JP5333117B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device that is mounted on a vehicle including a prime mover capable of intermittent operation and transmits power from the prime mover to an axle via a friction engagement element.

  Conventionally, this type of power transmission device includes a hydraulic pump driven by engine power, a manual shift valve, and a hydraulic pump in a device that transmits power from an engine to a vehicle axle via a friction engagement device. A solenoid valve that regulates the hydraulic pressure output through the manual shift valve and outputs it to the friction engagement device, and an oil passage that connects the solenoid valve and the friction engagement device is interposed between the fluid passage and the fluid passage. A selection valve that is selectively switched, and an oil passage that connects the selection valve and the friction engagement device are connected via a check valve, and hydraulic oil is supplied to the friction engagement device by repeating excitation and non-excitation of the electromagnetic coil. The thing provided with the electromagnetic pump which performs is proposed (for example, refer patent document 1).

JP 2008-180303 A

  By the way, when the shift lever is operated to a non-traveling position such as a neutral position, the engine can be automatically stopped to improve fuel efficiency, but the shift lever can be changed from a non-traveling position to a driving position such as a drive position. When the engine is switched, it is necessary to restart the engine immediately and to engage the friction engagement device so that the vehicle can start traveling quickly. In a power transmission device including a hydraulic pump that generates hydraulic pressure to be supplied to the friction engagement device by power from the engine, the hydraulic pump does not operate when the engine is stopped. There will be a delay before it is engaged.

  The power transmission device of the present invention is mainly intended to enable smooth start of travel when a shift operation is performed from a non-travel position to a travel position.

  The power transmission device of the present invention employs the following means in order to achieve the main object described above.

The power transmission device of the present invention is
A power transmission device mounted on a vehicle equipped with a prime mover capable of intermittent operation and transmitting power from the prime mover to an axle via a friction engagement element,
A first pump that operates by power from the prime mover to generate fluid pressure;
A shift operation unit capable of switching the shift position with physical movement between positions;
When the shift operation portion is in the traveling position, the fluid pressure from the first pump is output to a supply flow path connected to the fluid pressure servo of the friction engagement element, and the shift operation portion is not for traveling. A shift valve that drains by inputting a working fluid from a drain passage connected to a fluid pressure servo of the friction engagement element when in the position;
A switching valve that switches between a state of opening the supply channel and blocking the drain channel and a state of blocking the supply channel and opening the drain channel;
A second pump for supplying fluid pressure to a fluid pressure servo of the friction engagement element in a state where the supply flow path is cut off by electric power;
When the non-traveling position is released by the shift operation unit while the prime mover is stopped and the supply flow path is shut off, the shift operation unit moves to the travel position. A control device that controls the second pump so that the operation is started at the first timing before, and controls the prime mover so as to be started at the second timing after the movement of the shift operation unit is completed; ,
It is a summary to provide.

  In the power transmission device according to the present invention, the shift operation section is operated while the prime mover is stopped and the supply flow path connecting the shift valve and the fluid pressure servo of the friction engagement element is blocked by the switching valve. When the non-travel position is released, the fluid pressure servo of the friction engagement element is fluidized in a state where the supply flow path is shut off at the first timing before the shift operation unit has been moved to the travel position. The operation of the second pump for supplying pressure is started, and the prime mover is started at the second timing after the movement of the shift operation unit is completed. In this way, by starting the operation of the second pump at an early timing, the engagement of the friction engagement element is completed quickly when the first pump starts operating with the restart of the prime mover. Therefore, when the shift operation is performed from the non-travel position to the travel position, the travel can be started smoothly. Here, the “non-traveling position” includes a neutral position as well as a parking position. The “second pump” includes an electromagnetic pump that pumps the working fluid by electromagnetic force, and also includes an electric pump that pumps the working fluid by power from the motor. Furthermore, the “prime mover” includes an internal combustion engine.

  In such a power transmission device of the present invention, the control device controls the prime mover so as to be restarted at a timing immediately after the shift operation unit has been moved to the travel position as the second timing. It can also be assumed. In this way, the friction engagement element can be quickly engaged.

  In the power transmission device according to the present invention, the control device may be configured such that the control device starts operation at a timing immediately after the shift operation unit is released from the non-travel position as the first timing. It can also be a means for controlling. In this way, the friction engagement element can be quickly engaged.

  The power transmission device according to the present invention further includes a pressure regulating valve that is attached to the supply flow path and that receives the fluid pressure from the first pump and outputs the fluid pressure along with the pressure regulation. The pressure valve may be arranged so that the working fluid from the shift valve flows in the order of the pressure regulating valve, the switching valve, and the fluid pressure servo of the friction engagement element.

  In the power transmission device according to the present invention, the shift valve may include an output port including a travel position output port to which the input port and the supply flow path are connected, and a drain input connected to the drain flow path. When the port is formed and shifted to the travel position, the fluid pressure generated by the first pump is input from the input port and output from the travel position output port, and the drain input port is shut off, When the shift operation is performed to the non-travel position, the valve may be configured to shut off a flow path between the input port and the output port and open the drain input port.

  Further, in the power transmission device of the present invention, the switching valve is operated by the fluid pressure from the first pump, and when the fluid pressure from the first pump is input, A fluid pressure servo of the friction engagement element is connected by a flow path, and when the fluid pressure from the first pump is not input, the travel position output port and the fluid pressure servo of the friction engagement element It can also be a valve that cuts off the connection.

It is a block diagram which shows the outline of a structure of the vehicle 10 carrying the power transmission device 20 as one Example of this invention. It is explanatory drawing which shows the action | operation table | surface of an automatic transmission mechanism. It is an alignment chart which shows the relationship of the rotational speed of each rotation element of an automatic transmission mechanism. 2 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 30. FIG. FIG. 4 is an explanatory diagram showing an example of an operating mechanism of a manual valve 40. 7 is a flowchart illustrating an example of an N-D shift control routine executed by an ATECU 29; It is explanatory drawing which shows the mode of the time change state of rotation angle (theta) of a manual shaft, idle stop flag Fstop, engine rotational speed Ne, clutch C1 pressure, and a pump drive command.

  Next, embodiments of the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a vehicle 10 equipped with a power transmission device 20 as an embodiment of the present invention, and FIG. 2 is an operation table of an automatic transmission mechanism 28.

  As shown in the figure, the power transmission device 20 according to the embodiment is configured to be mounted on, for example, an FF (front engine front drive) type vehicle 10. A torque converter 26 with a lock-up clutch that transmits power with torque amplification, an automatic transmission mechanism 28 that transmits power from the torque converter 26 to the wheels 18a and 18b with speed change, and an ATECU 29 that controls the entire apparatus. With. The vehicle 10 of the embodiment includes a main ECU 90 that controls the entire vehicle including the engine 12 and the power transmission device 20, and communicates with the EGECU 16 and the ATECU 29 to control signals and the operation of the engine 12 and the power transmission device 20. Exchanging data about status. The main ECU 90 includes a shift position SP from the shift position sensor 92 that detects the operation position of the shift lever 91, an accelerator opening Acc from the accelerator pedal position sensor 94 that detects the depression amount of the accelerator pedal 93, and the brake pedal 95. The brake switch signal BSW from the brake switch 96 that detects the depression, the vehicle speed V from the vehicle speed sensor 98, and the like are input.

  The torque converter 26 includes a pump impeller 26a connected to the crankshaft 14 of the engine 12, and a turbine runner 26b connected to the input shaft 22 of the automatic transmission mechanism 28 and disposed opposite to the pump impeller 26a. The pump impeller 26a The engine torque is converted into a flow of hydraulic oil, and the flow of the hydraulic oil is converted into torque on the input shaft 22 by the turbine runner 26b to transmit torque. The torque converter 26 has a built-in lock-up clutch 26c. When the lock-up clutch 26c is engaged, the engine crankshaft 14 and the input shaft 22 of the automatic transmission mechanism 28 are directly connected to each other to directly engine torque. To communicate.

  The automatic transmission mechanism 28 includes a planetary gear unit PU, three clutches C1, C2, and C3, two brakes B1 and B2, and a one-way clutch F1. The planetary gear unit PU is configured as a Ravigneaux type planetary gear mechanism, and includes two sun gears S1 and S2 as external gears, a ring gear R as an internal gear, a plurality of short pinion gears PS meshing with the sun gear S1, and a sun gear. S2 and a plurality of long pinion gears PL that mesh with the plurality of short pinion gears PS and mesh with the ring gear R, and a carrier CR that holds the plurality of short pinion gears PS and the plurality of long pinion gears PL in a freely rotating and revolving manner. The sun gear S1 is connected to the input shaft 22 via the clutch C1, and the sun gear S2 is connected to the input shaft 22 via the clutch C3, and its rotation is freely or prohibited by the brake B1. The ring gear R is connected to the output shaft 24. Cage, carrier CR is connected to the input shaft 22 via the clutch C2. Further, the rotation of the carrier CR is restricted in one direction by the one-way clutch F1, and the rotation of the carrier CR is freely or prohibited by a brake B2 provided in parallel to the one-way clutch F1. The power output to the output shaft 24 is transmitted to the wheels 18a and 18b via a counter gear and a differential gear (not shown).

  Further, as shown in the operation table of FIG. 2, the automatic transmission mechanism 28 can switch between forward 1st speed to 4th speed and reverse speed by a combination of on / off of the clutches C1 to C3 and the brakes B1 and B2. Yes. FIG. 3 is a collinear diagram showing the relationship among the rotational speeds of the sun gears S1, S2, the ring gear R, and the carrier CR at each gear stage of the automatic transmission mechanism 28.

  The hydraulic circuit 30 turns on and off the clutches C1 to C3 and on and off the brakes B1 and B2 in the automatic transmission mechanism 28. FIG. 4 is a configuration diagram showing an outline of the configuration of the hydraulic circuit 30. As shown in the figure, the hydraulic circuit 30 includes a mechanical oil pump 32 that pumps hydraulic oil through the strainer 31 by power from the engine, and a line pressure PL that regulates the hydraulic oil pumped from the mechanical oil pump 32. A regulator valve 33 for generating a pressure, a linear solenoid SLT for driving the regulator valve 33 by adjusting a modulator pressure PMOD generated from a line pressure PL via a modulator valve (not shown) and outputting it as a signal pressure, and a line pressure PL Input port 42a, drive position output port (D port) 42b, reverse position output port (R port) 42c, etc. are formed, and input port 42a and output ports 42b, 42c are interlocked with the operation of shift lever 91. Manual for communication and disconnection between Lubricant 40, the hydraulic oil output from the D port 42b of the manual valve 40 is input from the input port 52a, and the pressure is regulated and output from the output port 52b, and the piston 73 that slides in the cylinder 72 is sucked into the piston 73. The check valve 74 and the discharge check valve 76 are built in, and the suction port 72a is connected to the strainer 31 without using the mechanical oil pump 32. When the check valve 74 is closed and the check valve 74 for suction is opened to suck hydraulic fluid from the suction port 72a and the solenoid portion 71 is turned on from the OFF state, the check valve 74 for suction is closed and the check valve 76 for discharge is discharged. Is opened, the electromagnetic pump 70 discharges the hydraulic fluid sucked from the discharge port 72b, and the output port 52b of the linear solenoid SLC1 ( Force port oil path 34) and forward first speed (starting) clutch C1 (clutch oil path 38) are connected, and discharge port 72b (discharge port oil path 35) of electromagnetic pump 70 and clutch C1 ( A state in which the connection with the clutch oil passage 38) is cut off, a state in which the connection between the output port oil passage 34 and the clutch oil passage 38 is cut off, and a state in which the discharge port oil passage 35 and the clutch oil passage 38 are connected. And the accumulator 39 connected to the clutch oil passage 38, and the like. In FIG. 4, the hydraulic systems of the clutches C2 and C3 other than the clutch C1 and the brakes B1 and B2 are omitted because they do not form the core of the present invention. Can be configured.

  The switching valve 60 includes a signal pressure input port 62a for inputting the line pressure PL as a signal pressure, an input port 62b connected to the output port 52b (output port oil passage 34) of the linear solenoid SLC1, and a clutch C1 (clutch oil passage). 38), an output port 62c connected to 38), a discharge port 72b (discharge port oil passage 35) of the electromagnetic pump 70, and a sleeve 62 formed with various ports of an input port 62d to which a drain oil passage 36 described later is connected. A spool 64 that slides in the sleeve 62 in the axial direction, and a spring 66 that biases the spool 64 in the axial direction. When the line pressure PL is input to the signal pressure input port 62a, the switching valve 60 overcomes the urging force of the spring 66 and the spool 64 moves to the position shown in the left half region in the figure, and the input port 62b and the output port 62c and the communication between the input port 62d and the output port 62c are cut off, so that the output port oil passage 34 and the clutch oil passage 38 are communicated with each other and the discharge port 35 and the clutch oil passage 38 are connected to each other. When the communication is cut off and the line pressure PL is not input to the signal pressure input port 62a, the spool 64 is moved to the position shown in the right half region in the figure by the urging force of the spring 66, and the input port 62b and the output port 62c The output port oil passage 34 is formed by blocking the communication and connecting the input port 62d and the output port 62c. Communicating the discharge port oil passage 35 and the clutch oil passage 38 while blocking the communication between the clutch oil passage 38.

  The manual valve 40 is formed with an input port 42a, a D-position output port 42b, and an R-position output port 42c so as to communicate with a substantially cylindrical space formed in the valve body of the hydraulic circuit 30. The spool 44 having the two lands 44a and 44b slides therein, whereby the communication between the input port 42a and the output ports 42b and 42c is performed and blocked. The manual valve 40 has a drain input port 42d in addition to the input port 42a and output ports 42b and 42c. The drain input port 42d is connected to the input port 42a and the output ports 42b and 42c. They are separated by lands 44b. In the manual valve 40, when the shift lever 91 is operated to the D (drive) position, the drain input port 42d is blocked by the outer wall of the land 44b, and when the shift lever 91 is operated to the N (neutral) position, The land 44b moves to the left side in the drawing to release the drain input port 42d, and the operating oil in the drain oil passage 36 is input through the drain input port 42d and drained.

  Consider a case where the engine 12 is stopped with the shift lever 91 being operated to the N position. In this case, the mechanical oil pump 32 is stopped, and the switching valve 60 shuts off the input port 62b to which the output port oil passage 34 is connected and the output port 62c to which the clutch oil passage 38 is connected and drain oil. Since the input port 62d to which the path 36 is connected and the output port 62c are connected, the C1 pressure that is the hydraulic pressure acting on the clutch C1 is the oil path 38 for the clutch, the output port 62c and the input port 62d of the switching valve 60, and for the drain. The oil is drained through the oil passage 36 and the drain input port 42d of the manual valve 40 in this order.

  As shown in FIG. 5, the manual valve 40 has a manual plate 82 attached to the manual shaft 80, and a long hole 82 a at an eccentric position (end) with respect to the rotation axis of the manual shaft 80 on the manual plate 82. And a spool 44 having an L-shaped hook 44a formed at the tip thereof, and the manual shaft 80 is rotationally driven to convert the rotational motion of the manual shaft 80 into linear motion of the spool 44. Here, although not shown, the shift lever 91 is connected to an outer lever attached to the manual shaft 80 by a wire, and the manual operation is performed by swinging the outer lever by pushing and pulling the wire by operating the shift lever 91. The shaft 80 can be rotationally driven. The manual plate 82 has a plate-shaped detent spring 86 whose base end is fixed to the case of the automatic transmission mechanism 28 by a bolt, and a cam surface in which peaks and valleys are alternately formed on the end surface of the manual plate 82. A detent mechanism 85 including a roller 88 attached to the distal end of the detent spring 86 is provided so as to come into pressure contact with 82b.

  Although not shown, the ATECU 29 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 Is provided. The AT ECU 29 receives a rotation angle θ from a rotation angle sensor 99 attached to the rotation shaft of the manual shaft 80 via an input port.

  In the vehicle 10 of the embodiment configured in this way, when the shift lever 91 is running at the D (drive) running position, the vehicle speed V is set to 0, the accelerator is turned off, the brake switch signal BSW is turned on, and so on. The engine 12 is automatically stopped when all of the automatic stop conditions are satisfied. When the engine 12 is automatically stopped, thereafter, the engine 12 that has been automatically stopped is automatically started when a preset automatic start condition such as the brake switch signal BSW being turned off is satisfied. In addition to the automatic stop condition described above, the engine 12 is automatically stopped even when the shift lever 91 is operated to the N (neutral) position while the brake switch signal BSW is ON. When the shift lever 91 is operated from the N position to the travel position such as the D position or the R (reverse) position, the engine 12 is automatically started.

  Next, the operation of the vehicle 10 according to the embodiment thus configured, in particular, the shift lever 91 is moved to the D position from the state where the shift lever 91 is operated to the N position and the engine 12 is automatically stopped, and the engine 12 is operated. The operation at the time of automatic start will be described. FIG. 6 is a flowchart showing an example of an N-D shift control routine executed by the ATECU 29. This routine is executed when the shift position SP from the shift position sensor 92 is at the N position.

  When the ND shift control routine is executed, the ATECU 29 first inputs the rotation angle θ of the manual shaft 80 from the rotation angle sensor 99 (step S100). Subsequently, when the value is 0, the electromagnetic pump 70 is in a stopped state, and when the value is 1, the value of the pump state flag F indicating that the electromagnetic pump 70 is in an operating state is checked (step S110). When the pump state flag F is 0, whether the input rotation angle θ of the manual shaft 80 is different from the N-position rotation angle θN corresponding to the N position, that is, the shift lever 91 is released from the N position. It is determined whether or not (step S120). When the rotation angle θ of the manual shaft 80 is the N-position rotation angle θN, the shift lever 91 remains in the N-position, so the process returns to step S100 and the processing is repeated, so that the rotation angle θ of the manual shaft 80 is the N-position rotation angle θN. If not, the driving of the electromagnetic pump 70 is started and the pump state flag F is set to a value 1 (step S130). This process is a process for starting driving of the electromagnetic pump 70 immediately after the driver releases the shift lever 91 from the N position.

  When the driving of the electromagnetic pump 70 is started, the pump state flag F is determined to be 1 in step S110, and therefore, step S100 is performed until the rotation angle θ of the manual shaft 80 coincides with the D position rotation angle θD corresponding to the D position. Then, the process of inputting the rotation angle θ of the manual shaft 80 and comparing the rotation angle θ with the D-position rotation angle θD is repeated (step S140), and the rotation angle θ of the manual shaft 80 becomes the D-position rotation angle θD. Is input by the shift position sensor 92 detected by the shift position sensor 92 and received by communication from the main ECU 90 (step S150), and waits for the input shift position SP to become the D position (step S160). The main E so that the engine 12 is automatically started. U90 sends an engine start command to the EGECU16 via (step S170), (step S180) when the engine 12 is complete explosion, and stops driving the electromagnetic pump 70 (step S190), and terminates this routine.

  FIG. 7 shows how the rotation angle θ of the manual shaft, the idle stop flag Fstop, the engine rotation speed Ne, the clutch C1 pressure, and the pump drive command change with time. As shown in the figure, at the time t1 when the rotation angle θ of the manual shaft 80 starts moving from the N-position rotation angle θN toward the D-position rotation angle θD as the shift lever 91 is released from the N position, the electromagnetic pump 70 When the shift lever 91 moves and the rotation angle θ of the manual shaft 80 reaches the rotation angle θD for the D position and the D position is determined, the idle stop flag Fstop is changed from the value 1 to the value 0 and the engine is turned on. 12 starts (time t2), and when the engine 12 completes explosion (time t3), the drive of the electromagnetic pump 70 is stopped.

  Consider a case where the shift lever 91 is operated to the N position while the brake pedal 95 is depressed. In this case, the engine 12 is automatically stopped, and the C1 pressure acting on the clutch C1 is drained via the manual valve 40. Therefore, when the shift lever 91 is operated to the D position and the vehicle is started. Takes a long time from when the mechanical oil pump 32 starts to be driven by the automatic start of the engine 12 until the clutch C1 is engaged. In the embodiment, immediately after the shift lever 91 is released from the N position, the drive of the electromagnetic pump 70 is started and the hydraulic oil is pumped from the electromagnetic pump 70 to the clutch C1, and then the shift lever 91 determines the D position. When the mechanical oil pump 32 starts to be driven by the automatic start of the engine 12, the clutch C1 can be quickly engaged to start. The electromagnetic pump 70 takes a relatively long time until the hydraulic pressure is generated even when the driving is started. However, the electromagnetic pump 70 starts driving immediately after the N position before the shift lever 91 determines the D position is released. There is no delay until hydraulic fluid is supplied from the electromagnetic pump 70 to the clutch C1.

  According to the power transmission device 20 of the embodiment described above, when the shift lever 91 is released from the N position while the engine 12 is automatically stopped, the drive of the electromagnetic pump 70 is started immediately thereafter, and the shift lever 91 When 91 determines the D position, the engine 12 is automatically started, and the electromagnetic pump 70 is stopped when the engine 12 is completely exploded. Therefore, the mechanical oil pump 32 is driven as the engine 12 is automatically started. When started, the clutch C1 can be quickly engaged to start the vehicle.

  In the power transmission device 20 of the embodiment, the driving of the electromagnetic pump 70 is started immediately after the shift lever 91 is released from the N position. However, after the shift lever 91 is released from the N position and D The driving of the electromagnetic pump 70 may be started at any timing as long as the timing is before the position is determined. However, in order to make the engagement of the clutch C1 quicker after the engine 12 is automatically started, it is desirable to start driving the electromagnetic pump 70 as early as possible. Further, the timing of stopping the driving of the electromagnetic pump 70 is not limited to when the engine 12 is completely exploded, and may be a timing at which a predetermined time has elapsed after the automatic start of the engine 12 is started.

  In the power transmission device 20 of the embodiment, the discharge port 72b (discharge port oil passage 35) and the clutch C1 (clutch oil passage 38) of the electromagnetic pump 70 are connected via the switching valve 60 (input port 62d, output port 62c). However, it may be connected directly without using the switching valve 60.

  In the power transmission device 20 of the embodiment, the automatic transmission mechanism 28 of the forward first speed to the fourth speed four-speed transmission is provided. However, the automatic transmission mechanism is not limited to this, and the two-speed transmission or the like. Any number of stages such as a three-stage shift or five or more stages may be used.

  In the embodiment, the present invention has been described as an example in which the shift lever 91 is changed from the N position to the D position. However, when the shift lever is changed from the N position to the R (reverse) position, or from the P (parking) position. If the shift lever is changed from the non-traveling position to the traveling position, such as when changing to the D position or when changing from the P position to the R position, the present invention can be applied.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 12 corresponds to the “motor”, the clutch C1 corresponds to the “friction engagement element”, the mechanical oil pump 32 corresponds to the “first pump”, and the shift lever 91 corresponds to the “shift operation”. 6, the manual valve 40 corresponds to the “shifting valve”, the switching valve 60 corresponds to the “open blocking part”, the electromagnetic pump 70 corresponds to the “second pump”, The ATECU 29 and the EGECU 16 that execute the control routine at the time of the D shift correspond to the “control device”. Here, the “prime mover” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine, Any type of prime mover may be used as long as it can output power, such as an electric motor other than the internal combustion engine. The “second pump” is not limited to an electromagnetic pump that pumps hydraulic oil by electromagnetic force, but generates fluid pressure by driving with electric power, such as an electric pump that pumps hydraulic oil by power from an electric motor. Any type of pump can be used as long as it can be used. 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 is only a specific example.

  As mentioned above, although embodiment of this invention was described using the Example, this invention is not limited to such an example at all, and can be implemented with a various form within the range which does not deviate from the summary of invention. Of course.

  The present invention is applicable to the power transmission device manufacturing industry.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Engine, 14 Crankshaft, 16 EGECU, 20 Power transmission device, 22 Input shaft, 24 Output shaft, 26 Torque converter, 26a Pump impeller, 26b Turbine runner, 26c Lock-up clutch, 28 Automatic transmission mechanism, 29 AT ECU , 30 Hydraulic circuit, 31 Strainer, 32 Mechanical oil pump, 33 Regulator valve, 34 Oil passage for output port pressure, 35 Oil passage for discharge port, 36 Oil passage for drain, 38 Oil passage for clutch, 39 Accumulator, 40 Manual valve 42a input port, 42b D position output port, 42c R position output port, 42d drain input port, 44 spool, 44a, 44b land, 52a input port, 52b output port, 60 switching Valve, 62 Sleeve, 62a Signal pressure input port, 62b Input port, 62c Output port, 62d Input port, 64 Spool, 66 Spring, 70 Electromagnetic pump, 71 Solenoid part, 72 Cylinder, 72a Suction port, 72b Discharge port, 73 Piston 74 Check valve for intake, 76 Check valve for discharge, 90 Main ECU, 91 Shift lever, 92 Shift position sensor, 93 Accelerator pedal, 94 Accelerator pedal position sensor, 95 Brake pedal, 96 Brake switch, 98 Vehicle speed sensor, 99 Rotation angle sensor, SLT, SLC1 Linear solenoid, S1, S2 Sun gear, R ring gear, PS short pinion gear, PL long pinion gear, CR carrier, C1-C3 clutch, B1, B2 Brake, F1 one-way clutch.

Claims (6)

A power transmission device mounted on a vehicle equipped with a prime mover capable of intermittent operation and transmitting power from the prime mover to an axle via a friction engagement element,
A first pump that operates by power from the prime mover to generate fluid pressure;
A shift operation unit capable of switching the shift position with physical movement between positions;
Wherein when the shift operation unit is in the traveling position is outputted to the supply flow path of fluid pressure from the first pump, from a de Len channel when said shifting operation part is in a non-traveling position A shift valve that drains by input of working fluid; and
A pump flow path connected to the drain flow path;
A second pump that operates by electric power to supply fluid pressure to the pump flow path;
The supply flow path, the pump flow path, and the engagement element flow path connected to the fluid pressure servo of the friction engagement element are connected, and are operated by the fluid pressure from the first pump. When the fluid pressure is input from the pump, the communication channel between the supply channel and the engagement element channel is blocked, and the communication between the pump channel and the engagement element channel is interrupted, When no fluid pressure is input from the first pump, communication between the supply flow path and the engagement element flow path is cut off and communication between the pump flow path and the engagement element flow path is established. A switching valve
When the prime mover is the non-traveling position is released by the shift operating unit while Ru Tei is stopped, is operated at a first timing before the movement of the shift operating device to the traveling position is completed A control device for controlling the prime mover to start at a second timing after the movement of the shift operation section is completed, controlling the second pump to be started;
A power transmission device comprising:   2. The power transmission device according to claim 1, wherein the control device controls the prime mover so as to be started at a timing immediately after the movement of the shift operation unit to the travel position is completed as the second timing.   3. The control device according to claim 1, wherein the control device controls the second pump so that the operation is started at a timing immediately after the shift operation unit is released from the non-travel position as the first timing. Power transmission device.   The power transmission device according to any one of claims 1 to 3, wherein the non-traveling position is a neutral position. The power transmission device according to any one of claims 1 to 4,
A pressure regulating valve that is attached to the supply flow path and that inputs the fluid pressure from the first pump and outputs the fluid pressure along with the pressure regulation;
The switching valve and the pressure regulating valve are arranged such that the working fluid from the shift valve flows in the order of the pressure regulating valve, the switching valve, and the fluid pressure servo of the friction engagement element. The shift valve is formed with an output port including a travel position output port connected to the input port and the supply flow path, and a drain input port connected to the drain flow path. When the fluid pressure generated by the first pump is input from the input port and output from the travel position output port, the drain input port is shut off, and when the shift operation is performed to the non-travel position The power transmission device according to any one of claims 1 to 5, wherein the power transmission device is a valve that blocks a flow path between the input port and the output port and opens the drain input port.

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