WO2010058660A1 - Dispositif de transmission de puissance et véhicule l'ayant monté sur celui-ci - Google Patents

Dispositif de transmission de puissance et véhicule l'ayant monté sur celui-ci Download PDF

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Publication number
WO2010058660A1
WO2010058660A1 PCT/JP2009/067552 JP2009067552W WO2010058660A1 WO 2010058660 A1 WO2010058660 A1 WO 2010058660A1 JP 2009067552 W JP2009067552 W JP 2009067552W WO 2010058660 A1 WO2010058660 A1 WO 2010058660A1
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WO
WIPO (PCT)
Prior art keywords
clutch
pressure
pump
valve
port
Prior art date
Application number
PCT/JP2009/067552
Other languages
English (en)
Japanese (ja)
Inventor
哲也 清水
和典 石川
直幸 深谷
和彦 加藤
建一 土田
Original Assignee
アイシン・エィ・ダブリュ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2008297253A external-priority patent/JP5195343B2/ja
Priority claimed from JP2008298527A external-priority patent/JP5195346B2/ja
Application filed by アイシン・エィ・ダブリュ株式会社 filed Critical アイシン・エィ・ダブリュ株式会社
Priority to US12/999,162 priority Critical patent/US8454477B2/en
Priority to DE112009001536T priority patent/DE112009001536T5/de
Priority to CN2009801252948A priority patent/CN102089555B/zh
Publication of WO2010058660A1 publication Critical patent/WO2010058660A1/fr

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Classifications

    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/065—Smoothing ratio shift by controlling rate of change of fluid pressure using fluid control means
    • F16H61/067—Smoothing ratio shift by controlling rate of change of fluid pressure using fluid control means using an accumulator

Definitions

  • the present invention relates to a power transmission device and a vehicle on which the power transmission device is mounted. Specifically, an input shaft is connected to an output shaft of a prime mover and an output shaft is connected to an axle side of the vehicle, thereby switching the clutch engagement state.
  • the present invention relates to a power transmission device that transmits power input to the input shaft to the output shaft, and a vehicle equipped with the power transmission device.
  • this type of vehicle is equipped with an engine that can be automatically stopped and automatically started, and a power transmission device that transmits power from the engine, and is engaged with a hydraulically driven clutch or brake included in this automatic transmission.
  • a pump for generating hydraulic pressure to perform a pump including a mechanical oil pump driven by power from an engine and an electric oil pump driven by receiving power supplied from a battery has been proposed (for example, a patent) Reference 1).
  • the electric oil pump is usually provided in parallel with the mechanical oil pump, and generates line pressure by pumping oil from either the electric oil pump or the mechanical oil pump.
  • the pressure is supplied to the entire hydraulic circuit, and the line pressure in the hydraulic circuit is adjusted by a pressure adjusting valve and then supplied to the corresponding clutch or brake.
  • the main purpose of the power transmission device of the present invention and a vehicle equipped with the power transmission device is to appropriately transmit power from the prime mover.
  • the power transmission device of the present invention and a vehicle equipped with the power transmission device have adopted the following means in order to achieve the above-described main object.
  • the power transmission device of the present invention is A power transmission device in which the input shaft is connected to the output shaft of the prime mover and the output shaft is connected to the axle side of the vehicle, and the power input to the input shaft is transmitted to the output shaft by switching the engagement state of the clutch.
  • a mechanical pump that generates fluid pressure by the power from the prime mover and supplies the fluid pressure to the clutch;
  • An electromagnetic pump that is driven by power supply, generates fluid pressure and supplies the clutch to the clutch;
  • An accumulator connected to a flow path connecting the clutch and the electromagnetic pump, and accumulating fluid pressure acting on the clutch and the electromagnetic pump;
  • a switching valve that selectively switches the flow path connection between the mechanical pump side and the clutch and the flow path connection between the electromagnetic pump and the clutch; When the mechanical pump is driven, the switching valve is driven so that the mechanical pump side and the clutch are connected, and when the electromagnetic pump is driven instead of driving the mechanical pump, the electromagnetic pump And a valve drive unit that drives the switching valve so that the clutch is connected to the clutch, It is a summary to provide.
  • a mechanical pump that generates fluid pressure by the power from the prime mover and supplies the fluid pressure to the clutch, and an electromagnetic pump that is driven by power supply to generate fluid pressure and supply the clutch to the clutch.
  • An accumulator that is connected to a flow path connecting the clutch and the electromagnetic pump and accumulates a fluid pressure acting on the clutch and the electromagnetic pump; a flow path connection between the mechanical pump side and the clutch; and a flow between the electromagnetic pump and the clutch.
  • a switching valve that selectively switches between road connections and an electromagnetic pump instead of driving the mechanical pump by driving the switching valve so that the mechanical pump side and the clutch are connected when the mechanical pump is driven
  • a valve drive unit for driving the switching valve is provided so that the electromagnetic pump and the clutch are connected.
  • the fluid pressure accumulated in the accumulator with the switching of the flow path of the switching valve can flow to the electromagnetic pump side. It is possible to prevent a significant decrease in hydraulic pressure.
  • the hydraulic pressure is applied to the clutch that connects the input and output shafts from the electromagnetic pump before the output of power from the prime mover is started, the mechanical pump starts to operate by the power of the prime mover.
  • transmission of power from the prime mover can be started quickly.
  • the “motor” includes an internal combustion engine capable of automatic stop and automatic start, and also includes an electric motor.
  • 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 accumulator may have a capacity designed so that a working fluid is filled in a flow path between the electromagnetic pump and the clutch. By doing so, it is possible to reliably prevent a momentary drop in hydraulic pressure of the clutch.
  • the switching valve includes a first input port that inputs a working fluid from the mechanical pump, a second input port that inputs a working fluid from the electromagnetic pump, and the input operation.
  • a hollow sleeve formed with an output port for outputting fluid to the clutch, and a shaft-like member inserted into the sleeve, which is moved in the axial direction by the valve drive unit to close the second input port.
  • a spool that switches between a state of communicating the first input port and the output port and a state of closing the first input port and communicating the second input port and the output port;
  • the switching valve is a hollow sleeve in which an input port for inputting the working fluid from the mechanical pump and an output port for outputting the input working fluid to the clutch are formed.
  • the electromagnetic pump is connected to a flow path connecting the output port of the switching valve and the clutch, and the accumulator is connected to a flow path of the switching valve by the valve drive unit.
  • the accumulated fluid pressure can be supplied to the electromagnetic pump. It can be assumed to be connected to a flow passage for connecting the clutch and the output port.
  • the prime mover stops when the vehicle stops, when the clutch is completely engaged with the switching of the flow path of the switching valve by the valve drive unit. It is also possible to provide a control means for performing stop-time control for driving and controlling the electromagnetic pump so that the fluid pressure acts on the clutch in a state lower than the above pressure. If it carries out like this, when starting the action
  • the power transmission device includes a regulator valve that regulates the fluid pressure generated by the mechanical pump to generate a line pressure, and the control means is configured to stop the prime mover as the stop-time control.
  • the regulator valve may be controlled so that the fluid pressure acting on the clutch is increased from the mechanical pump side. In this way, accumulation of fluid pressure in the accumulator can be promoted before the prime mover is stopped.
  • an automatic transmission capable of transmitting the power from the prime mover to the axle side by changing the gear ratio by switching the engagement state of a plurality of clutches
  • the control means is means for performing the stop-time control on a clutch that forms a start gear ratio among the plurality of clutches when the prime mover is stopped as the vehicle is stopped. You can also If it carries out like this, when starting the output of motive power from a motor
  • the valve driving unit drives the switching valve by configuring such that the fluid pressure from the mechanical pump is directly or indirectly introduced into the switching valve as a signal pressure.
  • the switching valve connects the mechanical pump side and the clutch in a flow path when the signal pressure is introduced, and flows the electromagnetic pump and the clutch when the signal pressure is not introduced. It may be configured to be connected in a road. In this way, the entire apparatus can be reduced in size by switching the switching valve with a simple configuration.
  • the power transmission device further includes a pressure regulating valve that supplies fluid pressure generated by the mechanical pump to the clutch with pressure regulation.
  • the pressure regulating valve and the electromagnetic pump are integrated electromagnetic valves.
  • a first port group including a port, an output port for outputting a working fluid to the clutch side, and a discharge port is formed, and the spool slides in the axial direction.
  • a pressure regulating chamber is formed between the sleeve and the spool so as to function as a pressure regulating valve that regulates the working fluid input from the input port with discharge of the discharge port and outputs the pressure to the output port.
  • a second port group including a suction port for sucking the working fluid from the mechanical pump side and a discharge port for discharging the working fluid to the clutch is formed as the various ports, and the thrust from the electromagnetic unit is formed.
  • the apparatus can be further reduced in size as compared with the case where the pressure regulating valve and the electromagnetic pump are provided separately.
  • the drive source of the pressure regulating valve and electromagnetic pump is one electromagnetic part, and since the pressure regulating valve function and the electromagnetic pump function cannot be achieved at the same time, the electromagnetic pump is ready for driving when functioning as a pressure regulating valve However, since the fluid pressure accumulated in the accumulator flows to the electromagnetic pump side, switching from the pressure regulating valve function to the electromagnetic pump function can be performed smoothly.
  • the vehicle of the present invention Prime mover
  • the power transmission device of the present invention according to any one of the aspects described above, that is, basically, the input shaft is connected to the output shaft of the prime mover, the output shaft is connected to the axle side of the vehicle, and the clutch is engaged.
  • An electromagnetic pump that is driven by supply and generates a fluid pressure to supply the clutch, and a flow path that connects the clutch and the electromagnetic pump, and a fluid pressure that acts on the clutch and the electromagnetic pump.
  • the switching valve is driven so that the mechanical pump side and the clutch are connected, and when the electromagnetic pump is driven instead of driving the mechanical pump, the electromagnetic pump And a valve drive unit that drives the switching valve so that the clutch is connected, and a power transmission device,
  • the main point is to install.
  • the effects exerted by the power transmission device of the present invention for example, an instantaneous decrease in hydraulic pressure of the clutch can be prevented.
  • An effect, an effect that the transmission of power from the prime mover can be started quickly, an effect that the pressure regulating valve and the electromagnetic pump are integrated, and the entire apparatus can be miniaturized can be exhibited.
  • FIG. 2 is a partial configuration diagram showing an outline of a configuration of a drive system of a clutch C1 in a hydraulic circuit 40.
  • FIG. 1 is a configuration diagram showing an outline of a configuration of a solenoid valve 100.
  • FIG. 3 is a flowchart showing an example of an automatic stop control routine executed by a main ECU 60.
  • FIG. 1 is a block diagram showing an outline of the configuration of an automobile 10 incorporating a power transmission device 20 as an embodiment of the present invention
  • FIG. 2 shows the configuration of an automatic transmission 30 provided in the power transmission device 20 of the embodiment
  • FIG. 3 is an explanatory diagram showing an operation table of the automatic transmission 30.
  • an automobile 10 is connected to 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 a crankshaft 14 of the engine 12.
  • the power transmission device 20 of the embodiment is connected to a drive shaft 82 coupled to the left and right wheels 86a and 86b via a differential gear 84 and transmits power from the engine 12 to the drive shaft 82.
  • the operation of the engine 12 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 18.
  • the engine ECU 18 is configured as a microprocessor centered on a CPU.
  • a ROM that stores a processing program
  • a RAM that temporarily stores data
  • an input / output port And a communication port.
  • the engine ECU 18 receives signals from various sensors necessary for controlling the operation of the engine 12, such as the rotation speed sensor 16 attached to the crankshaft 14, via the input port.
  • a drive signal to the throttle motor that adjusts 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 13 that cranks the engine 12, and the like are output via the output port. ing.
  • the engine ECU 18 communicates with a main electronic control unit (hereinafter referred to as a main ECU) 60 that controls the entire vehicle.
  • the engine ECU 18 controls the engine 12 by a control signal from the main ECU 60, and the operating state of the engine 12 as necessary. Is output to the main ECU 60.
  • the power transmission device 20 of the embodiment is configured as a transaxle device that transmits power from the engine 12 to the drive shaft 82, and an input-side pump impeller 22 a connected to the crankshaft 14 of the engine 12 and an output-side pump impeller 22 a.
  • a torque converter 22 having a lock-up clutch comprising a turbine runner 22b, a mechanical oil pump 42 disposed downstream of the torque converter 22 for pumping hydraulic oil by power from the engine 12, and the turbine runner 22b side of the torque converter 22
  • a hydraulically driven stepped automatic transmission 30 that has an input shaft 36 connected to the output shaft 38 and an output shaft 38 connected to the drive shaft 82 and that shifts the power input to the input shaft 36 and outputs it to the output shaft 38.
  • Actuator driving this automatic transmission 30 It includes a hydraulic circuit 40 as data, automatic transmission 30 (hydraulic circuit 40) electronic control unit for an automatic transmission for controlling (hereinafter, referred to as ATECU) 26, and a main ECU 60.
  • the automatic transmission 30 includes a double-pinion planetary gear mechanism 30a, two single-pinion planetary gear mechanisms 30b and 30c, three clutches C1, C2, and C3, and four brakes B1, B2, and so on. B3, B4 and three one-way clutches F1, F2, F3 are provided.
  • the double pinion planetary gear mechanism 30a includes a sun gear 31a as an external gear, a ring gear 32a as an internal gear arranged concentrically with the sun gear 31a, and a plurality of first pinion gears 33a meshing with the sun gear 31a.
  • a carrier 35a that engages with the first pinion gear 33a and meshes with the ring gear 32a and connects the plurality of first pinion gears 33a and the plurality of second pinion gears 34a so as to rotate and revolve freely.
  • the sun gear 31a is connected to the input shaft 36 via the clutch C3, and the rotation of the brake B3 connected via the one-way clutch F2 can be restricted freely or in one direction.
  • the ring gear 32a is turned on and off by the brake B2. It has become the rotation to freely or fixed, the carrier 35a is adapted to the rotation by release of the brake B1 while being restricted its rotation in one direction by the one-way clutch F1 freely or fixed.
  • the single-pinion type planetary gear mechanism 30b includes a sun gear 31b as an external gear, a ring gear 32b as an internal gear disposed concentrically with the sun gear 31b, and a plurality of pinion gears that mesh with the sun gear 31b and mesh with the ring gear 32b. 33b and a carrier 35b that holds the plurality of pinion gears 33b so as to rotate and revolve freely.
  • the sun gear 31b is connected to the input shaft 36 via the clutch C1
  • the ring gear 32b is a double-pinion planetary gear mechanism 30a.
  • the carrier 35b is connected to the input shaft 36 via the clutch C2 and can be rotated by the one-way clutch F3. Can be regulated in the direction .
  • the single-pinion planetary gear mechanism 30c includes a sun gear 31c as an external gear, a ring gear 32c as an internal gear disposed concentrically with the sun gear 31c, and a plurality of gears meshed with the sun gear 31c and meshed with the ring gear 32c.
  • the pinion gear 33c and a carrier 35c that holds the plurality of pinion gears 33c so as to rotate and revolve freely.
  • the sun gear 31c is connected to the sun gear 31b of the single pinion planetary gear mechanism 30b, and the ring gear 32c is a single pinion type. It is connected to the carrier 35b of the planetary gear mechanism 30b, and its rotation can be freely or fixed by turning on and off the brake B4.
  • the carrier 35c is connected to the output shaft 38.
  • the automatic transmission 30 can be switched between forward 1st to 5th, reverse and neutral by turning on and off the clutches C1 to C3 and turning on and off the brakes B1 to B4.
  • the state of the first forward speed that is, the state in which the rotation of the input shaft 36 is decelerated at the largest reduction ratio and transmitted to the output shaft 38, the clutch C1 is turned on and the clutches C2 and C3 and the brakes B1 to B4 are turned off. Can be formed.
  • this forward first speed state at the time of engine braking, turning on the brake B4 fixes the rotation of the ring gear 32c instead of the one-way clutch F3.
  • the second forward speed state can be formed by turning on the clutch C1 and the brake B3 and turning off the clutches C2, C3 and the brakes B1, B2, B4.
  • the rotation of the ring gear 32a and the ring gear 32b is fixed in place of the one-way clutch F1 and the one-way clutch F2 by turning on the brake B2.
  • the state of the third forward speed can be formed by turning on the clutches C1, C3 and the brake B3 and turning off the clutch C2 and the brakes B1, B2, B4.
  • the state of the fourth forward speed can be formed by turning on the clutches C1 to C3 and the brake B3 and turning off the brakes B1, B2, and B4.
  • the state of the fifth forward speed that is, the state where the rotation of the input shaft 36 is decelerated (accelerated) with the smallest reduction ratio and transmitted to the output shaft 38, the clutches C2 and C3 and the brakes B1 and B3 are turned on and the clutch It can be formed by turning off C1 and brakes B2 and B4.
  • the neutral state that is, the separation of the input shaft 36 and the output shaft 38 can be performed by turning off all the clutches C1 to C3 and the brakes B1 to B4.
  • the reverse state can be formed by turning on the clutch C3 and the brake B4 and turning off the clutches C1 and C2 and the brakes B1 to B3.
  • FIG. 4 is a partial configuration diagram showing an outline of the configuration of the drive system of the clutch C1 in the hydraulic circuit 40.
  • the hydraulic circuit 40 includes an oil pan 41 that stores hydraulic oil, a strainer 41 a that filters the hydraulic oil stored in the oil pan 41, and mechanical oil using power from the engine 12.
  • a regulator valve 43 that adjusts the pressure (line pressure PL) of the hydraulic oil pumped from the oil pan 41 through the strainer 41a by the pump 42, and a modulator pressure PMOD that is generated from the line pressure PL via a modulator valve (not shown).
  • the linear solenoid 44 that drives the regulator valve 43 by adjusting the pressure and outputting it as a signal pressure, the input port 45a for inputting the line pressure PL, the output port 45b for D (drive) position, and the output port 45c for R (reverse) position Etc. are formed and linked to the operation of the shift lever 71 Functions as a linear solenoid that inputs and regulates hydraulic oil from the D-position port 45b of the manual valve 45 and outputs it to the clutch C1 side, and pressure-feeds hydraulic oil to the clutch C1.
  • the electromagnetic valve 100 that also functions as an electromagnetic pump, the hydraulic oil from the electromagnetic valve 100 that functions as a linear solenoid, and the hydraulic oil from the electromagnetic valve 100 that functions as an electromagnetic pump are selectively input to the clutch.
  • a switching valve 50 that outputs to the C1 side, and a damper that is connected to an oil passage between the clutch C1 and the switching valve 50 and functions to suppress absorption of hydraulic pulsation from each pump and sudden change in hydraulic pressure acting on the clutch C1.
  • it is constituted by an accumulator 90 for accumulating hydraulic pressure acting on the clutch C1.
  • An oil passage 49 that connects the switching valve 50 and the accumulator 90 is provided with an orifice 49a.
  • the hydraulic systems of the clutches C2 and C3 other than the clutch C1 and the brakes B1 to B4 are omitted because they do not form the core of the present invention, but these hydraulic systems are well known linear solenoids. Etc. can be used.
  • the details of the electromagnetic valve 100 included in the hydraulic circuit 40 will be further described.
  • FIG. 5 is a configuration diagram showing an outline of the configuration of the electromagnetic valve 100.
  • the solenoid valve 100 generates an optimal clutch pressure from the line pressure PL input via the manual valve 45 and functions as a direct control linear solenoid valve capable of directly controlling the clutch C1 and generates electromagnetic pressure.
  • the solenoid unit 110 is also configured to function as a pump.
  • the pressure control valve unit 120 is driven by the solenoid unit 110 to input the line pressure PL and adjusts and outputs the input line pressure PL.
  • a pump unit 130 that is driven by the solenoid unit 110 to pump hydraulic oil.
  • the solenoid unit 110 includes a case 111 as a bottomed cylindrical member, a coil (solenoid coil) 112 in which an insulating wire is wound around an insulating bobbin disposed on the inner peripheral side of the case 111, and an opening end of the case 111
  • a first core 114 comprising a flange portion 114 a having a flange outer peripheral portion fixed to the portion, a cylindrical portion 114 b extending in the axial direction from the flange portion 114 a along the inner peripheral surface of the coil 112, and a bottom portion of the case 111.
  • a cylindrical second extending in the axial direction is in contact with the inner peripheral surface of the formed recess and along the inner peripheral surface of the coil 112 to a position spaced apart from the cylindrical portion 114b of the first core 114.
  • the solenoid unit 110 is provided with a terminal from the coil 112 in a connector unit 119 formed on the outer periphery of the case 111, and the coil 112 is energized through this terminal.
  • the case 111, the first core 114, the second core 115, and the plunger 116 are all formed of a ferromagnetic material such as high-purity iron, and the end surface of the cylindrical portion 114b of the first core 114 and the second core
  • the space between the end surface of the core 115 is formed so as to function as a nonmagnetic material.
  • this space should just function as a nonmagnetic material, you may provide nonmagnetic metals, such as stainless steel and brass.
  • the solenoid unit 110 when the coil 112 is energized, a magnetic circuit is formed in which a magnetic flux flows around the coil 112 in the order of the case 111, the second core 115, the plunger 116, the first core 114, and the case 111. As a result, a suction force acts between the first core 114 and the plunger 116 to suck the plunger 116. As described above, the shaft 118 that is slidable in the axial direction on the inner peripheral surface of the first core 114 is in contact with the tip of the plunger 116. It is pushed out (to the left in the figure).
  • the pressure regulating valve unit 120 and the pump unit 130 are a common cylindrical member, and a substantially cylindrical sleeve 122 incorporated in the valve body 102 and attached at one end to the first core 114 by the case 111 of the solenoid unit 110, and a sleeve A spool 124 inserted into the internal space 122 and having one end abutted against the tip of the shaft 118 of the solenoid unit 110, an end plate 126 screwed to the other end of the sleeve 122, and the spool 124 in the direction toward the solenoid unit 110 And a spring 128 for biasing.
  • the sleeve 122 has an input port 122a that inputs hydraulic oil from the D-position output port 45b of the manual valve 45 and hydraulic oil that is input to the clutch C1 side as an opening in a region that forms the pressure regulating valve portion 120.
  • the output port 122b for discharging, the drain port 122c for draining the input hydraulic fluid, and the hydraulic fluid output from the output port 122b via the oil passage 122e formed by the inner surface of the valve body 102 and the outer surface of the sleeve 122.
  • a feedback port 122d for inputting and applying a feedback force to the spool 124 is formed.
  • the sleeve 122 has, as openings in the region forming the pump portion 130, a suction port 132a for sucking hydraulic oil, a discharge port 132b for discharging the sucked hydraulic oil, and the function of the pump portion 130 being stopped. And a drain port 132c for discharging the remaining hydraulic oil.
  • the spool 124 is formed as a shaft-like member inserted into the sleeve 122.
  • the spool 124 includes three cylindrical lands 124a, 124b, and 124c that can slide on the inner wall of the sleeve 122, and the land 124a and the land 124b.
  • the input port 122a, the output port 122b, and the drain are connected to each other so that the outer diameter is smaller than the outer diameter of the lands 124a, 124b and the outer diameter decreases from the lands 124a, 124b toward the center.
  • the connecting portion 123a capable of communicating between each port of the port 122c, the land 124b and the land 124c having a smaller outer diameter are connected to each other along the inner wall of the sleeve 122 in the direction toward the solenoid portion 110 with respect to the spool 124.
  • Connecting portion 12 forming a feedback chamber for applying a feedback force b, a suction check valve 134 connected to the land 124c, and a discharge check valve 136 interposed between the suction check valve 134 and the end plate 126.
  • the sleeve 122 and the spool 124 A pressure regulating chamber 121 is formed by the communication portion 123 a and the lands 124 a and 124 b, and a pump chamber 131 is formed by the sleeve 122, the suction check valve 134 for the spool 124, and the discharge check valve 136.
  • the check valve 134 for suction of the pump unit 130 is connected to the land 124c and has a cylindrical main body 134a having an opening 133 communicating with the pump chamber 131 and the suction port 132a in the center, a ball 134b, and the ball 134b. And a spring 134c that presses the opening 134b against the opening 133 of the main body 134a.
  • the opening 133 is closed by the biasing force of the spring 134c to close the valve, and the pump chamber 131 has a negative pressure.
  • the spring 134c contracts, the opening 133 is opened to open the valve.
  • the discharge check valve 136 also functions as a spring receiver that receives the spring 128 and the spring 134c of the suction check valve 134, and has a cylindrical shape having an opening 135 that communicates with the discharge port 132b at the center.
  • the valve 135 is closed and closed, and when the pressure in the pump chamber 131 is positive, the opening 135 is opened with the contraction of the spring 136c and the valve is opened.
  • the spool 124 is moved to the solenoid unit 110 side by the urging force of the spring 136c and the spring 128, and the inside of the pump chamber 131 is negatively sucked in the hydraulic oil.
  • the valve 112 is sucked into the pump chamber 131 from the suction port 132a through the check valve 134 and the coil 112 of the solenoid unit 110 is turned off, the spool 124 is moved to the end plate 126 side by the thrust from the solenoid unit 110.
  • the hydraulic oil sucked in with a positive pressure in the pump chamber 131 can be discharged from the discharge port 132 b via the discharge check valve 136.
  • the operation of the electromagnetic valve 100 that is, the operation when functioning as a linear solenoid and the operation when functioning as an electromagnetic pump will be described.
  • the operation when functioning as a linear solenoid will be described.
  • the input port 122a is closed by the land 124b and the output port 122b and the drain port are connected via the communication part 123a. 122c is communicated. Accordingly, no hydraulic pressure acts on the clutch C1.
  • the plunger 116 When energization of the coil 112 is turned on, the plunger 116 is attracted to the first core 114 with a suction force corresponding to the magnitude of the current applied to the coil 112, and the shaft 118 is pushed out accordingly, and the shaft The spool 124 that is in contact with the tip of 118 moves to the end plate 126 side.
  • the input port 122a, the output port 122b, and the drain port 122c are in communication with each other, and part of the hydraulic fluid input from the input port 122a is output to the output port 122b and the remainder is output to the drain port 122c. Is done.
  • hydraulic oil is supplied to the feedback chamber through the feedback port 122d, and a feedback force corresponding to the output pressure of the output port 122b acts on the spool 124 in the direction toward the solenoid unit 110. Accordingly, the spool 124 stops at a position where the thrust (suction force) of the plunger 116, the spring force of the spring 128, and the feedback force are just balanced. At this time, the larger the current applied to the coil 112, that is, the greater the thrust of the plunger 116, the more the spool 124 moves toward the end plate 126, thereby widening the opening area of the input port 122a and reducing the opening area of the drain port 122c. Narrow.
  • the spool 124 moves to the end plate 126 side of the movable range of the plunger 116, the input port 122a and the output port 122b are communicated with each other by the communication portion 123a, and the drain port is caused by the land 124a.
  • 122c is closed and the output port 122b and the drain port 122c are shut off.
  • the maximum hydraulic pressure acts on the clutch C1.
  • the input port 122a is shut off while the power to the coil 112 is turned off, and the output port 122b and the drain port 122c are communicated. As you can see it works.
  • the spool 124 moves from the solenoid part 110 side to the end plate 126 side, so that the pressure in the pump chamber 131 becomes positive, and the suction check valve 134 closes and discharges.
  • the hydraulic check valve 136 is opened and the hydraulic oil sucked into the pump chamber 131 is discharged from the discharge port 132b via the discharge check valve 136.
  • this control is referred to as rectangular wave current control
  • the hydraulic oil is pumped through the solenoid valve 20 of the embodiment. It can function as an electromagnetic pump.
  • the details of the electromagnetic valve 100 have been described above.
  • the switching valve 50 is connected to an oil passage 46 between the signal pressure input port 52a for inputting the line pressure PL of the oil passage 47 connected to the mechanical oil pump 42 as a signal pressure, the strainer 41a, and the mechanical oil pump 42.
  • the input port 52e connected to the discharge port 132b, the output port 52f that selectively inputs the hydraulic pressure from the two input ports 52d and 52e, and outputs it to the clutch C1, and the drain port 132c of the pump unit 130.
  • Drain port for draining hydraulic oil input from the input port 52g and the input port 52g
  • the switching valve 50 overcomes the urging force of the spring 56, and the spool 54 moves to the position shown in the right half region in the figure, and the input port 52b and the output port The communication with 52c is cut off, the input port 52d and the output port 52f are connected, and the input port 52e is closed, so that the output port 122b of the pressure regulating valve unit 120 and the clutch C1 side are connected, and the line pressure PL is a signal.
  • the spool 54 When the pressure is not input to the pressure input port 52a, the spool 54 is moved to the position shown in the left half region in the drawing by the urging force of the spring 56, and the input port 52b and the output port 52c are connected to each other to connect the strainer 41a and the mechanical oil pump.
  • the suction port 13 of the pump unit 130 is connected to the oil passage 46 between the pump unit 130 and the oil passage 46. Communicating the discharge port 132b and the clutch C1 of the pump unit 130 by communicating the input port 52e and the output port 52f closes the input port 52d as well as connecting a.
  • the output port 52c and the drain port 52h communicate with each other so that hydraulic fluid is not supplied to the suction port 132a of the pump unit 130 and the input port 52g. And the drain port 52h communicate with each other so that hydraulic oil is drained from the drain port 132c of the pump unit 130.
  • the accumulator 90 urges the piston 92 to slide in an accumulator chamber in which the oil pressure of the oil passage 49 connected to the output port 52f of the switching valve 50 and the clutch C1 is input and output, and to push the piston 92 to the oil passage 94 side. And a spring 94.
  • the piston 92 moves backward against the bias of the spring 94 to accumulate the hydraulic pressure, and as the hydraulic pressure acting on the clutch C1 decreases, the piston 92 attaches to the spring 94.
  • the hydraulic pressure that is pushed out by the force and accumulated is output.
  • the accumulator 90 has a pressure accumulation capacity designed so that hydraulic oil can be filled in an oil passage that connects the clutch C1 and the discharge port 132b of the pump portion 130 of the solenoid valve 100.
  • the ATECU 26 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port.
  • the ATECU 26 receives input shaft rotational speed Nin from the rotational speed sensor 24 attached to the input shaft 36, output shaft rotational speed Nout from the rotational speed sensor attached to the output shaft 38, and the like via the input port.
  • the AT ECU 26 outputs drive signals to various solenoids such as the linear solenoid 44 and the electromagnetic valve 100 through an output port.
  • the ATECU 26 communicates with the main ECU 60, controls the automatic transmission 30 (hydraulic circuit 40) by a control signal from the main ECU 60, and outputs data related to 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. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port.
  • the main ECU 60 includes an ignition signal from the ignition switch 70, a shift position SP from the shift position sensor 72 that detects the operation position of the shift lever 71, and an accelerator opening from the accelerator pedal position sensor 74 that detects the amount of depression of the accelerator pedal 73.
  • the degree Acc, the brake switch signal BSW from the brake switch 76 that detects the depression of the brake pedal 75, the vehicle speed V from the vehicle speed sensor 78, and the like are input via the input port.
  • the main ECU 60 is connected to the engine ECU 18 and the ATECU 26 via a communication port, and exchanges various control signals and data with the engine ECU 18 and the ATECU 26.
  • the shift lever 62 when the shift lever 62 is traveling in the “D (drive)” traveling position, the vehicle speed V is 0, the accelerator is off, the brake switch signal BSW is on, and so on.
  • the engine 12 is automatically stopped.
  • 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.
  • FIG. 6 is a flowchart showing an example of an automatic stop control routine executed by the main ECU 60. This routine is executed when the automatic stop condition of the engine 12 is satisfied while the shift lever 62 is traveling with the D position. In this traveling state, the switching valve 50 shuts off the discharge port 132b of the pump unit 130 of the solenoid valve 100 and the clutch C1 in a flow path and allows the output port 122b of the pressure regulating valve unit 120 and the clutch C1 to flow. The road is connected.
  • the CPU of the main ECU 60 first transmits an idling operation command to the engine ECU 18 so that the engine 12 is idling (step S100), and a predetermined time T1 (for example, 100 msec or 150 msec). , 200 msec, etc.) (step S110).
  • a predetermined time T1 for example, 100 msec or 150 msec). , 200 msec, etc.
  • a drive command for driving the linear solenoid 44 to be controlled by the regulator valve 43 so as to maximize the line pressure PL is transmitted to the ATECU 26 (step S120), and the solenoid valve 100 functioning as a linear solenoid is also transmitted.
  • a drive command is transmitted to the ATECU 26 so as to maximize the current applied to the coil 112 (step S130), and a predetermined time T2 (for example, 200 msec, 300 msec, 400 msec, etc.) is waited for (step S140).
  • a predetermined time T2 for example, 200 msec, 300 msec, 400 msec, etc.
  • the mechanical oil pump 42 is used.
  • the hydraulic oil pressure-fed by can be applied directly to the clutch C1, and the hydraulic pressure applied to the clutch C1 can be increased. The reason for doing this is to increase the amount of hydraulic pressure accumulated in the accumulator 90.
  • a fuel cut command is transmitted to the engine ECU 18 so that the engine 12 is fuel-cut (step S150), and the engine speed Ne detected by the engine speed sensor 16 and input by communication from the engine ECU 18 is determined by the machine. It waits for the rotational speed to become less than the predetermined rotational speed Nref1 at which the oil pump 42 does not function (step S160).
  • the line pressure PL is released, and the switching valve 50 for inputting the line pressure PL as a signal pressure connects the discharge port 132b of the pump unit 130 and the clutch C1 in a flow path, and also regulates the pressure.
  • the hydraulic pressure accumulated in the accumulator 90 is introduced to the discharge port 132b side of the pump section 130.
  • the rectangular wave current control command is held so that the hydraulic pressure that the solenoid valve 100 functions as an electromagnetic pump and acts on the clutch C1 is maintained at the hydraulic pressure Pset lower than the hydraulic pressure at the time of full engagement. Is transmitted to the AT ECU 26 (step S170).
  • the solenoid valve 100 is configured as an integrated solenoid valve having the pressure regulating valve portion 120 that functions as a linear solenoid and the pump portion 130 that functions as an electromagnetic pump.
  • the electromagnetic valve 100 cannot prepare for starting the electromagnetic pump when functioning as a linear solenoid, but in this embodiment, the hydraulic pressure accumulated in the accumulator 90 is supplied to the electromagnetic valve 100 side. Thus, it is possible to prepare for functioning as an electromagnetic pump, so that the hydraulic pressure acting on the clutch C1 can be prevented from instantaneously decreasing. Further, as described above, since the accumulator 90 is designed to have a pressure accumulation capacity so that hydraulic fluid can be filled in the oil passage that connects the clutch C1 and the discharge port 132b of the pump portion 130 of the solenoid valve 100, the solenoid valve 100 is designed.
  • the function as a linear solenoid can be smoothly switched to the function as an electromagnetic pump.
  • the solenoid valve 100 is replenished with hydraulic oil from the pump unit 130 by an amount leaking from a seal ring or the like provided between the clutch piston and the drum, and the clutch piston is held at the stroke end.
  • the pumping capacity as an electromagnetic pump was designed so as to stand by in a low pressure state.
  • step S180 a cranking command for driving and controlling the starter motor 13 so as to crank the engine 12 is transmitted to the engine ECU 18 (step S190), and the engine speed Ne. Waits for a predetermined rotational speed Nref2 or more for determining the operation of the mechanical oil pump 42 (step S200), and the electromagnetic valve 100 functioning as an electromagnetic pump is used as a linear solenoid for starting.
  • a drive command to increase the current applied to the coil 112 so that the clutch C1 is engaged is transmitted to the ATECU 26 (step S210), and when it is determined that the engine 12 is completely exploded (step S220), this routine is executed. finish.
  • the solenoid valve 100 functions as a linear solenoid and adjusts the pressure to the optimum clutch pressure for the engagement of the clutch C1.
  • the suction port 132a of the pump unit 130 is connected to the oil path 46 on the upstream side of the mechanical oil pump 42 on the downstream side of the strainer 41a, and no hydraulic pressure acts on the suction port 132a.
  • the presence of the portion 130 does not adversely affect the pressure adjustment accuracy when the solenoid valve 100 functions as a linear solenoid.
  • FIG. 7 is an explanatory diagram showing changes over time in the vehicle speed V, the engine speed Ne, the accelerator opening Acc, the brake switch signal BSW, the line pressure PL, the hydraulic pressure of the clutch C1, and the current command of the solenoid unit 110 of the solenoid valve 100. It is. As shown in the figure, at time t12 when a predetermined time T1 has elapsed since the automatic stop condition of the engine 12 was established at time t11, the line pressure PL is maximized and the current applied to the solenoid unit 110 of the solenoid valve 100 is maximized.
  • the accumulator 90 connected to the clutch C1 is accumulated, and fuel is cut at time t13 after the lapse of the predetermined time T1, and the engine speed Ne becomes less than the predetermined speed Nref and the mechanical oil pump 42 does not function.
  • the switching valve 50 that inputs the line pressure PL as a signal pressure connects the discharge port 132b of the pump unit 130 and the clutch C1 in a flow path, and also connects the output port 122b of the pressure regulating valve unit 120 and the clutch C1.
  • the hydraulic pressure accumulated in the accumulator 90 is discharged from the discharge port 132 of the pump unit 130.
  • the line pressure PL is regulated by the regulating valve unit 120 from the mechanical oil pump 42 driven by the engine 12 to the clutch C1 that forms the first forward speed for starting.
  • a pressure regulating valve that functions as a pressure regulating valve that outputs the hydraulic oil from the pump portion 130 by the rectangular wave current control of the solenoid portion 110 to the same clutch C1, and a pressure regulating valve portion
  • a switching valve 50 that selectively inputs the hydraulic pressure from 120 and the hydraulic pressure from the pump unit 130 and outputs the hydraulic pressure to the clutch C1 side, and an accumulator 90 that accumulates the hydraulic pressure acting on the clutch C1 are provided.
  • the hydraulic pressure accumulated in the accumulator 90 when switching to the hydraulic pressure from the pump unit 130 instead of the hydraulic pressure from Since satisfying an oil passage for communicating the flop 130 and the clutch C1, it is possible hydraulic pressure acting on the clutch C1 can be prevented from decreasing instantaneously.
  • the accumulator 90 is designed to have a pressure accumulation capacity so that hydraulic fluid can be filled in an oil passage that communicates the clutch C1 and the pump portion 130 of the electromagnetic valve 100, the electromagnetic pump 100 can function as an electromagnetic pump. Can smoothly switch to the function.
  • an electric oil pump is provided in parallel with the mechanical oil pump 42, and when the engine 12 is automatically stopped, the electric oil pump is driven to hold the clutch C1 in a low pressure state via the pressure regulating valve.
  • the physique of the pump can be significantly reduced.
  • the clutch C1 can be fully engaged quickly when the accelerator pedal 73 is depressed by waiting the clutch C1 that forms the first forward speed for starting while the engine 12 is automatically stopped. And start smoothly.
  • FIG. 8 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40B according to a modification.
  • the hydraulic circuit 40B of FIG. 8 the same components as those of the hydraulic circuit 40 of the embodiment are denoted by the same reference numerals, and the description thereof is omitted because it is redundant.
  • the hydraulic circuit 40B of this modified example includes a normally closed linear solenoid SLC1 that inputs and regulates and outputs the line pressure PL, instead of the solenoid valve 100 and the switching valve 50, and a strainer 41a.
  • a suction port 232a connected to the oil passage 46 on the downstream side and the upstream side of the mechanical oil pump 42 and a discharge port 232b connected to the clutch C1 side are formed, and hydraulic oil is sucked from the suction port 232a and discharged.
  • the electromagnetic pump 200 that discharges from the 232b, and the switching valve 150 that performs communication and disconnection between the output port 222b of the linear solenoid SLC1 and the clutch C1 side are provided.
  • the linear solenoid SLC1 may be a normally open type.
  • the switching valve 150 has a signal pressure input port 152a for inputting the line pressure PL as a signal pressure, an input port 152b connected to the output port 222b of the linear solenoid SLC1, a discharge port 232b of the electromagnetic pump 200, and an output connected to the clutch C1.
  • the sleeve 152 includes a port 152c, a spool 154 that slides in the sleeve 152 in the axial direction, and a spring 156 that biases the spool 154 in the axial direction.
  • the switching valve 150 overcomes the urging force of the spring 156 and moves the spool 154 to the position shown in the left half region in the figure, and the input port 152b and the output port 152c is connected to the output port 222b of the linear solenoid SLC1 and the clutch C1 side, and when the line pressure PL is not input to the signal pressure input port 152a, the spool 154 is moved to the right half in the figure by the biasing force of the spring 156. And the input port 152b is closed to block the communication between the output port 222b of the linear solenoid SLC1 and the clutch C1 side.
  • FIG. 9 is a flowchart showing an automatic stop control routine of a modified example.
  • the same processing as the automatic stop control routine of the embodiment will be described in a simplified manner.
  • the engine 12 is idling (step S300), and when the predetermined time T1 elapses (step S310), the linear solenoid 44 is driven and controlled so that the line pressure becomes maximum (step S310).
  • step S315) the current applied to the solenoid portion (coil) of the linear solenoid SLC1 is maximized (step S320), and when the predetermined time T2 has elapsed (step S330), the engine 12 is fuel cut (step S340).
  • the rectangular wave current control for applying the rectangular wave current to the solenoid part (coil) of the electromagnetic pump 200 is performed so that the driving of the electromagnetic pump 200 is started (step S350), and when the engine speed Ne becomes substantially 0 (step S360).
  • Apply to the linear solenoid SLC1 Current is turned off (steps S370).
  • step S380 when the automatic start condition is satisfied (step S380), the engine 12 is cranked by the starter motor 13 (step S390), and when the engine speed Ne becomes equal to or higher than the predetermined speed Nref2 (step S400).
  • the electromagnetic pump 200 is stopped (step S410), the current applied to the solenoid portion of the linear solenoid SLC1 is increased (step S420), and when the engine 12 is completely detonated (step S430), this routine is terminated.
  • FIG. 10 shows the time change of the vehicle speed V, the engine speed Ne, the accelerator opening Acc, the brake switch signal BSW, the line pressure PL, the hydraulic pressure of the clutch C1, the current command of the linear solenoid SLC1, and the current command of the electromagnetic pump 200. Show the state.
  • the pressure accumulation capacity of the accumulator 90 is designed to be able to fill the oil passage that connects the discharge port 132b of the pump unit 130 of the solenoid valve 100 and the clutch C1. It is good also as what can fill at least one part of the oil path which connects the discharge port 132b of the part 130, and the clutch C1.
  • the accumulator 90 is configured as a spring type accumulator having a piston 92 and a spring 94.
  • a hydraulic accumulator such as a hydraulic accumulator can accumulate hydraulic pressure acting on the clutch C1. That's fine.
  • control is performed so that the line pressure PL is maximized in the control routine at the time of automatic stop, but the line pressure PL is increased so that the hydraulic pressure acting on the clutch C1 is increased. Any method may be used.
  • the solenoid valve 100 is configured to suck the filtered hydraulic oil from the oil passage 46 on the upstream side of the mechanical oil pump 42 on the downstream side of the strainer 41a. It is good also as what is comprised so that hydraulic fluid may be attracted
  • FIG. 11 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40C according to a modification. The same components as those of the hydraulic circuit 40 of the embodiment and the hydraulic circuit 40B of the modified example in the hydraulic circuit 40C of FIG.
  • the hydraulic circuit 40C of this modification is connected to the clutch C2 and connected to the clutch C2 instead of connecting the output port 122b of the pressure regulating valve portion 120 of the solenoid valve 100 to the input port 52d of the switching valve 50, as shown in the figure.
  • the output port 222b of the linear solenoid SLC1 is connected to the 50 input ports 52d. That is, the hydraulic oil is pumped from the pump part 130 of the solenoid valve 100 to the clutch C1 and the hydraulic pressure is outputted from the pressure regulating valve part 120 to the clutch C2.
  • the switching valve 50 is driven using the line pressure PL.
  • 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).
  • the line pressure PL or the modulator pressure may be supplied to the switching valve 50 via the solenoid valve and driven using the solenoid valve, or the electric motor and the rotary motion of the electric motor may be linearly moved. It may also be driven by a conversion mechanism that converts to
  • the power transmission device 20 is configured as a linear solenoid valve for direct control that generates an optimal clutch pressure from the line pressure PL and directly controls the clutch C1 when the electromagnetic valve 100 functions as a linear solenoid.
  • the clutch C1 may be controlled by generating a clutch pressure using this control valve by separately driving a control valve using a linear solenoid as a pilot control linear solenoid.
  • FIG. 12 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 40D according to a modification.
  • the same components as those of the hydraulic circuit 40 of the embodiment and the hydraulic circuits 40B and 40C of the modified examples are denoted by the same reference numerals, and the description thereof is omitted because it is duplicated.
  • the hydraulic circuit 40D of this modification directly connects the D (drive) position output port 45b of the manual valve 45 and the input port 152b of the switching valve 150 as shown in the figure. That is, the line pressure PL is directly supplied to the clutch C1 without adjusting the pressure.
  • the intake check valve 132 and the discharge check valve 134 are built in the sleeve 122, but either one is built in the valve body 102 outside the sleeve 122. Alternatively, both may be incorporated in the valve body 102.
  • the engine 22 corresponds to a “motor”
  • the automatic transmission 30, the hydraulic circuit 40, the AT ECU 26, and the main ECU 60 correspond to a “power transmission device”
  • the mechanical oil pump 42 corresponds to a “mechanical pump”.
  • the clutches C1 to C3 and the brakes B1 to B4 correspond to “clutch”
  • the solenoid valve 100 (solenoid unit 110 and pump unit 130) corresponds to “electromagnetic pump”
  • the oil connected to the mechanical oil pump 42 A configuration in which the line pressure PL is introduced into the signal pressure input port 52a of the switching valve 50 as a signal pressure through the path 47 corresponds to a “valve drive unit”
  • the main ECU 60 and the ATECU 26 correspond to “control means”.
  • the solenoid part 110 and the pressure regulating valve part 120 of the electromagnetic valve 100 correspond to a “pressure regulating valve”.
  • 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 that incorporates the automatic transmission 30 of the forward 1st to 5th speed 5-speed shift, but any number of automatic speeds such as 4-speed, 6-speed, and 8-speed A transmission may be incorporated. Further, the “power transmission device” is not limited to the one in which the automatic transmission is incorporated.
  • the “power transmission device” is directly connected to the wheels 86 a and 86 b via the differential gear 84 via the clutch on the crankshaft 14 of the engine 12. Any connection is possible as long as it is possible to connect and disconnect the shaft between the output shaft and the axle side of the prime mover by switching the engagement state of the clutch, such as being connected. I do not care.
  • the “electromagnetic pump” is not limited to the pump that pumps the working fluid to the clutch C1 that forms the first forward speed.
  • the gear position at the start is set to the first forward speed according to the driver's instruction or traveling state. When a gear other than the above (second forward speed or the like) is set, hydraulic oil may be pumped to a clutch or a brake that forms the gear.
  • the “pressure regulating valve” is not limited to a normally closed solenoid valve, and may be configured as a normally open solenoid valve.
  • the “control means” is not limited to the combination of the main ECU 60 and the ATECU 26, and may be realized by three or more electromagnetic control units or a single electronic control unit.
  • 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 present invention can be used in the automobile industry and the like.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention porte sur un dispositif de transmission de puissance qui comporte : une électrovanne (100) fonctionnant comme une électrovanne linéaire pour délivrer en sortie, à un embrayage (C1) qui forme une première vitesse vers l'avant, une pression de ligne (PL) fournie à partir d'une pompe à huile mécanique (42), qui est entraînée par un moteur, après avoir été régulée par une section de vanne de régulation de pression (120), et l'électrovanne (100) fonctionnant également comme une pompe électromagnétique pour l'envoi, sous pression, d'huile hydraulique vers l'embrayage (C1) à partir d'une section de pompe (130) par une commande à courant à onde rectangulaire d'une section solénoïde ; une vanne de commutation (50), dans laquelle la pression hydraulique de la section de vanne de régulation de pression (120) et la pression hydraulique de la section de pompe (130) sont mises en entrée sélectivement, et qui délivre en sortie la pression hydraulique à l'embrayage (C1) ; et un accumulateur (90) pour accumuler dans celui-ci la pression hydraulique agissant sur l'embrayage (C1). Lorsque la commutation est réalisée de la section de vanne de régulation de pression (120) à la section de pompe (130), la pression hydraulique accumulée dans l'accumulateur (90) peut être fournie au côté électrovanne (100), ce qui empêche que la pression hydraulique n'agisse sur l'embrayage (C1) à la suite d'une chute momentanée.
PCT/JP2009/067552 2008-11-20 2009-10-08 Dispositif de transmission de puissance et véhicule l'ayant monté sur celui-ci WO2010058660A1 (fr)

Priority Applications (3)

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US12/999,162 US8454477B2 (en) 2008-11-20 2009-10-08 Power transmitting device and vehicle having same mounted thereon
DE112009001536T DE112009001536T5 (de) 2008-11-20 2009-10-08 Leistungsübertragungsvorrichtung und Fahrzeug mit dieser
CN2009801252948A CN102089555B (zh) 2008-11-20 2009-10-08 动力传递装置和安装该动力传递装置的车辆

Applications Claiming Priority (4)

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JP2008-297253 2008-11-20
JP2008297253A JP5195343B2 (ja) 2008-11-20 2008-11-20 動力伝達装置およびこれを搭載する車両
JP2008-298527 2008-11-21
JP2008298527A JP5195346B2 (ja) 2008-11-21 2008-11-21 動力伝達装置およびこれを搭載する車両

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US (1) US8454477B2 (fr)
CN (1) CN102089555B (fr)
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JP5083235B2 (ja) * 2009-01-30 2012-11-28 アイシン・エィ・ダブリュ株式会社 動力伝達装置およびこれを搭載する車両
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US8454477B2 (en) 2013-06-04
US20110088990A1 (en) 2011-04-21

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