式機器により前記摩擦係合要素に前記流体圧源からの流体圧を調圧して供給しながら該電磁式機器をポンプとして機能させるための準備として第1の所定電流を下限値として上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返し、その後に前記第1の所定電流よりも小さく値0よりも大きい第2の所定電流を前記下限値として前記上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返す手段である
ことを特徴とする駆動装置。 - 自動停止と自動始動とが可能な内燃機関と、摩擦係合要素を有し該摩擦係合要素の係合状態を切り替えることにより前記内燃機関の出力軸と車軸側との両軸間の接続と該接続の切り離しとが可能な動力伝達装置と、を搭載する車両における、該動力伝達装置を駆動する請求項1または2記載の動力伝達装置用の駆動装置であって、
前記内燃機関からの動力により駆動して作動流体を圧送する機械式ポンプを備え、
前記電磁式機器として、各種ポートが形成された中空のスリーブと、該スリーブに挿入される軸状部材であって軸方向に摺動することにより前記各種ポートを開閉可能なスプールと、該スプールを軸方向に付勢する前記弾性部材と、該弾性部材と対向する向きに前記スプールに対して推力を発生させる前記電磁部と、を備え、前記各種ポートとして前記機械式ポンプから圧送された作動流体を入力する入力ポートと前記摩擦係合要素に作動流体を出力する出力ポートと排出ポートとが形成され前記スプールが軸方向に摺動することにより前記入力ポートから入力された流体圧を前記排出ポートの排出を伴って調圧して前記出力ポートに出力する調圧弁として機能するよう該スリーブと該スプールとの間で調圧室が形成されると共に、前記各種ポートとして吸入ポートと前記摩擦係合要素に作動流体を吐出する吐出ポートとが形成され前記電磁部からの推力を解除したときに前記弾性部材の付勢力により前記スプールが摺動することにより作動流体を前記吸入ポートを介して吸入し前記電磁部から発生させた推力により前記スプールが摺動することにより前記吸入された作動流体を前記吐出ポートを介して吐出するポンプとして機能するよう前記スリーブと前記スプールとの間で前記調圧室とは遮断された空間として区画されたポンプ室が形成され、
前記制御手段は、前記内燃機関を運転すると共に前記電磁式機器を前記調圧弁として機能させて該調圧弁により前記摩擦係合要素を係合することにより前記内燃機関の出力軸側と車軸側との両軸間を接続している状態から該両軸間の切り離しを伴って該内燃機関を自動停止するときには、前記調圧弁により前記摩擦係合要素に流体圧を供給しながら前記電磁式機器を前記ポンプとして機能させるための準備として第1の所定電流を下限値として上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返し、その後に前記電磁式機器を前記ポンプとして機能させることにより前記摩擦係合要素が完全に係合するときの圧力よりも低い低圧状態で保持されるよう前記第1の所定電流よりも小さな第2の所定電流を前記下限値として前記上限値と該下限値との間で前記電磁部に印加する電流の高低を繰り返す手段である
駆動装置。 - 前記機械式ポンプから圧送された作動流体を用いて、前記電磁式機器の調圧部と前記摩擦係合要素との流路的な接続と、該電磁式機器のポンプ部と該摩擦係合要素との流路的な接続とを選択的に切り替える切替バルブを備える請求項4記載の駆動装置。
- 前記切替バルブは、前記ポンプ部の吐出ポートと前記摩擦係合要素との流路的な遮断に伴って前記ポンプ室内の作動流体を排出するバルブである請求項5記載の駆動装置。
- 請求項3ないし6いずれか1項に記載の駆動装置であって、
前記動力伝達装置は、自動変速機であり、
前記摩擦係合要素は、発進用の摩擦係合要素である
駆動装置。 - 車両であって、
自動停止と自動始動とが可能な内燃機関と、
摩擦係合要素を有し該摩擦係合要素の係合状態を切り替えることにより前記内燃機関の出力軸と車軸側との両軸間の接続と該接続の切り離しとが可能な動力伝達装置と、
前記動力伝達装置を駆動する請求項3ないし7いずれか1項に記載の駆動装置と、
を搭載する車両。
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CN200980104095.9A CN101939541B (zh) | 2008-07-30 | 2009-06-22 | 驱动装置以及车辆 |
DE112009000272T DE112009000272T5 (de) | 2008-07-30 | 2009-06-22 | Antriebseinheit und Fahrzeug |
JP2010522659A JP5158201B2 (ja) | 2008-07-30 | 2009-06-22 | 駆動装置および車両 |
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US (1) | US8308612B2 (ja) |
JP (1) | JP5158201B2 (ja) |
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WO2013005540A1 (ja) * | 2011-07-05 | 2013-01-10 | アイシン・エィ・ダブリュ株式会社 | 自動変速機の流体圧制御装置 |
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JP5158201B2 (ja) | 2013-03-06 |
CN101939541A (zh) | 2011-01-05 |
US8308612B2 (en) | 2012-11-13 |
CN101939541B (zh) | 2012-11-14 |
US20100028168A1 (en) | 2010-02-04 |
DE112009000272T5 (de) | 2011-06-09 |
JPWO2010013556A1 (ja) | 2012-01-12 |
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