WO2010073765A1 - Organe moteur pour véhicule - Google Patents

Organe moteur pour véhicule Download PDF

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Publication number
WO2010073765A1
WO2010073765A1 PCT/JP2009/062653 JP2009062653W WO2010073765A1 WO 2010073765 A1 WO2010073765 A1 WO 2010073765A1 JP 2009062653 W JP2009062653 W JP 2009062653W WO 2010073765 A1 WO2010073765 A1 WO 2010073765A1
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WO
WIPO (PCT)
Prior art keywords
valve
electromagnetic
hydraulic pressure
vehicle drive
hydraulic
Prior art date
Application number
PCT/JP2009/062653
Other languages
English (en)
Japanese (ja)
Inventor
治樹 白坂
紀之 谷
優児 岩鶴
正義 加藤
卓司 秋山
秀一 竹田
正泰 伊藤
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
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 CN2009801368889A priority Critical patent/CN102159842A/zh
Priority to DE112009002282T priority patent/DE112009002282T5/de
Priority to JP2010543945A priority patent/JPWO2010073765A1/ja
Priority to US12/637,193 priority patent/US8282532B2/en
Publication of WO2010073765A1 publication Critical patent/WO2010073765A1/fr

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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
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0203—Control by fluid pressure with an accumulator; Details thereof
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3069—Engine ignition switch
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • 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
    • 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
    • F16H2312/20—Start-up or shut-down
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/686—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 specially adapted for stepped gearings without interruption of drive with orbital gears

Definitions

  • the present invention is for a vehicle capable of quickly supplying a hydraulic pressure to a hydraulic servo at the time of restarting an engine (vehicle drive source), for example, to quickly engage a friction engagement element capable of starting the vehicle.
  • the present invention relates to a driving device.
  • a vehicle equipped with a function that automatically stops the engine when a predetermined condition is satisfied during driving has been put into practical use.
  • a function that automatically stops the engine when a predetermined condition is satisfied during driving has been put into practical use.
  • the engine is stopped when all of the conditions such as vehicle speed zero, accelerator off, and brake on are satisfied.
  • the oil pump generally connected to the engine also stops.
  • the oil supplied to the forward clutch (hydraulic servo) to be engaged during forward travel also escapes from the oil passage, and the forward clutch has been released from its engaged state. turn into.
  • Patent Document 1 discloses an oil pump that generates hydraulic pressure, a forward clutch that is controlled by hydraulic pressure, an accumulator that branches and is installed in an oil passage that connects the oil pump and the forward clutch, and that accumulates hydraulic pressure, and an accumulator Is a normally closed type electromagnetic on-off valve that opens or closes the oil passage and opens the electromagnetic on-off valve when the engine is restarted to supply the hydraulic pressure stored in the accumulator to the forward clutch. It is disclosed. According to this technique, since the hydraulic pressure stored in the accumulator is supplied to the forward clutch when the engine is restarted, it is possible to quickly engage the forward clutch and prevent the occurrence of an engagement shock.
  • the electromagnetic on-off valve is opened simultaneously with the restart of the engine. That is, an engine return command and an on-off valve opening command are simultaneously issued by a vehicle control device (ECU).
  • ECU vehicle control device
  • the opening of the electromagnetic on-off valve is delayed. If the opening of the electromagnetic on-off valve is delayed in this way, the hydraulic pressure stored in the accumulator cannot be quickly supplied to the forward clutch. As a result, there has been a problem that it is not possible to appropriately prevent the engagement shock of the forward clutch.
  • An object of the present invention is to provide a vehicular drive device.
  • a vehicle drive device includes an oil pump that generates hydraulic pressure, and a hydraulic servo that is connected to the oil pump via an oil path and can be controlled by hydraulic pressure.
  • An accumulator that stores hydraulic pressure generated by the oil pump through a branch oil passage branched from the oil passage, and an electromagnetic wave that is installed in the branch oil passage and maintains the hydraulic pressure of the accumulator while the oil pump is stopped
  • the “oil pump” may be a mechanical pump that operates in conjunction with a vehicle drive
  • the hydraulic pressure generated while the oil pump is driven is stored in the accumulator.
  • the hydraulic pressure of the accumulator is held by the electromagnetic on-off valve.
  • the on-off valve control means before the restart of the vehicle driving source is started, the electromagnetic on-off valve Is opened and the hydraulic pressure stored in the accumulator is supplied to the hydraulic servo.
  • the electromagnetic valve can be opened before a large current is supplied to the starter or the like.
  • the current required for opening the electromagnetic on-off valve can be reliably ensured, and the electromagnetic on-off valve can be reliably opened when the vehicle drive source is restarted.
  • the hydraulic pressure of the accumulator can be reliably supplied to the hydraulic servo, and the engagement shock of the hydraulic servo can be prevented appropriately.
  • the electromagnetic on-off valve is installed to maintain the hydraulic pressure rather than the time during which the electromagnetic on-off valve is opened. There was a fact that it took longer to keep the valve closed.
  • the electromagnetic on-off valve be a normally closed type that opens when energized and closes when de-energized.
  • the accumulator pressure can be maintained without supplying power to the electromagnetic on / off valve. That is, it is possible to efficiently control the electromagnetic on-off valve and reduce the electric power necessary for driving the electromagnetic on-off valve.
  • the on-off valve control means opens the electromagnetic on-off valve only for a predetermined time during steady operation of the vehicle drive source in order to store hydraulic pressure in the accumulator.
  • the “steady operation of the vehicle drive source” refers to an operation when it is determined that it is not necessary to control the engagement state between the complete engagement and release of the clutch.
  • the accumulator can be hydraulically operated while the engagement state between the complete engagement and the release of the clutch is stable. Accumulate pressure. Thereby, the hydraulic pressure can be accumulated in the accumulator while solving the problem that the clutch pressure is not properly controlled.
  • restart of the vehicle drive source is started after the opening / closing of the electromagnetic on / off valve by the on / off valve control means is completed.
  • the vehicle drive device is not particularly limited, but the vehicle drive source restarts after, for example, 50 ms from the start of opening of the electromagnetic on-off valve.
  • the embodiment to be illustrated can be illustrated.
  • the restart of the vehicle drive source is started, so that the current is supplied to the starter and the like while the electromagnetic on / off valve is reliably opened Will be supplied. That is, when the vehicle drive source is restarted, the electromagnetic on-off valve can be reliably opened and the hydraulic pressure of the accumulator can be reliably supplied by the hydraulic servo. Thus, when the vehicle drive source is restarted, the hydraulic pressure can be reliably supplied by the hydraulic servo, and the engagement shock of the hydraulic servo can be more appropriately prevented.
  • an input shaft to which power of the vehicle drive source is input an output shaft that shifts and outputs power input to the input shaft, and a pair of sheaves provided on the input shaft
  • a first pulley comprising a pair of sheaves provided on the output shaft, a groove between the sheaves of the first pulley, and a groove between the sheaves of the second pulley.
  • a belt-type continuously variable transmission that shifts power continuously and outputs from the output shaft is provided, and the hydraulic servo transmits power from the vehicle drive source to the input shaft when supplied with hydraulic pressure.
  • the second hydraulic cylinder is connected to the oil pump via an oil passage, and the oil passage connecting the second hydraulic cylinder and the oil pump is connected to the second hydraulic cylinder.
  • a mode in which a second electromagnetic on-off valve that selectively holds the hydraulic pressure of the hydraulic cylinder is provided can be exemplified.
  • the hydraulic pressure of the second hydraulic cylinder can be selectively held by the second electromagnetic on-off valve provided in the oil passage connecting the second hydraulic cylinder and the oil pump.
  • the second electromagnetic on-off valve provided in the oil passage connecting the second hydraulic cylinder and the oil pump.
  • the vehicle drive device includes second on-off valve control means for controlling opening and closing of the second electromagnetic on-off valve, and the second on-off valve control means is provided when the vehicle drive source is idling.
  • the on-off valve control means is stopped and the electromagnetic on-off valve is closed to hold the hydraulic pressure stored in the accumulator, the second electromagnetic on-off valve is closed to turn on the second hydraulic cylinder. It is desirable to open the second electromagnetic on-off valve to release the hydraulic pressure of the second hydraulic cylinder while the vehicle drive source is stopped and the vehicle drive source is not idling.
  • the second on-off valve control means when the vehicle drive source is idling and the on-off valve control means is closing the electromagnetic on-off valve and holding the hydraulic pressure stored in the accumulator, the second on-off valve control means performs the first operation.
  • the second electromagnetic opening / closing valve is closed to maintain the hydraulic pressure of the second hydraulic cylinder. Accordingly, it is possible to prevent oil leakage from the second hydraulic cylinder and stop air from entering the cylinder while the vehicle drive source is stopped when idling. Further, when the hydraulic pressure is supplied from the oil pump to the second hydraulic cylinder when the vehicle drive source is restarted, it is possible to prevent air from entering the second hydraulic cylinder.
  • the gear ratio can be adjusted by changing the groove width between the sheaves of the second pulley.
  • a gear (low gear) having a relatively low speed ratio can be formed by the biasing force of the return spring.
  • each of the first hydraulic cylinder and the second hydraulic cylinder includes a seal member that holds the hydraulic pressure inside each cylinder when no hydraulic pressure is supplied from the oil pump. In preparation, it is desirable that the sealing member of the first hydraulic cylinder has higher sealing performance than the sealing member of the second hydraulic cylinder.
  • the sealing performance of the first hydraulic cylinder can be improved using a simple configuration. Can be secured. Also, according to this aspect, when the vehicle drive source is stopped and the vehicle is towed, the centrifugal force is applied to the oil remaining in the first hydraulic cylinder using the rotation of the input shaft during towing. Can do. By utilizing the hydraulic pressure generated by this centrifugal force, the groove width between the sheaves of the first pulley can be narrowed (that is, the belt winding radius can be increased) to form a high gear. Thus, by forming the high gear when the vehicle is towed, the seizure of the pulley can be prevented.
  • the electromagnetic on / off valve can be reliably opened when the engine is restarted to appropriately prevent the hydraulic servo engagement shock.
  • FIG. 1 is a diagram showing a schematic configuration of a vehicle drive system according to an embodiment. It is a perspective view which shows the mode of the primary pulley and the secondary pulley at the time of low gear formation of a continuously variable transmission. It is a perspective view which shows the mode of the primary pulley and the secondary pulley at the time of high gear formation of a continuously variable transmission. It is a figure which shows the hydraulic circuit with which a continuously variable transmission is equipped. It is a flowchart which shows the content of the process at the time of vehicle steady running by a control part. It is a flowchart which shows the content of the engine stop process by a control part. It is a flowchart which shows the content of the engine restart process by a control part. It is a time chart which shows an example of the behavior of C-1 pressure and Acc pressure. It is a figure which shows the hydraulic circuit which concerns on 2nd Embodiment.
  • FIG. 1 is a diagram illustrating a schematic configuration of a vehicle drive system according to an embodiment.
  • the drive system includes an engine 10, a continuously variable transmission 30, a control unit 40 that comprehensively controls the system, an engine 10, and a continuously variable transmission 30. And various sensors for detecting the state of the vehicle and the like.
  • the engine 10 of the present embodiment corresponds to a “vehicle drive source” of the present invention.
  • the engine 10 is provided with an injector 11, a starter 12, and an igniter 13.
  • a continuously variable transmission 30 is connected to the output shaft of the engine 10.
  • An intake manifold 15 and an exhaust manifold 16 are connected to each cylinder of the engine 10.
  • the intake manifold 15 is provided with a throttle valve 17 that interlocks with an accelerator pedal.
  • the throttle valve 17 is provided with a throttle position sensor 17a for detecting the opening degree and an idle switch 17b for detecting a fully closed state.
  • the injector 11 is connected to the control unit 40 via a fuel relay 21, the starter 12 is connected via a starter relay 22, and the igniter 13 is connected via an ignition relay 23.
  • FIG. 2 is a perspective view showing a state of the primary pulley and the secondary pulley when the low gear is formed in the continuously variable transmission.
  • FIG. 3 is a perspective view showing the state of the primary pulley and the secondary pulley when the high gear of the continuously variable transmission is formed.
  • FIG. 4 is a diagram illustrating a hydraulic circuit provided in the continuously variable transmission.
  • the continuously variable transmission 30 includes an input shaft 115 to which the power of the engine 10 is input via a torque converter 38 (see FIG. 4) and a forward / reverse switching clutch, and the input shaft 115.
  • An output shaft 125 that is arranged and outputs power to the drive wheel side, a primary pulley 31 provided on the input shaft 115, a secondary pulley 32 provided on the output shaft 125, and a primary pulley 31 and a secondary pulley 32.
  • a passed V belt 130, a hydraulic cylinder 102 (see FIG. 4) provided in the primary pulley 31, and a hydraulic cylinder 103 (see FIG. 4) provided in the secondary pulley 32 are provided.
  • the power of the engine 10 input to the input shaft 115 is transmitted to the output shaft 125 via the primary pulley 31, the V belt 130 and the secondary pulley 32.
  • the primary pulley 31 includes a fixed sheave 111 fixed to the input shaft 115 and a movable sheave 112 provided on the input shaft 115 so as to be slidable in the axial direction.
  • the movable sheave 112 is slid in the axial direction by the hydraulic cylinder 102.
  • the opposing surfaces of the fixed sheave 111 and the movable sheave 112 are conical surfaces.
  • a V-shaped groove 113 having a V-shaped cross section is formed between the fixed sheave 111 and the movable sheave 112.
  • a V belt 130 is sandwiched between the V grooves 113.
  • the primary pulley 31 of this embodiment corresponds to the “first pulley” of the present invention.
  • the secondary pulley 32 includes a fixed sheave 121 fixed to the output shaft 125 and a movable sheave 122 provided on the output shaft 125 so as to be slidable in the axial direction.
  • the movable sheave 122 is slid in the axial direction by the hydraulic cylinder 103.
  • the opposing surfaces of the fixed sheave 121 and the movable sheave 122 are conical surfaces.
  • a V-shaped groove 123 having a V-shaped cross section is formed between the fixed sheave 121 and the movable sheave 122.
  • a V-belt 130 is sandwiched between the V-grooves 123.
  • the secondary pulley 32 of the present embodiment corresponds to a “second pulley” of the present invention.
  • the groove width D1 of the V groove 113 of the primary pulley 31 and the groove width D2 of the V groove 123 of the secondary pulley 32 are changed using the hydraulic cylinder 102 and the hydraulic cylinder 103.
  • the power input from the engine 10 to the input shaft 115 can be steplessly shifted and output from the output shaft 125.
  • the winding radius of the V belt 130 around the primary pulley 31 is smaller than the winding radius of the V belt 130 around the secondary pulley 32.
  • a low gear is formed by a return spring (not shown) provided on the primary pulley 31.
  • the movable sheave 112 of the primary pulley 31 is slid by the hydraulic cylinder 102 to narrow the groove width D ⁇ b> 1 of the V groove 113, and the movable sheave of the secondary pulley 32 by the hydraulic cylinder 103. 122 is slid to widen the groove width D2 of the V-groove 123.
  • This increases the winding radius of the V belt 130 around the primary pulley 31 and decreases the winding radius of the V belt 130 around the secondary pulley 32.
  • the rotational speed of the output shaft 125 with respect to the input shaft 115 is increased, and a high gear is formed.
  • the continuously variable transmission 30 includes a shift position switch 35 that detects a shift position (range) set by a driver's operation, and a continuously variable transmission 30 connected to the propulsion shaft.
  • a vehicle speed sensor 36 for detecting the vehicle speed based on the rotational speed of the output shaft 125 is provided.
  • the continuously variable transmission 30 is provided with an oil temperature sensor 37 that detects the temperature of oil in the transmission.
  • the control unit 40 includes a CPU that controls various devices, a ROM in which various numerical values and programs are written in advance, and a RAM in which numerical values and flags of calculation processes are written in a predetermined area. Note that programs such as an engine stop process and an engine restart process, which will be described later, are written in advance in a ROM in the control unit 40.
  • the control unit 40 corresponds to “open / close valve control means” and “restart determination means” of the present invention.
  • the control unit 40 includes an ignition primary coil 13a of the igniter 13, a crank position sensor 14, a throttle position sensor 17a, an idle switch 17b, an ignition switch 18, a shift position switch 35, a vehicle speed sensor 36, a CVT oil temperature sensor 37, and a G sensor 19a.
  • a water temperature sensor 19b, a battery voltage sensor 19c, a brake pedal switch 19d, a brake master cylinder pressure sensor 19e, an intake air temperature sensor 19f, an intake air amount sensor 19g, and the like are connected. Further, as will be described later, an electromagnetic on-off valve 57 and a hydraulic pressure sensor 59 provided in the continuously variable transmission 30 are connected to the control unit 40.
  • the control unit 40 executes various calculations based on signals from various switches and sensors, and outputs an ignition cut and ignition signal, a fuel cut and fuel injection signal, a starter drive signal, a drive signal for the electromagnetic on-off valve 57, and the like. It is supposed to be.
  • the hydraulic circuit 50 includes an oil pump 51, a line pressure regulator valve 52, a clutch pressure control valve 53, a clutch control valve 54, a shift valve 55, a manual valve 56, and an electromagnetic opening / closing.
  • a valve 57, an accumulator 58, a cutoff valve 60, a shift control valve 65, and a secondary sheave pressure control valve 66 are provided.
  • Such a hydraulic circuit 50 is connected to the forward clutch C 1, the reverse brake B 1, the torque converter 38, and the primary pulley 31 and the secondary pulley 32.
  • the forward clutch C1 corresponds to the “hydraulic servo” of the present invention.
  • the oil pump 51 is a mechanical pump that operates in conjunction with the engine 10, and serves as a hydraulic pressure source for the entire continuously variable transmission 30.
  • the line pressure regulator valve 52 controls the hydraulic pressure generated by the oil pump 51 to a predetermined pressure in order to control the pulley positions of the primary pulley 31 and the secondary pulley 32.
  • the clutch pressure control valve 53 controls the hydraulic pressure (line pressure) regulated by the line pressure regulator valve 52 to a predetermined pressure for operating the forward clutch C1 and the reverse brake B1.
  • the clutch control valve 54 controls the engagement state between the complete engagement and release of the clutch, for example, when the neutral control is performed, the hydraulic pressure adjusted by the clutch pressure control valve 53 and the forward clutch C1. The pressure is controlled to a predetermined pressure for operation.
  • the shift valve 55 selects the hydraulic pressure supplied to the forward clutch C1 or the reverse brake B1 from either the hydraulic pressure adjusted by the clutch pressure control valve 53 or the hydraulic pressure adjusted by the clutch control valve 54. It is.
  • the operations of these valves 52 to 55 are controlled by solenoids, and the operation of the valves is controlled by controlling the current supplied to the solenoids.
  • the manual valve 56 switches the oil passage in conjunction with the driver's shift position operation.
  • the accumulator 58 temporarily stores the hydraulic pressure generated by the oil pump 51 and regulated by the clutch pressure control valve 53.
  • an oil pump 51 and a line pressure regulator valve 52 are connected by an oil passage 70. Further, the line pressure regulator valve 52 and the torque converter 38 are connected by an oil passage 81. Further, the line pressure regulator valve 52 and the clutch pressure control valve 53 are connected by an oil passage 71.
  • the oil passage 71 is branched into oil passages 82 and 83, and each oil passage 82 and 83 is connected to the primary pulley 31 or the secondary pulley 32, respectively. More specifically, the oil passage 82 is connected to the primary pulley 31 via the shift control valve 65, and the oil passage 83 is connected to the secondary pulley 32 via the secondary sheave pressure control valve 66.
  • the oil path 83 is provided with a one-way valve 93 that allows oil to flow only from the line pressure regulator valve 52 to the secondary pulley 32 on the upstream side of the secondary sheave pressure control valve 66.
  • a one-way valve 93 that allows oil to flow only from the line pressure regulator valve 52 to the secondary pulley 32 on the upstream side of the secondary sheave pressure control valve 66.
  • the oil passage 82 is provided with a one-way valve 95 that allows oil to flow only from the oil passage 71 to the primary pulley 31 on the upstream side of the shift control valve 65.
  • the oil passage 71 is also branched into an oil passage 85, and the oil passage 85 is connected to the hydraulic chamber 63 of the shutoff valve 60. As a result, the line pressure is supplied to the hydraulic chamber 63 of the shutoff valve 60.
  • the clutch pressure control valve 53 and the clutch control valve 54 are connected by an oil passage 72, and the clutch control valve 54 and the shift valve 55 are connected by an oil passage 74. Further, the clutch pressure control valve 53 is connected to the shift control valve 65 via an oil passage 84.
  • An oil passage 73 is formed by branching from the oil passage 72, and the oil passage 73 is connected to the shift valve 55. That is, the oil passage 73 is provided so as to bypass the clutch control valve 54.
  • the shift valve 55 and the manual valve 56 are connected by an oil passage 75.
  • the manual valve 56 and the forward clutch C 1 are connected by an oil passage 79, and the manual valve 56 and the reverse brake B 1 are connected by an oil passage 80.
  • the oil passage 75 and the oil passage 79 are communicated, and the oil passage 80 and the drain EX are connected.
  • the manual valve 56 is set to the reverse position (R range)
  • the oil passage 75 and the oil passage 80 communicate with each other, and the oil passage 79 and the drain EX are connected.
  • the manual valve 56 when the manual valve 56 is set to the neutral position (N range) and the parking position (P range), the oil passage 75 is blocked from both the oil passages 79 and 80, and the oil passages 79 and 80 and the drain are connected. EX is connected. Accordingly, when the manual valve 56 is in a position where hydraulic pressure is not required for the forward clutch C1 (other than the D range), the hydraulic pressure acting on the forward clutch C1 is released from the drain EX, and the hydraulic pressure is applied to the reverse brake B1. At an unnecessary position (other than the R range), the hydraulic pressure acting on the reverse brake B1 is released from the drain EX.
  • a branch oil passage 77 having one end connected to the accumulator 58 is connected to the oil passage 75 at a connection point 77a.
  • the oil passage 75 is provided with a shut-off valve 60 that can shut off the oil passage 75 between a connection point 77 a with the branch oil passage 77 and the shift valve 55.
  • the shutoff valve 60 is provided with a slidable valve body 62 in the valve body 61 for switching the oil passage 75 between the communication state and the shutoff state.
  • a compressed spring 64 is provided on one side of the valve body 62, and a hydraulic chamber 63 is provided on the other side.
  • valve body 62 is moved by the force relationship between the urging force from the spring 64 and the hydraulic pressure supplied to the hydraulic chamber 63, and the oil passage 75 is switched between the communication state and the cutoff state. That is, the shutoff valve 60 shuts off the oil passage 75 when hydraulic pressure is not supplied to the hydraulic chamber 63, and allows the oil passage 75 to communicate when hydraulic pressure is supplied to the hydraulic chamber 63.
  • the oil passage 75 is provided with a branch oil passage 76.
  • One end of the branch oil passage 76 is connected between the shift valve 55 and the shut-off valve 60 and the other end is connected between the shut-off valve 60 and the connection point 77a so as to bypass the shut-off valve 60.
  • a one-way valve 92 that allows oil to flow only in the direction from the shift valve 55 to the connection point 77a is disposed.
  • the branch oil passage 77 is provided with an electromagnetic on-off valve 57 between the accumulator 58 and the contact point 77a.
  • the electromagnetic on-off valve 57 is a normally closed type that opens when energized and closes when de-energized.
  • the electromagnetic opening / closing valve 57 is controlled to open / close by the control unit 40, and is opened when the oil pump 51 is driven, and is closed when the oil pump 51 is stopped. That is, the branch oil passage 77 is communicated / blocked by opening / closing the electromagnetic opening / closing valve 57.
  • a hydraulic oil pressure sensor 59 that detects the hydraulic pressure stored in the accumulator 58 is provided in the branch oil passage 77 between the accumulator 58 and the electromagnetic on-off valve 57.
  • branch oil passage 77 is provided with an orifice 94 between the connection point 77 a with the oil passage 75 and the electromagnetic on-off valve 57.
  • a branch oil passage 78 is provided so as to bypass the orifice 94.
  • a one-way valve 91 that allows oil to flow only in the direction from the accumulator 58 to the oil passage 75 is disposed in the branch oil passage 78.
  • the oil pump 51 is driven by the driving force of the engine 10 when the vehicle is traveling, and the hydraulic pressure is supplied to the hydraulic circuit 50. At this time, the hydraulic pressure generated by the oil pump 51 is supplied to the accumulator 58 through the oil passages 70 to 75 and 77 in addition to the continuously variable transmission 30.
  • FIG. 5 is a flowchart showing the contents of the process during steady vehicle running by the control unit.
  • step S1 the control unit 40 determines whether or not the vehicle speed is equal to or higher than a predetermined value. Specifically, the control unit 40 makes this determination based on the vehicle speed signal detected from the vehicle speed sensor 36. When the vehicle speed is equal to or higher than the predetermined value (S1: YES), the control unit 40 proceeds to step S2. On the other hand, when the vehicle speed is not equal to or higher than the predetermined value (S1: NO), the control unit 40 ends this processing routine.
  • step S2 the control unit 40 determines whether or not the vehicle is in steady operation. Specifically, the control unit 40 makes this determination based on each signal detected from the vehicle speed sensor 36 or the like. When it is determined that the vehicle is in steady operation (S2: YES), the control unit 40 proceeds to step S3. On the other hand, when it is determined that the vehicle is not in steady operation (S2: NO), the control unit 40 ends this processing routine.
  • step S3 the control unit 40 opens the electromagnetic opening / closing valve 57 (ON state). Specifically, the control unit 40 supplies power to the electromagnetic on-off valve 57 to energize it.
  • the electromagnetic on-off valve 57 of this embodiment is a normally closed type, the energization opens the electromagnetic on-off valve 57.
  • the branch oil passage 77 is in a communicating state, and the hydraulic pressure of the oil pump 51 is stored in the accumulator 58. And the control part 40 transfers a process to step S4.
  • step S4 the control unit 40 stops the process until a predetermined time elapses.
  • a predetermined time a time until the hydraulic pressure in the accumulator 58 becomes equal to or more than a necessary value may be set, and is determined according to the capacity of the accumulator 58. Note that it may be determined whether or not a predetermined hydraulic pressure is stored in the accumulator 58 based on a hydraulic pressure signal from the hydraulic pressure sensor 59. And the control part 40 transfers a process to step S5, after predetermined time passes.
  • step S5 the electromagnetic on-off valve 57 is closed (OFF state). Specifically, the control unit 40 stops energization of the electromagnetic opening / closing valve 57.
  • the electromagnetic on-off valve 57 is a normally closed type, when the energization to the electromagnetic on-off valve 57 is stopped, the electromagnetic on-off valve 57 is closed. As a result, the branch oil passage 77 is cut off, and the hydraulic pressure accumulated in the accumulator 58 is maintained. Then, the control unit 40 ends the subsequent processing. As described above, the hydraulic pressure necessary for the accumulator 58 is accumulated during steady running of the vehicle.
  • the engine 10 is temporarily stopped (idling stop) by the control unit 40 when a predetermined condition is satisfied.
  • the engine stop process will be described with reference to FIG.
  • FIG. 6 is a flowchart showing the contents of the engine stop process by the control unit.
  • step S11 the control unit 40 determines whether or not the vehicle speed is equal to or lower than a predetermined value. Specifically, the control unit 40 makes this determination based on a vehicle speed signal detected from the vehicle speed sensor 36. And when it is judged that a vehicle speed is below a predetermined value (S11: YES), the control part 40 transfers a process to step S12. On the other hand, when it is determined that the vehicle speed is not less than or equal to the predetermined value (S11: NO), the control unit 40 ends this processing routine.
  • step S12 the control unit 40 determines whether or not the Acc pressure (accumulated pressure in the accumulator 58) is equal to or greater than a predetermined value. Specifically, the control unit 40 makes this determination based on the oil pressure detected by the oil pressure sensor 59. And when it is judged that Acc pressure is more than predetermined value (S12: YES), control part 40 shifts processing to Step S13. On the other hand, when it is determined that the Acc pressure is not equal to or higher than the predetermined value (S12: NO), the control unit 40 proceeds to step S21.
  • step S13 the control unit 40 determines whether or not the vehicle speed is zero. Specifically, the control unit 40 makes this determination based on a vehicle speed signal detected from the vehicle speed sensor 36. And when it judges that a vehicle speed is zero (S13: YES), the control part 40 transfers a process to step S14. On the other hand, when it is determined that the vehicle speed is not zero (S13: NO), the control unit 40 ends this processing routine.
  • step S14 the control unit 40 determines whether or not the rotation speed (rotation speed) of the engine 10 is equal to or lower than a predetermined rotation speed. Specifically, the control unit 40 makes this determination based on the engine speed signal detected from the crank position sensor 14.
  • examples of the predetermined rotational speed include a rotational speed slightly higher than the idle rotational speed.
  • the control part 40 transfers a process to step S15.
  • the control unit 40 ends this processing routine.
  • step S15 the control unit 40 determines whether or not the accelerator opening is zero. Specifically, the control unit 40 makes this determination based on the accelerator opening signal detected from the throttle position sensor 17a. And when it is judged that the accelerator opening is zero (S15: YES), the control part 40 transfers a process to step S16. On the other hand, when it is determined that the accelerator opening is not zero (S15: NO), the control unit 40 ends this processing routine.
  • step S16 the control unit 40 determines whether or not the brake switch is ON. Specifically, the control unit 40 makes this determination based on a signal detected from the brake pedal switch 19d. In order to more accurately determine whether or not the brake pedal switch 19d is turned on, that is, whether or not the vehicle brake device is operating, the detection signal from the brake master cylinder pressure sensor 19e is also considered. You may do it. In this case, for example, it is determined that the brake switch is turned on only when the brake pedal switch is turned on and the pressure detected by the brake master cylinder pressure sensor 19e is equal to or higher than a predetermined value. That's fine. And when it is judged that a brake switch is ON (S16: YES), the control part 40 transfers a process to step S17. On the other hand, when it is determined that the brake switch is not ON (S16: NO), the control unit 40 ends this processing routine.
  • step S17 the control unit 40 determines again whether or not the Acc pressure is equal to or higher than a predetermined value. This determination is also made based on the oil pressure detected by the oil pressure sensor 59. When it is determined that the Acc pressure is equal to or higher than the predetermined value (S17: YES), the control unit 40 proceeds to step S18. On the other hand, when it is determined that the Acc pressure is not equal to or greater than the predetermined value (S17: NO), the control unit 40 proceeds to step S21. Since it is determined that the Acc pressure is equal to or higher than the predetermined value in step S12, it is considered that there are few cases where it is determined in step S17 that the Acc pressure is not higher than the predetermined value. However, by confirming the accumulated pressure of the accumulator 58 again in this step S17, the hydraulic pressure required for the accumulator 58 can be more reliably accumulated before the engine is stopped.
  • step S18 the control unit 40 determines whether or not other engine stop conditions are satisfied.
  • other engine stop conditions for example, climbing / inclination determination based on an output signal from the G sensor 19a (condition is established when the inclination angle is equal to or smaller than a predetermined value), engine based on an output signal from the water temperature sensor 19b Water temperature determination (condition is satisfied when the water temperature is within a predetermined range), battery voltage determination based on the output signal of the battery voltage sensor 19c (condition is satisfied when the battery voltage is equal to or higher than a predetermined value), based on the output signal from the oil temperature sensor 37 CVT oil temperature determination (condition is satisfied when CVT oil temperature is within a predetermined range), elapsed time since the previous engine start (condition is satisfied when it is longer than a predetermined time), vehicle speed history (condition is satisfied when it is higher than a predetermined value), etc.
  • step S19 the control unit 40 stops the engine 10. Specifically, the control unit 40 outputs a fuel cut signal, an ignition cut signal, and the like that constitute an engine stop signal to the fuel relay 21, the ignition relay 23, and the like. As a result, high voltage is not supplied from the igniter 13 to the spark plug, and fuel is not injected from the injector 11 to stop the engine 10 (idling stop). Then, the control unit 40 ends the subsequent processing.
  • the oil pump 51 is also stopped when the engine 10 is stopped, the hydraulic pressure is not supplied to the hydraulic circuit 50. At this time, the electromagnetic on-off valve 57 is closed (OFF state) and the branch oil passage 77 is shut off. Therefore, the hydraulic pressure of the accumulator 58 is maintained.
  • step S21 the control unit 40 opens the electromagnetic opening / closing valve 57 (ON state). That is, the control unit 40 opens the electromagnetic on-off valve 57 by supplying power to the electromagnetic on-off valve 57 and energizing it as described above. As a result, the branch oil passage 77 is in a communicating state, so that the hydraulic pressure of the oil pump 51 is stored in the accumulator 58. And the control part 40 transfers a process to step S22.
  • step S22 the control unit 40 increases the line pressure of the hydraulic circuit 50. Specifically, the controller 40 increases the line pressure by changing the amount of current supplied to the solenoid that controls the operation of the clutch pressure control valve 54 and the like. And the control part 40 transfers a process to step S23.
  • step S23 the control unit 40 stops the process until a predetermined time elapses.
  • the predetermined time the time until the hydraulic pressure in the accumulator 58 becomes a required value or more is set as described above.
  • the control part 40 transfers a process to step S24, after predetermined time passes.
  • step S24 the control unit 40 determines whether or not the Acc pressure is greater than or equal to a predetermined value. That is, the control unit 40 makes this determination based on the hydraulic pressure detected by the hydraulic sensor 59 as described above. And when it is judged that Acc pressure is more than predetermined value (S24: YES), control part 40 shifts processing to Step S25. On the other hand, when it is determined that the Acc pressure is not equal to or higher than the predetermined value (S24: NO), the control unit 40 proceeds to step S31.
  • step S25 the controller 40 closes the electromagnetic open / close valve 57 (OFF state). That is, the control unit 40 closes the electromagnetic on-off valve 57 by stopping energization of the electromagnetic on-off valve 57. Then, the control unit 40 ends the subsequent processing.
  • step S31 the control unit 40 increases the engine speed.
  • the oil pump 51 is a mechanical pump that operates in conjunction with the engine 10
  • the rotational speed of the oil pump 51 is increased by increasing the engine rotational speed.
  • the control unit 40 may gradually increase the engine speed, or may increase the engine speed to a predetermined speed and maintain the speed. In this way, by increasing the rotational speed of the oil pump 51 and storing the hydraulic pressure in the accumulator 58, the hydraulic pressure required for the accumulator 58 can be reliably stored in a shorter time before the engine 10 is stopped.
  • the control part 40 transfers a process to step S24. That is, the control unit 40 does not shift the process to step S25 until the hydraulic pressure necessary for the accumulator 58 is accumulated.
  • FIG. 7 is a flowchart showing the contents of the engine restart process by the control unit.
  • step S42 the control unit 40 determines whether a restart condition for the engine 10 is satisfied.
  • the engine restart condition include a vehicle speed being zero, a brake switch being OFF, and an accelerator opening being not zero. And when it is judged that the restart conditions of the engine 10 are satisfied (S42: YES), the control part 40 transfers a process to step S43. On the other hand, when it is determined that the restart condition of the engine 10 is not satisfied (S42: NO), the control unit 40 ends this processing routine.
  • step S43 the control unit 40 opens the electromagnetic opening / closing valve 57 (ON state). That is, the controller 40 opens the electromagnetic on-off valve 57 by energizing the electromagnetic on-off valve 57 as described above. As a result, the branch oil passage 77 is in a communicating state, and the hydraulic pressure stored in the accumulator 58 is supplied to the forward clutch C1. And the control part 40 transfers a process to step S44.
  • step S44 the control unit 40 stops the process until a predetermined time elapses.
  • the predetermined time is not particularly limited, but about 50 ms can be exemplified in consideration of the time required to complete the opening of the electromagnetic on-off valve 57. And the control part 40 transfers a process to step S44.
  • step S45 the control unit 40 starts the starter 12. Specifically, the control unit 40 outputs a starter drive signal constituting an engine restart signal to the starter relay 22. And the control part 40 transfers a process to step S46. In step S46, the control unit 40 outputs a fuel injection signal, an ignition signal, etc. constituting other engine restart signals to the fuel relay 21, the ignition relay 23, etc., respectively. As described above, the starter 12 is driven, a high voltage is supplied from the igniter 13 to the spark plug, and fuel is injected from the injector 11. Thus, the engine 10 is restarted.
  • the electromagnetic on-off valve 57 is opened before the restart of the engine 10 and a predetermined time elapses, whereby the electromagnetic on-off valve 57 is supplied before a large current is supplied to the starter 12 or the like. Can be opened. Thereby, the current required for opening the electromagnetic on-off valve 57 can be ensured, and the electromagnetic on-off valve 57 can be reliably opened when the engine 10 is restarted. As a result, when the engine 10 is restarted, the hydraulic pressure of the accumulator 58 can be reliably supplied to the forward clutch C1.
  • FIG. 8 is a time chart showing an example of the behavior of the C-1 pressure and the Acc pressure.
  • step S12 the control unit 40 determines whether or not the Acc pressure has reached the necessary pressure P1 (step S12). This example corresponds to the case where the Acc pressure has not reached the required pressure P1 (S12: NO). Therefore, the control unit 40 opens the electromagnetic opening / closing valve 57 as shown in (g) (step S21). At this time, the control unit 40 also increases the line pressure as shown in (d) (step S22).
  • the control unit 40 As the line pressure increases, the C-1 pressure and the Acc pressure also increase as shown in (e) and (f). In this example, as shown in (f), since the Acc pressure reaches the necessary pressure P1 at time t4 (S24: YES), the control unit 40, as shown in (g), 57 is closed (step S25).
  • the engine speed may be increased as indicated by a broken line in (c).
  • the control unit 40 stops the vehicle as shown in (b) at time t4, and stops the engine 10 as shown in (c) at time t5 (step S19).
  • a starter signal is output from the control unit 40 as shown in (h), and the engine speed (E / G speed) is shown in (c). It begins to rise (steps S44 to S46).
  • the control unit 40 closes the electromagnetic on-off valve 57 as shown in (g) and stops the output of the starter signal as shown in (h).
  • the electromagnetic on-off valve 57 Since the time required for the accumulator 58 to store the hydraulic pressure is generally several seconds, the electromagnetic on-off valve 57 is opened (ON) to store the hydraulic pressure, as shown in FIG. There is a situation in which the time for which the electromagnetic on-off valve 57 is closed (OFF) in order to maintain the hydraulic pressure is longer than the time for which the pressure is kept.
  • a normally closed type is adopted as the electromagnetic on-off valve 57.
  • the electromagnetic on-off valve 57 can be efficiently controlled, and the electric power required for driving the electromagnetic on-off valve 57 can be reduced.
  • the hydraulic pressure generated while the oil pump 51 is driven is stored in the accumulator 58.
  • the hydraulic pressure of the accumulator 58 is held by the electromagnetic on-off valve 57.
  • the control unit 40 determines that the engine 10 is to be restarted after the engine 10 is temporarily stopped, the electromagnetic on-off valve 57 is opened before the restart of the engine 10 is started, and the accumulator 58 is opened.
  • the stored hydraulic pressure is supplied to the forward clutch C1.
  • the current required for opening the electromagnetic on-off valve 57 can be ensured, and the electromagnetic on-off valve 57 can be reliably opened when the engine 10 is restarted.
  • the hydraulic pressure of the accumulator 58 can be reliably supplied to the forward clutch C1, and the engagement shock of the forward clutch C1 can be appropriately prevented.
  • the electromagnetic on-off valve 57 since the control unit 40 has started the restart of the engine 10 after completing the opening of the electromagnetic on-off valve 57 (after a predetermined time has elapsed), the electromagnetic on-off valve 57 The current is supplied to the starter or the like with the valve opened reliably. That is, when the engine 10 is restarted, the electromagnetic on-off valve 57 can be reliably opened to reliably supply the hydraulic pressure of the accumulator 58 to the forward clutch C1.
  • FIG. 9 is a diagram illustrating a hydraulic circuit according to the second embodiment.
  • symbol is attached
  • the vehicle drive device differs from the first embodiment in the configuration of the hydraulic circuit and the structure of the hydraulic cylinder.
  • an electromagnetic on-off valve 101 that holds the hydraulic pressure of the hydraulic cylinder 105 is provided instead of the one-way valve 93 (see FIG. 4).
  • the electromagnetic on-off valve 101 of the present embodiment corresponds to the “second electromagnetic on-off valve” of the present invention.
  • the electromagnetic on-off valve 101 is a normally open type that closes when energized and opens when de-energized.
  • the electromagnetic on-off valve 101 is provided in an oil passage 83 that connects the hydraulic cylinder 105 and the oil pump 51. More specifically, the electromagnetic on-off valve 101 is provided on the upstream side of the secondary sheave pressure control valve 66 provided in the oil passage 83.
  • the hydraulic pressure supplied from the oil pump 51 is regulated by the line regulator 52, passes through the electromagnetic on-off valve 101 and the secondary sheave pressure control valve 66 through the oil passage 83, and is supplied to the hydraulic cylinder 105. It has become so.
  • an oil passage 82 branched in the oil passage 83 on the upstream side of the electromagnetic on-off valve 101 is connected to the hydraulic cylinder 104 via the shift control valve 65. Accordingly, the hydraulic pressure supplied from the oil pump 51 is regulated by the line regulator 52, then passes through the shift control valve 65 via the oil passage 82 branched from the oil passage 83, and is also supplied to the hydraulic cylinder 104. It has become so.
  • Each of the hydraulic cylinder 104 and the hydraulic cylinder 105 includes a seal member that holds the hydraulic pressure inside each cylinder when the hydraulic pressure is not supplied from the oil pump 51.
  • a member having higher sealing performance than the sealing member of the hydraulic cylinder 105 is employed as the sealing member of the hydraulic cylinder 104.
  • a mode in which the sealing member of the hydraulic cylinder 104 is double sealed can be exemplified.
  • the hydraulic cylinder 104 can be used with a simple configuration without providing an electromagnetic on-off valve in the hydraulic cylinder 104. It is possible to ensure the necessary sealing performance.
  • the hydraulic cylinder 104 of the present embodiment corresponds to a “first hydraulic cylinder” of the present invention
  • the hydraulic cylinder 105 of the present embodiment corresponds to a “second hydraulic cylinder” of the present invention.
  • the control unit 40 energizes the electromagnetic on-off valve 101 only when the engine 10 is stopped when idling and the electromagnetic on-off valve 57 is closed and the hydraulic pressure stored in the accumulator 58 is held.
  • the electromagnetic on-off valve 101 is a normally open type, the electromagnetic on-off valve 101 is closed only at this time, and the electromagnetic on-off valve 101 is opened at other times. According to such control, the energization time of the electromagnetic on-off valve 101 can be shortened to reduce power consumption.
  • the controller 40 opens the electromagnetic on-off valve 57 and supplies the hydraulic pressure stored in the accumulator 58 to the forward clutch C1 due to the restriction of the energization time to the electromagnetic on-off valve 101, the control on / off valve 101 is controlled.
  • the valve is open.
  • the hydraulic pressure of the oil pump 51 by restarting the engine 10 can be supplied to the hydraulic cylinder 105 while quickly supplying the hydraulic pressure of the accumulator 58 to the forward clutch C1.
  • control unit 40 restricts the energization time to the electromagnetic on-off valve 101 as described above.
  • the engine key is not in the ignition ON position when the engine 10 is stopped other than when the engine 10 is idling, and the driver is The electromagnetic on-off valve 101 is opened even when there is no intention to travel by driving.
  • the oil pump 51 is also stopped while the engine 10 is stopped, the oil is discharged from the hydraulic cylinder 105.
  • the hydraulic cylinder 104 has a higher sealing performance than the hydraulic cylinder 105. For this reason, a larger amount of oil remains in the hydraulic cylinder 104 than in the hydraulic cylinder 105.
  • the oil pressure remaining in the hydraulic cylinder 104 can be generated by the centrifugal force using the rotation of the input shaft 115 during towing.
  • the movable sheave 112 of the primary pulley 31 can be slid to narrow the groove width D1 of the V groove 113.
  • the winding radius of the primary pulley 31 can be made larger than the winding radius of the secondary pulley 32.
  • a high gear is formed when the vehicle is towed.
  • the electromagnetic on-off valve 101 is closed to prevent oil leakage from the hydraulic cylinder 105 while the engine 10 is stopped when idling. can do. Thereby, it is possible to prevent air from entering the cylinder. Further, when hydraulic pressure is supplied from the oil pump 51 to the hydraulic cylinder 105 when the engine 10 is restarted, it is possible to prevent air from entering the hydraulic cylinder 105. Thus, the hydraulic performance when the engine 10 is restarted can be improved. Further, since the high gear is formed by using the oil remaining in the hydraulic cylinder 104 when the vehicle is towed, it is possible to prevent the seizure of the pulley at the time of towing the vehicle.
  • the mechanical oil pump 51 connected to the engine 10 is illustrated, but the present invention is also applied to a vehicle drive system including an electric oil pump that is not connected to the engine 10. Can be applied.
  • the normally closed type is adopted as the electromagnetic on-off valve 57
  • the normally open type may be adopted as the electromagnetic on-off valve 57.

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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)
  • Transmissions By Endless Flexible Members (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention porte sur un organe moteur pour véhicule dans lequel on peut empêcher de façon appropriée un choc de mise en prise d'un servomécanisme hydraulique par ouverture d'une électrovanne d'ouverture/fermeture de manière sûre lors du redémarrage d'un moteur. Un organe de commande pour véhicule comprend une pompe à huile (51) générant une pression hydraulique, un embrayage avant (C1) relié à la pompe à huile (51) par une circulation d'huile et pouvant être commandé par pression hydraulique, un accumulateur (58) pour accumulation de pression hydraulique générée par la pompe à huile (51) au moyen d'une ramification de la circulation d'huile (77) à partir de la circulation d'huile, une électrovanne de marche/arrêt (57) installée dans la ramification de la circulation d'huile (77) et maintenant la pression hydraulique de l'accumulateur (58) lorsqu'on arrête la pompe à huile (51), et une section de commande (40) destinée à commander l'ouverture/fermeture de l'électrovanne d'ouverture/fermeture (57) et à déterminer si le redémarrage du moteur (10) à partir d'un état d'arrêt est possible ou non, la soupape d'ouverture/fermeture solénoïde (57) étant ouverte avant que le moteur (10) ne soit démarré s'il est déterminé que le moteur (10) doit être redémarré, et qu'une pression hydraulique accumulée dans l'accumulateur (58) étant délivrée à l'embrayage avant (C1).
PCT/JP2009/062653 2008-12-25 2009-07-13 Organe moteur pour véhicule WO2010073765A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN2009801368889A CN102159842A (zh) 2008-12-25 2009-07-13 车辆用驱动装置
DE112009002282T DE112009002282T5 (de) 2008-12-25 2009-07-13 Fahrzeugantriebsgerät
JP2010543945A JPWO2010073765A1 (ja) 2008-12-25 2009-07-13 車両用駆動装置
US12/637,193 US8282532B2 (en) 2008-12-25 2009-12-14 Vehicle drive apparatus

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JP2008-330213 2008-12-25

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DE102014107215B4 (de) 2013-05-31 2023-07-13 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren zum steuern eines elektrohydraulischen steuerungssystems eines stufenlosen getriebes zur durchführung eines automatischen stopp/start-ereignisses
JP6106287B2 (ja) * 2013-12-11 2017-03-29 ジヤトコ株式会社 無段変速機の制御装置
DE102015120796B4 (de) * 2014-12-15 2019-07-18 Hyundai Autron Co., Ltd. Schaltsteuerverfahren und Schaltsteuervorrichtung für ein Fahrzeug
JP6551545B2 (ja) * 2016-01-28 2019-07-31 アイシン・エィ・ダブリュ株式会社 変速装置

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US10835972B2 (en) 2018-03-16 2020-11-17 Milwaukee Electric Tool Corporation Blade clamp for power tool
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