JP6110603B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine toward a drive wheel, and more particularly, to a vehicle having a function of automatically stopping the operation of the internal combustion engine.

  For power transmission devices used in vehicles such as automobiles, mechanical power received by an input shaft, such as an automatic transmission, is shifted by a speed change mechanism (changes in rotational speed and torque) and transmitted to an output shaft. There is something to do. In addition, in order to suppress the fuel consumption of the internal combustion engine mounted on the automobile as a prime mover, the function of automatically stopping the operation of the internal combustion engine operating in the idling state when a predetermined condition is satisfied, so-called idling stop Vehicles with functions are known.

  A vehicle power transmission apparatus as described above is generally provided with a clutch or a brake that operates under the hydraulic pressure. Further, the hydraulic pressure of an oil pump or the like for supplying hydraulic pressure to the clutch or the brake is provided. A supply device (hereinafter referred to as a hydraulic pressure supply device) is provided in a power transmission device or a vehicle. As the hydraulic pressure supply device, a device that operates by receiving mechanical power from an internal combustion engine, an electric oil pump that is driven by an electric motor, or the like is used. In the case of a vehicle having an idling stop function, an electric oil pump is often used because the internal combustion engine is often inactivated while the vehicle is stopped.

  Further, in Patent Document 1 below, a disc spring is assembled to a piston of a clutch that operates by receiving hydraulic pressure, and the clutch is engaged by the biasing force of the disc spring even when the hydraulic pressure is not supplied. A power transmission device configured as described above has been proposed.

Japanese Patent Laid-Open No. 2006-9973

  In the vehicle as described above, during the traveling of the vehicle before the vehicle stops, for example, during the deceleration traveling, the internal combustion engine is controlled to be stopped by the idling stop function, so that the internal combustion engine is deactivated. Sometimes. In such a case, the power transmission between the drive wheel rotating in proportion to the vehicle speed and the engine output shaft of the internal combustion engine is cut off, so that the engine output shaft rotates in conjunction with the drive wheel. Can be prevented.

  When an electric oil pump is used for a hydraulic pressure supply device that supplies hydraulic pressure to a clutch, a brake, or the like constituting the power transmission device, there is a problem that the cost is relatively high. On the other hand, when using a hydraulic pressure supply device that operates by receiving mechanical power from the internal combustion engine, it is possible to generate hydraulic pressure to be supplied to the clutches and brakes that constitute the power transmission device when the internal combustion engine is in an inoperative state. However, a function or mechanism for keeping the hydraulic pressure constant in a clutch, a brake or the like is required.

  In such a power transmission device, the mechanical power from the engine output shaft transmits the mechanical power from the engine output shaft to the drive wheels without changing the rotational direction, and the so-called “forward operation state” and the mechanical power from the engine output shaft. Switching between the so-called “reverse operation state” in which the direction of rotation is reversed and transmitted to the drive wheels, and the so-called “neutral operation state” in which the power transmission between the engine output shaft and the drive wheels is interrupted. Some have a forward / reverse switching mechanism. By setting the forward / reverse switching mechanism to the “neutral operating state”, power transmission between the engine output shaft and the drive wheels can be interrupted while the vehicle is running. Such a forward / reverse switching mechanism generally includes a forward clutch, which is a friction clutch having a double pinion planetary gear and capable of connecting the sun gear of the planetary gear and the planetary carrier. In order to realize the neutral operation state of the forward / reverse switching mechanism while the vehicle is traveling, the forward clutch in the engaged state is controlled to the released state. When the vehicle is decelerating while the forward / reverse switching mechanism is set to the neutral operating state and the internal combustion engine is not operated, the internal combustion engine is started when the driver operates the accelerator pedal or the like to accelerate the vehicle. Immediately thereafter, in order to transmit the mechanical output output from the engine output shaft to the drive wheels, it is necessary to re-engage the forward clutch.

  By the way, in the power transmission device provided with the forward / reverse switching mechanism as described above, it is necessary to maintain the released state of the forward clutch while the vehicle is stopped. In addition, there is a desire to start the vehicle immediately by starting the internal combustion engine when the vehicle is stopped and the internal combustion engine is not operating. When the hydraulic pressure supply device that supplies the hydraulic pressure to the forward clutch is operated by receiving a part of the mechanical power output from the internal combustion engine, the hydraulic pressure supply device operates when the internal combustion engine 5 is in an inoperative state. Therefore, the hydraulic pressure necessary for performing the engaging operation is not supplied to the forward clutch. For this reason, even if the internal combustion engine is started, it is difficult to perform an engaging operation for bringing the forward clutch into an engaged state immediately after the internal combustion engine is started.

  On the other hand, starting the internal combustion engine and operating the hydraulic pressure supply device to supply hydraulic pressure to the forward clutch while the vehicle is stopped is not preferable because fuel consumption in the internal combustion engine increases. In addition, when an electric oil pump is provided separately from the hydraulic pressure supply device and hydraulic pressure is supplied from the pump to the forward clutch, there arises a problem that the power transmission device becomes complicated and the cost is relatively high.

  The present invention has been made in view of the above, and in a non-operating state of an internal combustion engine, while suppressing the supply of hydraulic pressure to a clutch or the like constituting the power transmitting device, the power transmission device in the operating state of the internal combustion engine An object of the present invention is to provide a vehicle capable of suppressing the occurrence of vibrations and the occurrence of rotational fluctuations in drive wheels.

In order to achieve the above object, a vehicle according to the present invention is a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to a drive wheel through a power transmission device, and has a predetermined stop condition. And a control device that controls the internal combustion engine to stop operating when the condition is satisfied, and controls the internal combustion engine to start when a predetermined start condition is satisfied. The power transmission device includes a forward operation state in which mechanical power from the engine output shaft is transmitted to the drive wheels without changing the rotational speed and direction, and mechanical power from the engine output shaft in the rotational direction. A forward / reverse switching mechanism capable of switching between a reverse operation state in which the engine is transmitted in the reverse direction and transmitted to the drive wheels, and a neutral operation state in which power transmission between the engine output shaft and the drive wheels is interrupted, and an engine output A friction clutch configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not acting, and is capable of interrupting power transmission between the shaft and the drive wheel. A normally closed clutch. The forward / reverse switching mechanism includes a forward clutch that is a friction clutch that is operated in an engaged state so that the forward / backward switching mechanism is in a forward operation state. The power transmission device further includes a hydraulic pressure supply device capable of supplying hydraulic pressure to the forward clutch and the normally closed clutch from an oil pump operable by receiving mechanical power from the engine output shaft. The forward clutch is provided with a clutch-side hydraulic piston member that receives hydraulic pressure and moves in the axial direction of the rotation center shaft to press the friction material, and is opposed to the clutch-side hydraulic piston member with the friction material interposed therebetween. A clutch-side mechanical pushing member that receives a strong force and moves in the axial direction of the rotation center shaft to push the friction material. The control device moves the clutch-side hydraulic piston member in the axial direction of the rotation center axis when operating the forward clutch from the disengaged state to the engaged state while the vehicle is running or the internal combustion engine is operating. The forward clutch in the disengaged state is brought into an engaged state by moving the clutch to the clutch-side mechanical push member while maintaining the connected state of the forward clutch. The gist is to reduce the hydraulic pressure received by the clutch-side hydraulic piston member .
In the above vehicle, the control device is configured such that, after the operation of the internal combustion engine is stopped by the control device during vehicle travel and the forward clutch is released, the travel range is a drive range, and the control is performed during vehicle travel. When the internal combustion engine is controlled to start by the device, the forward clutch in the released state is engaged by moving the clutch-side hydraulic piston member in the axial direction of the rotation center shaft, and then the The clutch-side mechanical pushing member can push the friction material while maintaining the forward clutch connected state, and the hydraulic pressure received by the clutch-side hydraulic piston member can be reduced.

  In the above vehicle, the forward / reverse switching mechanism includes a reverse brake that is a friction brake operated in a braking state so that the forward / reverse switching mechanism is in a reverse operation state, and the reverse brake is rotated by receiving hydraulic pressure. A brake-side hydraulic piston member that moves in the axial direction of the central axis and pushes the friction material, and a brake-side hydraulic piston member that faces the brake-side hydraulic piston member with the friction material interposed therebetween. A brake-side mechanical pushing member that moves in the direction and pushes the friction material, and the control device moves the brake-side hydraulic piston member to the axis of the rotation center axis when the running range is the reverse range during vehicle running. By moving in the direction, the reverse brake in the released state can be brought into the engaged state.

  In the above vehicle, an operation member for operating an axial movement of a rotation center axis of the clutch side mechanical push member and the brake side mechanical push member may be provided.

  In the above vehicle, the operation member is provided between the forward clutch and the reverse brake in the axial direction of the rotation center shaft, and the clutch side mechanical push member and the brake side mechanical push member Can be connected via the operation member.

  In the above vehicle, the forward / reverse switching mechanism has a double pinion planetary gear, the forward clutch is a clutch capable of connecting a sun gear of the planetary gear and a planetary carrier, and the reverse brake is The brake can brake the rotation of the ring gear of the planetary gear.

In the above vehicle, the control device moves the clutch-side hydraulic piston member in the axial direction of the rotation center axis when the internal combustion engine is in an operating state and the travel range is operated from the neutral range to the drive range. Thus, when the forward clutch in the disengaged state is engaged, and when the travel range is the drive range, the friction material is applied to the clutch-side mechanical push member while maintaining the connected state of the forward clutch. The hydraulic pressure received by the clutch-side hydraulic piston member can be reduced while being pushed.
In order to achieve the above object, a vehicle according to the present invention is a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to a drive wheel via a power transmission device. A control device is provided that controls the internal combustion engine to stop operating when a stop condition is satisfied, and controls the internal combustion engine to start when a predetermined start condition is satisfied. The power transmission device includes a forward operation state in which mechanical power from the engine output shaft is transmitted to the drive wheels without changing the rotational speed and direction, and mechanical power from the engine output shaft in the rotational direction. A forward / reverse switching mechanism capable of switching between a reverse operation state in which the engine is transmitted in the reverse direction and transmitted to the drive wheels, and a neutral operation state in which power transmission between the engine output shaft and the drive wheels is interrupted, and an engine output A friction clutch configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not acting, and is capable of interrupting power transmission between the shaft and the drive wheel. A normally closed clutch. The forward / reverse switching mechanism includes a forward clutch that is a friction clutch that is operated in an engaged state so that the forward / backward switching mechanism is in a forward operation state. The power transmission device further includes a hydraulic pressure supply device capable of supplying hydraulic pressure to the forward clutch and the normally closed clutch from an oil pump operable by receiving mechanical power from the engine output shaft. The forward clutch is provided with a clutch-side hydraulic piston member that receives hydraulic pressure and moves in the axial direction of the rotation center shaft to press the friction material, and is opposed to the clutch-side hydraulic piston member with the friction material interposed therebetween. A clutch-side mechanical pushing member that receives a strong force and moves in the axial direction of the rotation center shaft to push the friction material. When the forward clutch is operated from the released state to the engaged state while the vehicle is stopped and the internal combustion engine is stopped, the control device pushes the friction material against the clutch-side mechanical pushing member. The gist is to bring the forward clutch in the disengaged state into the engaged state. In this vehicle, when the control device is controlled to stop the operation of the internal combustion engine while the vehicle is stopped and the travel range is the drive range, the control device applies the clutch-side mechanical push member to the clutch-side mechanical push member. By pushing the friction material, the forward clutch in the released state can be engaged.

  According to the present invention, even when a sudden torque fluctuation acts between the drive wheel and the engine output shaft, the torque is normally closed before the torque reaches the maximum value of torque that can be transmitted by the speed change mechanism. The maximum value of torque that can be transmitted in the clutch is reached, and slippage can be caused in the normally closed clutch that is a friction clutch. Accordingly, it is possible to protect the transmission mechanism by suppressing a sudden torque fluctuation from acting in the transmission mechanism.

It is a schematic diagram which shows the structure of the vehicle and power transmission device which concern on embodiment. It is a schematic diagram which shows the structure of the power transmission device which concerns on embodiment, and is a figure for demonstrating the detail of a forward / reverse switching mechanism. It is an expanded sectional view showing the peripheral structure of an operation member among the forward clutch and reverse brake which constitute the forward / reverse switching mechanism according to the embodiment. It is a figure explaining control of the power transmission device which the control device for vehicles concerning an embodiment performs.

  Hereinafter, embodiments of the present invention (hereinafter simply referred to as “embodiments”) will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, A various change is possible in the range which does not deviate from the summary. First, a schematic configuration of the vehicle and the power transmission device according to the present embodiment will be described with reference to FIG. Drawing 1 is a mimetic diagram showing composition of vehicles and a power transmission device concerning an embodiment.

  The vehicle 1 is provided with an internal combustion engine 5 as a prime mover for driving the drive wheels 9. The internal combustion engine 5 is a heat engine that converts fuel energy into mechanical energy and outputs it. In this embodiment, the internal combustion engine 5 is a piston reciprocating engine in which a piston reciprocates in a cylinder. The internal combustion engine 5 outputs mechanical power from the engine output shaft 6. The engine output shaft 6 is coupled to the input shaft 11 of the power transmission device 10. In the following description, the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is referred to as “engine output”. The internal combustion engine 5 is controlled by the control device 100 to stop operation when a predetermined stop condition is satisfied, and to start when a predetermined start condition is satisfied.

  The vehicle 1 is provided with a power transmission device 10 that receives mechanical power output from the engine output shaft 6 by the internal combustion engine 5 by the input shaft 11 and transmits the mechanical power to the drive wheels 9. In the present embodiment, the power transmission device 10 switches the rotational direction of the mechanical power from the internal combustion engine 5 to the torque converter 20 capable of increasing the torque via the working fluid and the mechanical power from the torque converter 20. A forward / reverse switching mechanism 30 capable of transmitting, a normally closed clutch 80 capable of interrupting power transmission between the internal combustion engine 5 and the drive wheel 9, and a drive wheel by changing the rotational speed of the mechanical power from the internal combustion engine 5 9 and a transmission mechanism 85 capable of transmitting toward the vehicle 9. Details of these will be described below with reference to FIGS. Drawing 2 is a mimetic diagram explaining the composition of the power transmission device concerning an embodiment.

  As shown in FIGS. 1 and 2, the torque converter 20 includes a pump impeller 22, a turbine runner 24, and a stator 25, and increases mechanical torque from the pump impeller 22 via a working fluid. This is a fluid transmission device capable of being transmitted to the turbine runner 24. The torque converter 20 transmits mechanical power received by the pump impeller 22 to the turbine runner 24 via a working fluid (for example, ATF: fluid for an automatic transmission). The working fluid that has flowed from the pump impeller 22 to the turbine runner 24 is changed in flow direction by the stator 25 and flows into the pump impeller 22 again. The torque converter 20 is configured to be able to increase the torque transmitted from the pump impeller 22 to the turbine runner 24.

  The pump impeller 22 is coupled to a member constituting the input side of the torque converter 20, that is, the input shaft 11 of the power transmission device 10, and the input shaft 11 rotates integrally with the pump impeller 22. On the other hand, the turbine runner 24 is coupled to the input shaft 31 of the forward / reverse switching mechanism 30. The stator 25 is coupled to a one-way clutch 27, and the one-way clutch 27 is configured to be engageable with a stationary member (hereinafter referred to as a stationary member) among the members constituting the power transmission device 10. Yes. The stationary member includes a housing that forms the exterior of the power transmission device 10.

  In the present embodiment, the torque converter 20 has a lock-up clutch 28 that is a clutch capable of connecting the pump impeller 22 and the turbine runner 24. When the lockup clutch 28 is in the connected state, the pump impeller 22 and the turbine runner 24 rotate together, and the engine output from the internal combustion engine 5 is transmitted from the turbine runner 24 to the forward / reverse switching mechanism 30 as it is.

  In this specification, the power transmission between the driving-side rotating member and the driven-side rotating member is interrupted without operating the clutch (for example, the lock-up clutch 28, the forward clutch 40, and the normally-closed clutch 80). This state is referred to as “released state”. On the other hand, a state where the clutch is operated and the driving side rotating member and the driven side rotating member rotate together at the same rotational speed is referred to as a “connected state”. In addition, a state where the driving-side rotating member and the driven-side rotating member are engaged and torque is transmitted between these rotating members is referred to as an “engaged state”. That is, the “engaged state” includes the “connected state” described above.

  Further, in this specification, a state where a brake (for example, the reverse brake 60) is operated to stop the moving body from rotating and is stopped is referred to as a “stop state”. On the other hand, a state where the brake is not operated and the moving member freely rotates with respect to the stationary member is referred to as a “non-operating state”. A state in which the moving member and the stationary member are in contact with each other and the rotation of the moving body is braked is referred to as a “braking state”. That is, the “braking state” includes the “stop state” described above.

  Further, in this specification, the operation until the clutches (for example, the forward clutch 40 and the normally closed clutch 80) are changed from the released state to the engaged state (including the connected state), that is, the adjacent clutch disks (friction materials) are engaged. The operation to be combined is referred to as “engagement operation”. On the other hand, the operation until the clutch is changed from the engaged state (including the connected state) to the released state, that is, the operation for releasing the engagement of the adjacent clutch disks (friction materials) is referred to as “release operation”.

  Further, in this specification, an operation until a brake (for example, the reverse brake 60) is changed from a non-operating state to a braking state (including a stopped state) is referred to as a “braking operation”. On the other hand, an operation until the brake is changed from a braking state (including a stopped state) to a non-operating state is referred to as “non-operating operation”.

  The forward / reverse switching mechanism 30 includes a double pinion type (dual planetary type) planetary gear 33. The planetary gear 33 rotates the sun gear 34 coupled to the input shaft 31, the inner planetary pinion 35 that meshes with the sun gear 34, the outer planetary pinion 36 that meshes with the inner planetary pinion 35, the inner planetary pinion 35, and the outer planetary pinion 36. It has a planetary carrier 38 that supports it and a ring gear 39 that meshes with the outer planetary pinion 36. The planetary carrier 38 is coupled to an input shaft 81 of a normally closed clutch 80 described later.

  The forward / reverse switching mechanism 30 is a brake that can brake the rotation of the ring gear 39 of the planetary gear 33 and the “forward clutch” 40 that can connect the sun gear 34 and the planetary carrier 38 of the planetary gear 33. And a “reverse brake” 50.

  The forward clutch 40 is configured as a multi-plate clutch, and a plurality of friction materials 3 and friction materials 4 are alternately arranged in the axial direction of the rotation center axis C. In the present embodiment, the friction material 3 and the friction material 4 are clutch plates having an annular shape around the rotation center axis C. The forward clutch 40 is a so-called “friction clutch” in which the driving-side rotating member and the driven-side rotating member are engaged with each other by the frictional force generated between the friction material 3 and the friction material 4. is there. In the forward clutch 40, one of the sun gear 34 and the planetary carrier 38 is a driving-side rotating member, and the other is a driven-side rotating member. That is, when the forward clutch 40 is operated in the connected state, the sun gear 34 and the planetary carrier 38 are connected and rotate together. When the forward clutch 40 is operated in a released state, transmission of mechanical power between the sun gear 34 and the planetary carrier 38 is cut off, and the sun gear 34 and the planetary carrier 38 can rotate separately.

  On the other hand, the reverse brake 60 is configured as a multi-plate brake, and a plurality of friction materials 7 and friction materials 8 are alternately arranged in the axial direction of the rotation center axis C. In the present embodiment, the friction material 7 and the friction material 8 are brake plates having an annular shape with the rotation center axis C as an axis. In the reverse brake 60, the ring gear 39, which is a moving body, and a stationary member (for example, the housing of the power transmission device 10) are engaged with each other by the frictional force generated between the friction material 7 and the friction material 8, and This is a so-called “friction brake” in which the rotation is braked. When the reverse brake 60 is operated in a stopped state, the ring gear 39 is fixed to the stationary member. When the sun gear 34 is rotated in the stopped state, the planetary carrier 38 rotates in the opposite direction to the sun gear 34. When the reverse brake is operated in an inoperative state, the ring gear 39 can rotate integrally with the sun gear 34 and the planetary carrier 38.

  Here, the structures of the forward clutch 40 and the reverse brake 60 according to the present embodiment will be described with reference to FIG. FIG. 3 is a cross-sectional view showing an example of the structure of the forward clutch 40 and the reverse brake 60 according to the present embodiment. In addition, in FIG. 3, the part which concerns on the summary of invention among the cross sections of the forward clutch 40 and the reverse brake 60 is shown.

  In the following description, of the axial directions of the rotation center axis C, the direction in which the friction material 3 and the friction material 4 are engaged (inner side in the axial direction) is referred to as “axial direction engagement side”, and the arrows in FIG. Shown by E1 and E2. Further, the direction opposite to the axial engagement side in the axial direction of the rotation center axis C, that is, the direction in which the friction material 3 and the friction material 4 are not engaged (the axial direction outer side) is referred to as “axial release side”. , Indicated by arrows D1 and D2. The “axially engaged side” and “axially released side” define the orientation with reference to the friction material. Therefore, for the clutch-side hydraulic piston member 50 of the forward clutch 40, the “axially engaged side” is indicated by an arrow E1 in the figure, and the “axially released side” is indicated by an arrow D1. Similarly, for the brake-side hydraulic piston member 50B of the reverse brake 60, the “axially engaged side” is indicated by an arrow E2 in the figure, and the “axially released side” is indicated by an arrow D2.

  As shown in FIG. 3, the forward clutch 40 includes a friction material 3 that rotates about a rotation center axis C (shown by a one-dot chain line in the drawing), and a rotation center axis C that is the same as the friction material 3. It has the friction material 4 of the other party which rotates and the friction material 3 engages. The forward clutch 40 engages the sun gear 34 and the planetary carrier 38 when a frictional force is generated between the friction material 3 and the friction material 4, and mechanical power is transmitted between the rotating members. That is, the “engaged state” is established.

  The forward clutch 40 is a cylindrical member (hereinafter, referred to as a frictional member 3) in which the friction material 3 is disposed on the radially outer side of a portion (hereinafter referred to as a peripheral wall portion) 41 having a substantially cylindrical shape with the rotation center axis C as an axis. The friction material 4 is disposed on the radially inner side of a substantially cylindrical shape (hereinafter referred to as an outer peripheral wall portion) 42 centering on the same rotation center axis C as the clutch hub 43. And a cylindrical member 44 (hereinafter referred to as a clutch drum). The clutch drum 44 is coupled to the input shaft 31 and the sun gear 34, and the clutch hub 43 is coupled to the planetary carrier 38.

  The outer diameter of the outer peripheral wall portion 42 of the clutch drum 44 is configured to be larger than that of the peripheral wall portion 41 of the clutch hub 43. On the radially inner side of the outer peripheral wall portion 42 of the clutch drum 44, a plate-shaped friction material 4 having an annular shape with the rotation center axis C as an axis and having a thickness in the axial direction of the rotation center axis C is provided. Several are arranged. On the radially inner surface of the outer peripheral wall portion 42 of the clutch drum 44, a spline 46 is formed in which “tooth traces” extend in the axial direction of the rotation center axis C. The friction material 4 is engaged with the spline 46 of the clutch drum 44 in the circumferential direction of the rotation center axis C, and is slidable by a predetermined distance in the axial direction of the rotation center axis C with respect to the outer peripheral wall portion 42. It is configured.

  The outer diameter of the peripheral wall 41 of the clutch hub 43 is smaller than that of the outer peripheral wall 42 of the clutch drum 44. A plurality of plate-like friction materials 3 having an annular shape centering on the rotation center axis C and having a thickness in the axial direction of the rotation center axis C are arranged on the radially outer side of the peripheral wall portion 41 of the clutch hub 43. Yes. A spline 45 is formed on the radially outer side of the peripheral wall portion 41 of the clutch hub 43 so that the tooth trace extends in the axial direction of the rotation center axis C. The friction material 3 is engaged with the spline 45 in the circumferential direction of the rotation center axis C, and is slidable by a predetermined distance in the axial direction of the rotation center axis C with respect to the peripheral wall portion 41. .

  In the forward clutch 40, the friction material 3 that engages with the clutch hub 43 and the friction material 4 that engages with the clutch drum 44 are alternately arranged in the axial direction of the rotation center axis C. When the friction material 3 and the friction material 4 which is the engagement partner are engaged, a frictional force is generated on the engagement surface. As a result, the sun gear 34 coupled to the input shaft 31 and the planetary carrier 38 coupled to the input shaft 81 are engaged.

  In addition, the clutch drum 44 has a portion (hereinafter referred to as a radial portion) 47 that extends radially inward from the edge of the outer circumferential wall portion 42 toward the rotation center axis C from the edge on the axial release side D1. doing. The radial portion 47 has a substantially disk shape with a hole in the center of the rotation center axis C. From the radially inner edge of the rotation center axis C in the radial direction portion 47, a substantially cylindrical shape having the rotation center axis C as an axial center on the radially inner side of the rotation center axis C with respect to the outer peripheral wall portion 42 is formed. A portion 48 (hereinafter referred to as an inner peripheral wall portion) 48 extends. The outer peripheral wall portion 42, the radial direction portion 47, and the inner peripheral wall portion 48 are integrally formed to constitute the clutch drum 44.

  The forward clutch 40, as a mechanism for engaging the friction material 4 and the friction material 3 described above, receives the hydraulic pressure and moves to the axial engagement side E1 of the rotation center axis C, thereby rotating the friction material 4. A member (hereinafter referred to as a clutch-side hydraulic piston member) 50 that pushes toward the axial engagement side E of the central axis C is provided. The clutch-side hydraulic piston member 50 has a substantially annular shape with the rotation center axis C as an axis. Further, the forward clutch 40 is a biasing member (hereinafter referred to as a return spring) 51 that biases the clutch-side hydraulic piston member 50 in a direction in which the friction material 3 and the friction material 4 are not engaged, that is, in the axial release side D1. And a member 52 (hereinafter referred to as a spring retainer) 52 for holding the return spring 51 on the inner peripheral wall 48 of the clutch drum 44.

  In the axial direction of the rotation center axis C, oil as a working medium is supplied between the radial portion 47 of the clutch drum 44 and the clutch-side hydraulic piston member 50 to apply hydraulic pressure to the clutch-side hydraulic piston member 50. A space (hereinafter referred to as a hydraulic chamber) 55 is formed. A member for sealing the oil in the hydraulic chamber 55 (hereinafter referred to as the outer peripheral wall) between the end of the clutch side hydraulic piston member 50 on the radially outer side of the rotation center axis C and the outer peripheral wall portion 42 of the clutch drum 44. 53) (referred to as a side seal member). In addition, a member for sealing the oil in the hydraulic chamber 55 (hereinafter referred to as the oil pressure chamber 55) between the end of the clutch-side hydraulic piston member 50 on the radially inner side of the rotation center axis C and the inner peripheral wall 48 of the clutch drum 44. 54 (referred to as an inner peripheral wall side seal member).

  A through hole 56 for supplying oil (that is, hydraulic pressure) to the hydraulic chamber 55 is formed in the inner peripheral wall portion 48 of the clutch drum 44. Oil is generated in the hydraulic chamber 55 by supplying oil from an oil pump, which will be described later, through the through hole 56. When the hydraulic pressure in the hydraulic chamber 55 is higher than a predetermined value, the clutch-side hydraulic piston member 50 receives the hydraulic pressure and moves to the axial engagement side E1 of the rotation center axis C against the urging force of the return spring 51. It is configured to be possible.

  The clutch side hydraulic piston member 50 pushes the opposing friction material 4 among the plurality of friction materials by moving to the axial engagement side E1 of the rotation center axis C. Accordingly, the clutch-side hydraulic piston member 50 engages the friction material 3 and the friction material 4 to generate a frictional force in the circumferential direction of the rotation center axis C between the friction material 4 and the friction material 3. In this way, the clutch-side hydraulic piston member 50 can engage the clutch drum 44 and the clutch hub 43, that is, the forward clutch 40 can be engaged. The forward clutch 40 can be connected to the sun gear 34 coupled to the clutch drum 44 and the planetary carrier 38 coupled to the clutch hub 43 by being operated in the engaged state.

  On the other hand, when the hydraulic pressure in the hydraulic chamber 55 is lower than a predetermined value, the clutch hydraulic piston member 50 moves to the axial release side D <b> 1 of the rotation center axis C by the urging force of the return spring 51. Then, due to the difference in rotational speed between the friction material 4 and the friction material 3, a gap is generated between the friction material 4 and the friction material 3, and no friction force is generated between the friction material 4 and the friction material 3. In this way, the forward clutch 40 can be cut off from transmission of mechanical power between the clutch drum 44 and the clutch hub 43 by being operated in the released state.

  The hydraulic pressure is supplied to the hydraulic chamber 55 of the forward clutch 40 by the hydraulic pressure supply device 110. As shown in FIG. 1, the hydraulic pressure supply device 110 includes an oil pump P that can operate by receiving mechanical power from an engine output shaft. In the present embodiment, the oil pump P operates by receiving mechanical power from the engine output shaft 6 of the internal combustion engine 5 via the pump impeller 22 of the torque converter 20 to generate hydraulic pressure. The hydraulic pressure supply device 110 supplies the hydraulic pressure generated by the oil pump P to the forward clutch 40, the reverse brake 60, and the normally closed clutch 80. By controlling the hydraulic pressure supplied to the forward clutch 40 by the hydraulic pressure supply device 110, an operation for switching between the engaged state and the release operation of the forward clutch 40 (hereinafter referred to as "engagement / release operation") can be operated. It is configured. The operation of the engagement / release operation of the forward clutch 40 by the hydraulic pressure supply device 110 is controlled by the control device 100.

  As shown in FIG. 3, the reverse brake 60 is engaged with the friction material 7 that rotates about the rotation center axis C (shown by a one-dot chain line in the drawing) and the stationary member in the circumferential direction of the rotation shaft, It has a friction material 8 with which the friction material 7 engages. In the reverse brake 60, a frictional force is generated between the friction material 7 and the friction material 8, whereby the ring gear 39 and the stationary member are engaged, and the rotation of the ring gear 39 is braked, that is, the “braking state”. It becomes.

  The reverse brake 60 is the same as the ring gear 39 in which the friction material 7 is disposed on the radially outer side of a wall body (hereinafter, referred to as a peripheral wall) 61 having a substantially cylindrical shape with the rotation center axis C as an axis. It has a stationary member 64 in which a friction material 8 is disposed on the radially inner side of a substantially cylindrical wall body (hereinafter referred to as an outer peripheral wall) 62 having a rotation center axis C as an axis. The stationary member 64 is configured by a housing or the like that forms the exterior of the power transmission device 10.

  The outer diameter of the outer peripheral wall 62 of the stationary member 64 is configured to be larger than that of the peripheral wall 61 of the ring gear 39. On the radially inner side of the outer peripheral wall 62 of the stationary member 64, a plurality of plate-like friction materials 8 having an annular shape having the rotation center axis C as an axis and having a thickness in the axial direction of the rotation center axis C are provided. Has been placed. On the radially inner surface of the outer peripheral wall 62 of the stationary member 64, a spline 66 is formed in which “tooth traces” extend in the axial direction of the rotation center axis C. The friction material 8 is engaged with the spline 66 of the stationary member 64 in the circumferential direction of the rotation center axis C, and is slidable by a predetermined distance in the axial direction of the rotation center axis C.

  The outer diameter of the peripheral wall 61 of the ring gear 39 is smaller than that of the outer peripheral wall 62 of the stationary member 64. A plurality of plate-like friction materials 7 having an annular shape centered on the rotation center axis C and having a thickness in the axial direction of the rotation center axis C are arranged on the radially outer side of the peripheral wall 61 of the ring gear 39. . On the radially outer side of the peripheral wall 61 of the ring gear 39, a spline 65 is formed in which “tooth traces” extend in the axial direction of the rotation center axis C. The friction material 7 is engaged with the spline 65 in the circumferential direction of the rotation center axis C, and is slidable by a predetermined distance in the axial direction of the rotation center axis C.

  In the reverse brake 60, the friction material 7 engaged with the ring gear 39 and the friction material 8 engaged with the stationary member 64 are alternately arranged in the axial direction of the rotation center axis C. When the friction material 7 and the friction material 8 which is the engagement partner are engaged, a frictional force is generated on the engagement surface. Thereby, the ring gear 39 and the stationary member 64 are engaged.

  The stationary member 64 has a wall body (hereinafter referred to as a radial wall) 67 that extends radially inward from the edge of the outer circumferential wall 62 on the axially releasing side D1 toward the rotation center axis C. doing. From the radially inner edge of the rotation center axis C in the radial wall 67, a substantially cylindrical shape having the rotation center axis C as the center is formed on the radially inner side of the rotation center axis C with respect to the outer peripheral wall 62. A wall body (hereinafter referred to as an inner peripheral wall) 68 extends. The outer peripheral wall 62, the radial wall 67 and the inner peripheral wall 68 are integrally formed to constitute a stationary member 64.

  The reverse brake 60 serves as a mechanism for engaging the friction material 8 and the friction material 7 described above, and rotates the friction material 4 by receiving the hydraulic pressure and moving to the axial engagement side E2 of the rotation center axis C. A member 50B (hereinafter referred to as a brake side hydraulic piston member) 50B that pushes toward the axial engagement side E2 of the central axis C is provided. The brake-side hydraulic piston member 50B has a substantially annular shape with the rotation center axis C as an axis. Further, the reverse brake 60 is a biasing member (hereinafter referred to as a return spring) 51B that biases the brake-side hydraulic piston member 50B in a direction in which the friction material 7 and the friction material 8 are not engaged, that is, in the axial release side D2. And a member (hereinafter referred to as a spring retainer) 52B for holding the return spring 51B on the inner peripheral wall 68 of the stationary member 64.

  In the axial direction of the rotation center axis C, oil as a working medium is supplied between the radial wall 67 of the stationary member 64 and the brake-side hydraulic piston member 50B to apply hydraulic pressure to the brake-side hydraulic piston member 50B. A space (hereinafter referred to as a hydraulic chamber) 55B is formed. A member for sealing the oil in the hydraulic chamber 55B (hereinafter referred to as the outer peripheral wall side) between the radially outer end of the rotation center axis C of the brake side hydraulic piston member 50B and the outer peripheral wall 62 of the stationary member 64. 53B (referred to as a seal member). In addition, a member (hereinafter referred to as an inner member) for sealing oil in the hydraulic chamber 55B between the radially inner end of the rotation center axis C and the inner peripheral wall 68 of the stationary member 64 of the brake-side hydraulic piston member 50B. 54B (referred to as a peripheral wall side seal member).

  A through hole 56B for supplying oil (ie, hydraulic pressure) to the hydraulic chamber 55B is formed in the inner peripheral wall 68 of the stationary member 64. Oil is supplied to the hydraulic chamber 55B by supplying oil from an oil pump, which will be described later, through the through hole 56B. When the hydraulic pressure in the hydraulic chamber 55B is higher than a predetermined value, the brake-side hydraulic piston member 50B receives the hydraulic pressure and moves to the axial engagement side E2 of the rotation center shaft C against the urging force of the return spring 51B. It is configured to be possible.

  The brake-side hydraulic piston member 50B pushes the opposing friction material 8 among the plurality of friction materials by moving to the axial engagement side E2 of the rotation center axis C. As a result, the brake-side hydraulic piston member 50 </ b> B engages the friction material 7 and the friction material 8 to generate a frictional force in the circumferential direction of the rotation center axis C between the friction material 8 and the friction material 7. In this way, the brake-side hydraulic piston member 50B can engage the stationary member 64 and the ring gear 39, that is, the reverse brake 60 can be put into a braking state. The reverse brake 60 can stop the rotation of the ring gear 39 with respect to the stationary member 64 by being operated in a stopped state.

  On the other hand, when the hydraulic pressure in the hydraulic chamber 55B is lower than a predetermined value, the brake side hydraulic piston member 50B moves to the axial release side D2 of the rotation center axis C by the urging force of the return spring 51B. Then, due to the difference in rotational speed between the friction material 8 and the friction material 7, a gap is generated between the friction material 8 and the friction material 7, and no friction force is generated between the friction material 8 and the friction material 7. In this way, the reverse brake 60 can be shut off from transmission of mechanical power between the stationary member 64 and the ring gear 39 by being operated in an inoperative state.

  The hydraulic pressure is supplied to the hydraulic chamber 55 </ b> B of the reverse brake 60 by the hydraulic pressure supply device 110. The hydraulic pressure supply device 110 operates by receiving a part of mechanical power from the engine output shaft 6 of the internal combustion engine 5 to generate hydraulic pressure. The hydraulic pressure supply device 110 can operate an operation (hereinafter referred to as “engagement / release operation”) for switching between a braking state and a release operation of the reverse brake 60 by controlling the hydraulic pressure supplied to the reverse brake 60. It is configured. The operation of the engagement / release operation of the reverse brake 60 by the hydraulic pressure supply device 110 is controlled by the control device 100.

  In the forward / reverse switching mechanism 30 configured as described above, the forward clutch 40 is a clutch-side hydraulic piston that sandwiches the friction material 3 and the friction material 4 as a mechanism for engaging the friction material 3 and the friction material 4. It is provided facing the member 50, receives the mechanical force, the axial direction of the rotation center axis C is described as the forward clutch 40 side (hereinafter simply referred to as “axial clutch side”), and the direction thereof is indicated by the arrow A in the drawing. The member 70 (hereinafter referred to as a clutch-side mechanical pushing member) 70 is provided to push the friction material 4 to the axial clutch side A of the rotation center axis C. The clutch-side mechanical pushing member 70 is configured as a sleeve-like member having a substantially annular shape with the rotation center axis C as an axis.

  On the other hand, the reverse brake 60 is provided as a mechanism for engaging the friction material 7 and the friction material 8 so as to face the brake-side hydraulic piston member 50B with the friction material 7 and the friction material 8 interposed therebetween. The friction material 8 is moved by moving the axial direction of the rotation center axis C to the reverse brake 60 side (hereinafter simply referred to as “axial brake side” and the direction thereof is indicated by an arrow B in the drawing) under the influence of the force. A member 72 (hereinafter referred to as a brake-side mechanical pushing member) 72 that pushes the shaft toward the axial brake side B of the rotation center axis C is provided. The brake-side mechanical pushing member 72 is configured as a sleeve-shaped member having a substantially annular shape with the rotation center axis C as an axis.

  The forward / reverse switching mechanism 30 is also provided with a mechanical force applied to the clutch-side mechanical push member 70 and the brake-side mechanical push member 72, so that the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 are provided. A member (hereinafter simply referred to as “operation member” and indicated by a two-dot chain line in the figure) 74 for operating the axial movement of the rotation center axis C is provided. The operation member 74 is driven by an actuator 120 described later. The operation member 74 is provided between the forward clutch 40 and the reverse brake 60 in the axial direction of the rotation center axis C. The clutch-side mechanical pushing member 70 and the brake-side mechanical pushing member 72 are connected via an operation member 74. That is, the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 are configured to be movable in the axial direction of the rotation center axis C as a whole by receiving a mechanical force from the operation member 74. ing.

  When the operation member 74 is driven to the axial clutch side A of the rotation center axis C, the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 receive a mechanical force from the operation member 74. Then, it moves to the axial clutch side A of the rotation center axis C. As a result, the clutch-side mechanical pushing member 70 pushes the friction material 4 facing to engage the friction material 4 with the friction material 3, so that the rotation center axis C is between the friction material 3 and the friction material 4. A frictional force acting in the circumferential direction is generated. In this way, the clutch-side mechanical pushing member 70 can engage the clutch drum 44 and the clutch hub 43 to bring the forward clutch 40 into the engaged state.

  On the other hand, when the operation member 74 is driven to the axial brake side B of the rotation center axis C, the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 receive mechanical force from the operation member 74. In response to this, it moves to the axial brake side B of the rotation center axis C. As a result, the brake-side mechanical pushing member 72 pushes the friction material 8 facing to engage the friction material 8 and the friction material 7 so that the rotation center axis C is between the friction material 7 and the friction material 8. A frictional force acting in the circumferential direction is generated. In this way, the brake-side mechanical pushing member 72 can engage the ring gear 39 with the stationary member 64 to put the reverse brake 60 in a braking state (including a stopped state).

  The operation member 74 is driven by the actuator 120. The actuator 120 controls the drive of the operation member 74 to switch the engagement state and the disengagement state of the forward clutch 40 by the clutch-side mechanical pushing member 70 (hereinafter referred to as “engagement / release operation”). And an operation of switching between the non-operating state and the braking state of the reverse brake 60 by the brake-side mechanical pushing member 72 (hereinafter referred to as “braking / non-operating operation”).

  In the present embodiment, since the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 are connected via the operation member 74, the actuator 120 moves the operation member 74 to the axial clutch side A. Thus, the friction material 4 is pushed by the clutch-side mechanical pushing member 70 so that the forward clutch 40 is brought into an engaged state, and the reverse brake 60 is brought into a released state. On the other hand, when the actuator 120 moves the operation member 74 to the axial brake side B, the friction material 8 is pushed by the brake-side mechanical pushing member 72 to bring the reverse brake 60 into a braking state and the forward clutch 40 is released. It is possible to make a state. Driving of the operation member 74 (that is, the clutch-side mechanical push member 70 and the brake-side mechanical push member 72) by the actuator 120 is controlled by the control device 100.

  In the forward clutch 40 configured in this manner, the engagement operation can be performed by controlling the hydraulic pressure of the hydraulic chamber 55 and moving the clutch-side hydraulic piston member 50 to the axial engagement side E1. ing. In addition, in the forward clutch 40, the operation of the operation member 74 is controlled without moving the clutch side hydraulic piston member 50 to the axial engagement side E1, and the clutch side mechanical push member 70 is moved to the axial clutch side. By moving to A, the engaging operation can be performed.

  In the following description, the clutch-side hydraulic piston member 50 is engaged, that is, the clutch-side hydraulic piston member 50 is moved in the axial direction of the rotation center axis, and the friction material is moved to the clutch-side mechanical pushing member 70. The forward clutch 40 is brought into an engaged state (including a connected state) by being sandwiched between the hydraulic pressure and the hydraulic pressure is referred to as “hydraulic engagement”. On the other hand, the clutch-side mechanical pushing member 70 is engaged, that is, the clutch-side mechanical pushing member 70 is moved in the axial direction of the rotation center axis, and the friction material is moved to the clutch-side hydraulic piston member 50. Putting the forward clutch 40 in the engaged state (including the connected state) by being sandwiched between them is referred to as “mechanical engagement”.

  Similarly, making the reverse brake 60 into a braking state (including a stopped state) by performing a braking operation by the brake side hydraulic piston member 50B is referred to as “hydraulic braking”. On the other hand, setting the reverse brake 60 to the braking state (including the stopped state) by performing the braking operation by the brake side mechanical pushing member 72 is referred to as “mechanical braking”.

  In the forward / reverse switching mechanism 30 configured as described above, as shown in FIGS. 1 and 2, the forward clutch 40 is operated to the engaged state (including the connected state) and the reverse brake 60 is operated to the released state. As a result, the sun gear 34, the planetary carrier 38, and the ring gear 39 rotate together. Thus, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the input shaft 81 of the normally closed clutch 80 without changing the rotational direction and rotational speed. Such an operation state of the forward / reverse switching mechanism 30 is hereinafter referred to as a “forward operation state”.

  On the other hand, when the forward clutch 40 is operated in the released state and the reverse brake 60 is operated in the stopped state, the planetary carrier 38 rotates in the direction opposite to the rotational direction of the sun gear 34. Accordingly, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the input shaft 81 of the normally closed clutch 80 by changing the rotation direction in the reverse direction. Such an operation state of the forward / reverse switching mechanism 30 is hereinafter referred to as a “reverse operation state”.

  Further, when the forward clutch 40 is operated in the released state and the reverse brake 60 is operated in the released state, transmission of mechanical power between the sun gear 34 and the planetary carrier 38 is interrupted. As a result, the forward / reverse switching mechanism 30 does not transmit the engine output received by the input shaft 31 to the input shaft 81 of the normally closed clutch 80. Such an operating state of the forward / reverse switching mechanism 30 is hereinafter referred to as a “neutral operating state”.

  That is, in the forward / reverse switching mechanism 30, the forward clutch 40 is a clutch that is operated to be engaged so that the forward / reverse switching mechanism 30 is in the forward operation state, and the forward / reverse switching mechanism 30 is in the reverse operation state or The clutch is operated in a released state so as to be in a neutral operating state. On the other hand, the reverse brake 60 is a brake that is operated in a braking state so that the forward / reverse switching mechanism 30 is in the reverse operation state, and is not in such a way that the forward / reverse switching mechanism 30 is in the forward operation state or the neutral operation state. The brake is operated in the operating state.

  The forward / reverse switching mechanism 30 controls the mechanical power (engine output) from the engine output shaft 6 of the internal combustion engine 5 by controlling the connected state / release state of the forward clutch 40 and the stopped state / inactive state of the reverse brake 60. ) Is transmitted to the normally closed clutch 80 without changing the rotational speed and direction, the reverse operating state is transmitted to the normally closed clutch 80 by changing the engine direction in the reverse direction, and the engine. The neutral operation state in which the output is not transmitted to the normally closed clutch 80 can be switched. The connected state / disengaged state of the forward clutch 40 and the stopped state / non-operated state of the reverse brake 60 are controlled in cooperation by the control device 100.

  Next, details of the normally closed clutch 80 will be described with reference to FIG. The normally closed clutch 80 is a clutch configured to be in an engaged state when a force (operation force) for operating an operation (engagement / release operation) for switching between the engaged state and the released state is not applied. It is configured as a so-called normally closed type clutch.

  The normally closed clutch 80 is configured as a multi-plate friction clutch, and a plurality of friction materials 82 are arranged in the axial direction of the rotation center axis. The normally-closed clutch 80 is a friction clutch that is engaged by engagement between a driving-side rotating member and a driven-side rotating member by a frictional force generated in the friction material 82. In the normally closed clutch 80, one of the input shaft 81 and the input shaft 86 of the speed change mechanism 85 is a driving-side rotating member, and the other is a driven-side rotating member. That is, when the normally closed clutch 80 is operated in the connected state, the input shaft 81 and the input shaft 86 of the speed change mechanism 85 are connected and rotate integrally. When the normally closed clutch 80 is operated to the released state, transmission of mechanical power between the input shaft 81 and the input shaft 86 of the speed change mechanism 85 is cut off. That is, the normally closed clutch 80 is configured to be able to cut off power transmission between the engine output shaft 6 and the drive wheels 9 when operated in a released state.

  The normally closed clutch 80 is actuated by receiving hydraulic pressure, and moves to the axial engagement side of the rotation center shaft to thereby press the friction material 82 (hereinafter referred to as a hydraulic piston member) 83; It has a biasing member (hereinafter simply referred to as “spring”) 84 that biases the hydraulic piston member 83 in the direction in which adjacent friction materials 82 are engaged, that is, in the axial engagement side. The normally closed clutch 80 is supplied with hydraulic pressure from the hydraulic pressure supply device 110.

  The spring 84 urges the hydraulic piston member 83 in the direction in which the normally closed clutch 80 is engaged. The hydraulic piston member 83 receives a force (hereinafter referred to as urging force) acting on the hydraulic piston member 83 by the spring 84, moves to the axial engagement side, and pushes the friction material 82. The urging force of the spring 84 is the normally closed clutch in a state where the hydraulic pressure supply device 110 is not operating because the internal combustion engine 5 is in an inoperative state and no hydraulic pressure is supplied from the hydraulic pressure supply device 110 to the normally closed clutch 80. While “slip” occurs at 80, mechanical power can be transmitted from the input shaft 81 to the input shaft 86 of the speed change mechanism 85.

  The “sliding” of the normally closed clutch 80 means that a difference in rotational speed occurs between the input shaft 81 of the normally closed clutch 80 and the input shaft 86 of the transmission mechanism 85, and mechanical power from the input shaft 81 is reduced. This means that the portion is dissipated as heat in the friction material 82 and the remaining mechanical power is transmitted to the input shaft 86 of the speed change mechanism 85.

  The normally closed clutch 80 can be engaged / released by receiving the supply of hydraulic pressure from the hydraulic pressure supply device 110. On the other hand, when the hydraulic pressure is not supplied from the hydraulic pressure supply device 110, the normally closed clutch 80 cannot perform the engagement / release operation. However, the normally closed clutch 80 is not supplied with hydraulic pressure from the hydraulic pressure supply device 110, and even when the operating force for operating the engagement / release operation is not applied, the biasing force by the spring 84 is not applied. By acting on the hydraulic piston member 83, it is configured to be in an engaged state. Thereby, it prepares for the start of the vehicle 1 immediately after starting the internal combustion engine 5 mentioned later. An input shaft 86 of the speed change mechanism 85 is coupled to the output side of the normally closed clutch 80, that is, the drive wheel 9 side.

  The transmission mechanism 85 is configured as a continuously variable transmission (so-called CVT) capable of continuously changing the transmission gear ratio. The speed change mechanism 85 is provided with respect to an input shaft 86 that receives mechanical power from the normally closed clutch 80, an input side pulley 87 that is provided coaxially with the input shaft 86, and rotates synchronously with the input shaft 86, and the input shaft 86. An output shaft 88 that is provided in parallel at a predetermined interval and outputs mechanical power to the speed reduction mechanism 90; an output-side pulley 89 that is provided coaxially with the output shaft 88 and rotates synchronously with the output shaft 88; It has a power transmission member (indicated by a broken line G in the drawing) wound around the side pulley 87 and the output side pulley 89 and transmitting mechanical power from the input shaft 86 to the output shaft 88. For the power transmission member G, a metal belt, a chain, or the like can be used.

  The speed change mechanism 85 is driven by a hydraulic actuator (not shown) to change the pulley width of the input side pulley 87, thereby changing the “wrapping diameter” formed by the power transmission member G wound around the input side pulley 87. It is possible to make it. Similarly, the speed change mechanism 85 is configured to change the “wrapping diameter” formed by the power transmission member G wound around the output-side pulley 89 by changing the pulley width of the output-side pulley 89. Has been. Such a transmission mechanism 85 is controlled by the control device 100 to change the pulley width of the input-side pulley 87 and the pulley width of the output-side pulley 89, so that the power transmission member G in each pulley 87, 89 is changed. Change the winding diameter. The ratio (Ro / Ri) between the winding diameter Ro of the power transmission member G in the output pulley 89 and the winding diameter Ri of the power transmission member G in the input pulley 87 is the rotational speed Ni of the input shaft 86 and the output shaft 88. Is the gear ratio (Ni / No) which is the ratio of the rotational speed No. The speed change mechanism 85 can continuously change the speed ratio (Ni / No) by continuously changing the pulley width of at least one of the input side pulley 87 and the output side pulley 89. .

  As shown in FIG. 1, the mechanical power received by the speed change mechanism 85 at the input shaft 86 changes the rotational speed (that is, changes the torque) between the input side pulley 87 and the output side pulley 89. This is transmitted to the speed reduction mechanism 90. The mechanical power transmitted from the speed change mechanism 85 to the speed reduction mechanism 90 is distributed to the left and right drive shafts 99 by the differential device 95 and transmitted to the drive wheels 9. A driving force [N] for driving the vehicle 1 is generated between the driving wheel 9 and the road surface on which the vehicle 1 travels. In this way, the transmission mechanism 85 transmits the mechanical power from the normally closed clutch 80 toward the drive wheels 9 while changing the rotational speed. The output shaft 88 and the input shaft 86 of the speed change mechanism 85 rotate in conjunction with the drive wheels 9.

  The power transmission device 10 configured as described above is mounted on the vehicle 1 in combination with the internal combustion engine 5 as a prime mover. The vehicle 1 has a function of automatically stopping the internal combustion engine 5 operating in an idling state when the predetermined condition is satisfied (hereinafter referred to as an idling stop function) in order to suppress fuel consumption in the internal combustion engine 5. Is written). The vehicle 1 has an electronic control device (simply referred to as “control device”) 100 for the vehicle 1 as control means for controlling the internal combustion engine 5 and the power transmission device 10 in a coordinated manner in order to realize an idling stop function. Is provided.

  The vehicle 1 is provided with a shift lever (not shown) that can be operated by the driver, and the driver can select a desired travel range. The travel range includes a drive range that enables the vehicle 1 to travel forward (hereinafter referred to as a D range and indicated by “D” in FIG. 4), an engine output shaft 6 and a drive wheel 9 of a prime mover (internal combustion engine 5). There is a neutral range (hereinafter referred to as N range, indicated by “N” in FIG. 4) and a reverse range (hereinafter referred to as R range) that allows the vehicle 1 to travel backward. include. In addition, the travel range is selected while the vehicle 1 is stopped (hereinafter simply referred to as “the vehicle is stopped”), such as during parking (parking), and is linked to the drive wheels 9 in the power transmission device 10. A parking range (hereinafter referred to as a P range) that mechanically locks a rotating gear (not shown) to keep the driving wheel 9 from rotating is included.

  The control device 100 includes a CPU as an arithmetic processing device, a RAM as a main storage device, a ROM as an auxiliary storage device (not shown), and the like. A program showing control processing for controlling various control objects described above, and constants set in advance in the control processing program (hereinafter referred to as control constants) are stored in advance in the ROM of the control device 100. Note that a variable set in the RAM in the above-described control process is referred to as a “control variable”.

  Further, as shown in FIG. 2, the control device 100 receives a signal related to the rotational speed of the drive wheel 9 from the wheel speed sensor 102 that can detect the rotational speed of the drive wheel 9, and the traveling speed of the vehicle 1 ( Hereinafter, the vehicle speed is estimated as a control variable. The control device 100 receives a signal related to the operation position of the accelerator pedal from an accelerator pedal sensor 104 that detects the operation position of the accelerator pedal, and controls an operation amount of the accelerator pedal (hereinafter referred to as an accelerator operation amount). Estimated as a variable. The control device 100 receives a signal related to whether or not the brake pedal is operated from the brake pedal sensor 106 that detects the operation of the brake pedal, and detects whether or not the brake pedal is operated as a control variable (control flag). doing.

  The control device 100 receives a signal related to the travel range from the shift position sensor 108 that detects the travel range selected by the driver, and determines the travel range selected by the driver as a control variable (control flag). Detect as.

  The control device 100 acquires the vehicle speed, the accelerator operation amount, the presence / absence of operation of the brake pedal, the travel range selected by the driver, and the like as control variables, and when a predetermined stop condition is satisfied, the idling stop function Control is performed so that the internal combustion engine 5 stops its operation. The state in which the operation of the internal combustion engine 5 is stopped by the idling stop function will be referred to as “non-operating state” below. In contrast, a state in which the internal combustion engine 5 is operating is simply referred to as an “operating state”. The stop condition includes, for example, a condition that the vehicle speed is zero and the brake pedal is operated (depressed). Further, the control device 100 indicates that the accelerator pedal is not operated and the brake pedal is operated even while the vehicle 1 is traveling (hereinafter simply referred to as “vehicle traveling”). When the above-described stop condition is satisfied depending on the conditions, the internal combustion engine 5 is controlled to stop operating, and the internal combustion engine 5 is brought into a non-operating state.

  On the other hand, when the internal combustion engine 5 is deactivated by the idling stop function, the control device 100 acquires vehicle speed, accelerator operation amount, presence / absence of brake pedal operation, travel range, etc. as control variables, and performs predetermined start When the condition is satisfied, the internal combustion engine 5 in the non-operating state is controlled to start, and the internal combustion engine 5 is put into the operating state. The start condition includes, for example, a condition that the brake pedal is not operated and the accelerator pedal is operated (the accelerator pedal is depressed). In such a case, the control device 100 starts the internal combustion engine 5 and outputs mechanical power from the engine output shaft 6 again.

  By the way, in the vehicle 1 as described above, during traveling of the vehicle before the vehicle 1 stops, for example, during deceleration traveling, the internal combustion engine 5 is controlled to stop operating by the idling stop function. May be deactivated. In such a case, power transmission between the drive wheel 9 that rotates in proportion to the vehicle speed and the engine output shaft 6 of the internal combustion engine 5 is interrupted so that the engine output shaft 6 rotates in conjunction with the drive wheel 9. It is possible to prevent (take around).

  At this time, it is also possible to prevent rotation of the engine output shaft 6 by shutting off power transmission between the drive wheels 9 and the engine output shaft 6 by bringing the normally closed clutch 80 into a released state. However, since the normally closed clutch 80 is configured to be engaged when a force (operation force) for operating the engagement / release operation is not applied, the normally closed clutch 80 is maintained in a released state. In order to do this, it is necessary to continue to apply an operating force for operating the normally closed clutch 80 in the released state. In the case of the above-described embodiment, it is necessary to continue to apply the operating force to operate the release state by continuously supplying the hydraulic pressure to the normally closed clutch 80 by the hydraulic pressure supply device 110. In order to continue supplying hydraulic pressure to the normally closed clutch 80 in a state where the internal combustion engine 5 is in an inoperative state, the oil pressure supply device 110 is an oil pump that can operate even when the internal combustion engine 5 is in an inoperative state, for example, electric An oil pump or the like is required.

  When an electric oil pump is used for the hydraulic pressure supply device 110 that supplies hydraulic pressure to the clutches, brakes, and the like constituting the power transmission device 10, there is a problem that the cost is relatively high. On the other hand, when an oil pump that operates by receiving mechanical power from the internal combustion engine 5 is used, hydraulic pressure to be supplied to the clutches and brakes constituting the power transmission device 10 is generated when the internal combustion engine 5 is not operating. Therefore, a function or mechanism for keeping the hydraulic pressure constant in a clutch, a brake, or the like is required.

  Therefore, in the power transmission device 10, the forward / reverse switching mechanism 30 is set to the above-described “neutral operating state” while maintaining the engaged state (connected state) of the normally closed clutch 80, so Power transmission between the output shaft 6 and the drive wheel 9 is interrupted. In order to realize the neutral operating state of the forward / reverse switching mechanism 30 during traveling of the vehicle, in this embodiment, the forward clutch 40 in the engaged state is controlled to the released state. At this time, the reverse brake 60 is controlled to the released state.

  When the vehicle 1 decelerates with the forward / reverse switching mechanism 30 in the neutral operation state and the internal combustion engine 5 in the non-operation state, when the driver operates the accelerator pedal or the like to accelerate the vehicle 1, Immediately after starting the engine 5, in order to transmit the mechanical output output from the engine output shaft 6 to the drive wheels 9, the forward clutch 40 needs to be engaged again. At this time, in the forward clutch 40, the hydraulic clutch is engaged by the above-described clutch-side hydraulic piston member 50, so that the forward clutch 40 is vibrated along with the engagement operation and the drive wheel 9 is rotationally varied. This can be suppressed.

  By the way, in the power transmission device 10 provided with the forward / reverse switching mechanism 30 as described above, it is necessary to maintain the disengaged state of the forward clutch 40 and the inoperative state of the reverse brake 60 when the vehicle is stopped (so-called stopping). is there. In addition, there is a desire to start the vehicle 1 immediately by starting the internal combustion engine 5 when the vehicle is stopped and the internal combustion engine 5 is not operating. When the internal combustion engine 5 is in the non-operating state, the above-described hydraulic pressure supply device 110 is not operated, and the forward clutch 40 is not supplied with the hydraulic pressure necessary for performing the engaging operation. For this reason, even if the internal combustion engine 5 is started, it is difficult to perform an engaging operation for bringing the forward clutch 40 into an engaged state by hydraulic engagement immediately after the internal combustion engine 5 is started.

  On the other hand, starting the internal combustion engine 5 and operating the hydraulic pressure supply device 110 to supply hydraulic pressure to the forward clutch 40 while the vehicle is stopped is not preferable because fuel consumption in the internal combustion engine 5 increases. In addition, when an electric oil pump is provided separately from the hydraulic pressure supply device 110 to supply hydraulic pressure from the pump to the forward clutch 40, the power transmission device 10 becomes complicated and the cost is relatively high. Occurs.

  Therefore, in the power transmission device 10 of the present embodiment, the forward clutch 40 of the forward / reverse switching mechanism 30 receives the hydraulic pressure and moves to the axial engagement side E1 of the rotation center axis C to push the friction material. A clutch-side machine provided with a hydraulic piston member 50 and a clutch-side piston member with a friction material interposed therebetween, and receives a mechanical force to move to the axial clutch side A of the rotation center axis C to push the friction material And a pushing member 72. The forward clutch 40 is engaged by “hydraulic engagement” in which the clutch side hydraulic piston member 50 is engaged to make the forward clutch 40 engaged, and the clutch side mechanical push member 70 is engaged. By properly using “mechanical engagement” that sets the forward clutch 40 in accordance with the operating state of the vehicle 1 and the internal combustion engine 5, the idling stop while the vehicle is running and the internal combustion engine 5 is started while the vehicle is stopped. The vehicle start immediately after the control is realized, and the control of the power transmission device 10 executed by the control device 100 of the vehicle 1 will be described below with reference to FIGS. FIG. 4 is a diagram for explaining control of the power transmission device executed by the vehicle control device.

  As shown in FIG. 4A, when the internal combustion engine 5 is in the operating state and the travel range is operated from the N range to the D range, the control device 100 turns the forward clutch 40 in the released state. The connected state is established by hydraulic engagement. That is, the control device 100 controls the hydraulic pressure supply device 110 so that the clutch side hydraulic piston member 50 moves to the axial engagement side E1. At this time, the forward clutch 40 is not mechanically engaged, and the normally closed clutch 80 is in a connected state. The power transmission device 10 transmits the mechanical power from the engine output shaft 6 toward the drive wheels 9 without changing the rotational speed and direction in the forward / reverse switching mechanism 30.

  Thereafter, when the travel range is the D range, the control device 100 shifts from hydraulic engagement to mechanical engagement while maintaining the forward clutch 40 in the connected state. Specifically, the control device 100 causes the clutch-side mechanical push member 70 to push the friction material 4 and lowers the hydraulic pressure of the hydraulic chamber 55 received by the clutch-side hydraulic piston member 50 so that the oil in the hydraulic chamber 55 is discharged. It controls so that it may discharge | emit from the through-hole 56. FIG. That is, the control device 100 determines that the clutch-side mechanical push member 70 and the clutch-side hydraulic piston member 50 sandwich the friction materials 3, 4, that is, while maintaining the connected state of the forward clutch 40. That is, it controls to move to the axial release side D1). When the clutch-side hydraulic piston member 50 moves to the axial direction release side D1 as much as possible, such as when the clutch-side hydraulic piston member 50 contacts the radial portion 47 of the clutch drum 44, the hydraulic engagement to the mechanical engagement is performed. The transition is complete. Thus, in order to maintain the connection state of the forward clutch 40 by making the transition from the hydraulic engagement to the mechanical engagement, oil is supplied from the hydraulic supply device 110 to the forward clutch 40, or the clutch-side hydraulic piston member. There is no need to keep the oil pressure of the oil pressure chamber 55 received by 50 constant. In order to maintain the forward clutch 40 in this state, it is only necessary to fix the position of the operation member 74 after shifting to mechanical engagement. This eliminates the need for generating hydraulic pressure to be supplied to the forward clutch 40 in the hydraulic pressure supply device 110.

  When the internal combustion engine 5 is in the operating state and the travel range is operated from the D range to the N range, the control device 100 puts the forward clutch 40 in the connected state by mechanical engagement into the released state. . The control device 100 controls the position of the operation member 74 so that both the forward clutch 40 and the reverse brake 60 are released, so that the forward / reverse switching mechanism 30 is in the neutral operation state. As a result, when the traveling range is the N range, the power transmission device 10 transmits power between the engine output shaft 6 and the drive wheels 9 in the forward / reverse switching mechanism 30 even when the normally closed clutch 80 is in the connected state. Can be cut off.

  As shown in FIG. 4B, when the vehicle is traveling (for example, during deceleration) and the operation of the internal combustion engine 5 is stopped by the idling stop function, 100 puts the forward clutch 40 in a connected state by mechanical engagement into a released state. That is, the control device 100 brings the forward / reverse switching mechanism 30 into the neutral operating state by controlling the position of the operation member 74 so that both the forward clutch 40 and the reverse brake 60 are released. As a result, the power transmission device 10 transmits power between the engine output shaft 6 and the drive wheels 9 when the internal combustion engine 5 is deactivated by the idling stop function even when the travel range is the D range. Can be blocked in advance to prevent the engine output shaft 6 from being driven around the drive wheels 9. Thereafter, even when the travel range is operated from the D range to the N range, the control device 100 maintains the neutral operation state of the forward / reverse switching mechanism 30 as it is.

  As shown in FIG. 4C, when the vehicle is traveling (for example, during deceleration) and the internal combustion engine 5 is in the non-operating state by the idling stop function, the traveling range is the D range or the N range. In this case, the control device 100 puts the forward clutch 40 in the released state and puts the forward / reverse switching mechanism 30 in the neutral operating state. As a result, the power transmission device 10 interrupts power transmission between the engine output shaft 6 and the drive wheels 9 even when the normally closed clutch 80 is in a connected state, and the engine output shaft 6 is driven to the drive wheels 9. It can be prevented from turning.

  As shown in FIG. 4 (d), when the internal combustion engine 5 that has stopped operating during vehicle travel (for example, during deceleration) is started by the idling stop function, the travel range is the D range. The control device 100 brings the forward clutch 40 in the released state into a connected state by hydraulic engagement. Immediately after starting the internal combustion engine 5, the control device 100 controls the hydraulic pressure supply device 110 so that the clutch-side hydraulic piston member 50 moves to the axial engagement side E <b> 1, thereby generating mechanical power from the engine output shaft 6. It is transmitted to the drive wheel 9. As described above, during traveling of the vehicle, the forward clutch 40 is brought into the engaged state by hydraulic engagement, whereby the forward clutch 40 is vibrated with the engagement operation of the forward clutch 40, or the drive wheels 9 are driven. It is possible to suppress the occurrence of rotational fluctuations. In the case where the internal combustion engine 5 that has stopped operating while the vehicle is running is started by the idling stop function, the control device 100 is also released when the running range is operated from the N range to the D range. The forward clutch 40 in the state is controlled to be connected by hydraulic engagement.

  Further, as shown in FIG. 4E, when the traveling range is the D range when the operation of the internal combustion engine 5 is stopped by the idling stop function while the vehicle is stopped (stopped), the control device 100 is The forward clutch 40 in the released state is brought into a connected state by mechanical engagement. Specifically, the control device 100 controls the position of the operation member 74 on the axial clutch side A so that the clutch-side mechanical pushing member 70 pushes the friction material 4. At this time, no hydraulic pressure is applied to the hydraulic chamber 55, and the clutch-side hydraulic piston member 50 is positioned on the axial release side D1. The clutch-side mechanical pushing member 70 moves to the axial clutch side A, and sandwiches the friction materials 3 and 4 with the clutch-side hydraulic piston member 50. In this way, the forward / reverse switching mechanism 30 is set in the forward operation state by bringing the forward clutch 40 in the released state into the connected state by mechanical engagement. In order to maintain the connected state of the forward clutch 40, it is not necessary to supply hydraulic pressure from the hydraulic pressure supply device 110 to the forward clutch 40 or to keep the hydraulic pressure in the hydraulic chamber 55 constant. In order to maintain the forward clutch 40 in this state, it is only necessary to fix the position of the operation member 74.

  As described above, when the operation of the internal combustion engine 5 is stopped while the vehicle is stopped by the idling stop function, the normally closed clutch 80 is in a connected state, so that the power transmission device 10 transmits mechanical power from the engine output shaft 6 to It can be transmitted to the drive wheel 9. Thereafter, similarly, when the travel range is operated from the D range to the N range, the control device 100 places the forward / reverse switching mechanism 30 in the forward operation state. In this way, the mechanical power from the engine output shaft 6 of the internal combustion engine 5 can be transmitted to the drive wheels 9 to prepare for the start of the vehicle 1 after the internal combustion engine 5 is started. Note that when the operation of the internal combustion engine 5 is stopped by the idling stop function while the vehicle is stopped, the brake pedal is operated (depressed) by the driver, so the engine output shaft 6 It is not necessary to interrupt the power transmission between the motor and the drive wheel 9.

  Further, as shown in FIG. 4 (f), when the vehicle is stopped (stopped) and the internal combustion engine 5 is started by the idling stop function, and the traveling range is the D range, the control device In the same manner as when the operation of the internal combustion engine 5 is stopped while the vehicle is stopped, 100 is set to the forward clutch 40 connected state and the normally closed clutch 80 connected state, so that the engine output shaft 6 and the drive wheels 9 To prepare for the start of the vehicle 1 immediately after the internal combustion engine 5 is started.

  On the other hand, when the traveling range is the N range, the control device 100 puts the forward clutch 40 in the connected state by mechanical engagement into the released state. The control device 100 controls the position of the operation member 74 so that both the forward clutch 40 and the reverse brake 60 are released, thereby setting the forward / reverse switching mechanism 30 to the neutral operating state. As described above, when the travel range is the N range when the start request of the internal combustion engine 5 is requested by the idling stop function while the vehicle is stopped, the forward / reverse switching mechanism 30 is provided between the engine output shaft 6 and the drive wheels 9. Shut off power transmission. Thereby, even when the drive wheel 9 does not rotate, the engine output shaft 6 can be rotationally driven (cranking), and the internal combustion engine 5 can be started while the vehicle is stopped.

  Thereafter, when the internal combustion engine 5 is started by the idling stop function and the travel range is operated from the N range to the D range, the control device 100 brings the forward clutch 40 into a connected state and connects the normally closed clutch 80. In this state, the engine output shaft 6 and the drive wheel 9 are engaged to prepare for the start of the vehicle 1 immediately after the internal combustion engine 5 is started.

  As shown in FIG. 4 (g), when the driver stops the operation of the internal combustion engine 5 and the internal combustion engine 5 becomes inoperative, regardless of the idling stop function, the traveling range is N. In the case of the range or the D range, the control device 100 sets the forward / reverse switching mechanism 30 to the neutral operating state by setting the forward clutch 40 to the released state. As a result, the power transmission device 10 blocks power transmission between the engine output shaft 6 and the drive wheels 9 even when the normally closed clutch 80 is in a connected state.

  Although not shown in FIG. 4, when the traveling range is the R range during traveling of the vehicle, the control device 100 moves the brake side hydraulic piston member 50 </ b> B in the axial direction of the rotation center axis to release the vehicle. The reverse brake 60 located at is engaged. The brake-side hydraulic piston member 50B is moved in the axial direction of the rotation center axis, and the friction material is sandwiched between the brake-side mechanical pushing member 72, so that vibration is generated in the power transmission device and rotational fluctuation of the drive wheels. The reverse brake 60 can be brought into a braking state (including a stopped state) while suppressing the occurrence of.

  As described above, the power transmission device 10 of this embodiment is the power transmission device 10 that transmits the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 to the drive wheels 9. The power transmission device 10 transmits the mechanical power from the engine output shaft 6 toward the drive wheel 9 without changing the rotational speed and direction, and mechanical power from the engine output shaft 6. A “reverse operation state” in which power is transmitted toward the drive wheels 9 while changing the rotation direction in a reverse direction, and a “neutral operation state” in which power transmission between the engine output shaft 6 and the drive wheels 9 is interrupted. The forward / reverse switching mechanism 30 is provided.

  The forward / reverse switching mechanism 30 has a double pinion planetary gear 33. The forward / reverse switching mechanism 30 is a friction clutch that is engaged when a frictional force is generated in the friction materials (clutch plates) 3, 4 that rotate about the rotation center axis C, and the sun gear 34 of the planetary gear 33. And a forward clutch 40, which is a clutch capable of connecting the planetary carrier 38. The forward clutch 40 is a friction clutch that is operated in an engaged state so that the forward / reverse switching mechanism 30 is in the forward operation state. The forward clutch 40 is a friction clutch that is operated in a released state so that the forward / reverse switching mechanism 30 is in a reverse operation state or a neutral operation state.

  The forward clutch 40 is provided opposite to the clutch-side hydraulic piston member 50 that receives the hydraulic pressure and moves in the axial direction of the rotation center shaft to push the friction material, and the clutch-side hydraulic piston member 50 across the friction material. And a clutch-side mechanical pushing member 70 that receives a specific force and moves in the axial direction of the rotation center axis C to push the friction material. When stopping the operation of the internal combustion engine 5 while the vehicle is stopped, the clutch-side mechanical pushing member 70 is moved in the axial direction of the rotation center axis, and the friction material is sandwiched between the clutch-side hydraulic piston member 50 and the like. By performing “mechanical engagement”, the forward clutch 40 is engaged and the forward / reverse switching mechanism 30 is moved forward.

  This eliminates the need to supply hydraulic pressure to the forward clutch 40 when the internal combustion engine 5 is not operating. On the other hand, when the internal combustion engine 5 is in an operating state, the clutch-side hydraulic piston member 50 is moved in the axial direction of the rotation center shaft, and the friction material is sandwiched between the clutch-side mechanical pushing member 70 and the “hydraulic engagement” By performing “combination”, the forward clutch 40 is engaged, and the forward / reverse switching mechanism 30 is moved forward. As a result, when the internal combustion engine 5 is in the operating state, when the forward clutch 40 is engaged and the forward / reverse switching mechanism 30 is set in the forward operating state, vibration is generated in the power transmission device or the drive wheels The occurrence of rotational fluctuation can be suppressed.

  Further, the vehicle 1 of the present embodiment transmits mechanical power output from the engine output shaft 6 by the internal combustion engine 5 to the drive wheels 9 via the power transmission device 10, and a predetermined stop condition is satisfied. In this case, a control device 100 is provided for controlling the internal combustion engine 5 to stop its operation and controlling the internal combustion engine 5 to start when a predetermined start condition is satisfied. The power transmission device 10 transmits the mechanical power from the engine output shaft 6 toward the drive wheels 9 without changing the rotational speed and direction, and mechanical power from the engine output shaft 6. Further, the forward / reverse travel capable of switching between the reverse operation state in which the rotation direction is changed in the reverse direction and transmitted to the drive wheel 9 and the neutral operation state in which the power transmission between the engine output shaft 6 and the drive wheel 9 is interrupted. The power transmission between the switching mechanism 30 and the engine output shaft 6 and the drive wheel 9 can be interrupted, and the engaged state is not applied when the force for operating the operation for switching between the engaged state and the released state is not acting. And a normally-closed clutch 80 that is a friction clutch. The forward / reverse switching mechanism 30 includes a forward clutch 40 that is a friction clutch that is operated to be engaged so that the forward / reverse switching mechanism 30 is in the forward operation state. The power transmission device 10 includes an oil pump P that can be operated by receiving mechanical power from the engine output shaft 6, and a hydraulic pressure supply device 110 that can supply hydraulic pressure to the forward clutch 40 and the normally closed clutch 80. It has more. The forward clutch 40 is provided opposite to the clutch-side hydraulic piston member 50 that receives the hydraulic pressure and moves in the axial direction of the rotation center shaft to push the friction material, and the clutch-side hydraulic piston member 50 across the friction material. And a clutch-side mechanical pushing member 70 that receives a specific force and moves in the axial direction of the rotation center shaft to push the friction material. When the travel range is the drive range while the vehicle is traveling, the control device 100 moves the clutch-side hydraulic piston member 50 in the axial direction of the rotation center axis to bring the forward clutch 40 in the released state into the engaged state. To do.

  For example, when the operation of the internal combustion engine 5 is stopped while the vehicle 1 is stopped, the control device 100 moves the clutch-side mechanical push member 70 in the axial direction of the rotation center axis so that the friction material is moved to the clutch-side hydraulic piston member. 50, the forward / reverse switching mechanism 30 is set in the forward operation state. This eliminates the need to supply hydraulic pressure from the hydraulic pressure supply device 110 to the forward clutch 40 even when the oil pump P is not operating when the internal combustion engine 5 is not operating. On the other hand, when the internal combustion engine 5 is in an operating state, the control device 100 moves the clutch-side hydraulic piston member 50 in the axial direction of the rotation center axis so that the friction material is placed between the clutch-side mechanical push member 70 and the clutch-side mechanical push member 70. The forward / reverse switching mechanism 30 is set in a forward operation state by performing “hydraulic engagement” to be sandwiched. As a result, when the internal combustion engine 5 is in the operating state, when the forward / reverse switching mechanism 30 is set in the forward operating state, vibrations in the power transmission device 10 and rotation fluctuations in the drive wheels are suppressed. Can be started.

  Further, in the power transmission device 10 of the vehicle 1 of the present embodiment, the forward / reverse switching mechanism 30 is a friction brake that enters a braking state when a frictional force is generated in the friction material that rotates about the rotation center axis, and A reverse brake 60 which is a brake capable of braking the rotation of the ring gear 39 of the planetary gear 33 is included. The reverse brake 60 is a friction brake that is operated in a braking state so that the forward / reverse switching mechanism 30 is in the reverse operation state. Further, the friction brake is operated in a non-operating state so that the forward / reverse switching mechanism 30 is in a forward operation state or a reverse operation state. The reverse brake 60 is provided so as to face the brake side hydraulic piston member 50B with the friction material sandwiched between the brake side hydraulic piston member 50B that receives the hydraulic pressure and moves in the axial direction of the rotation center axis to push the friction material. And a brake-side mechanical pushing member 72 that receives a specific force and moves in the axial direction of the rotation center shaft to push the friction material. When the traveling range is the reverse range while the vehicle is traveling, the control device 100 moves the brake-side hydraulic piston member 50B in the axial direction of the rotation center axis to bring the reverse brake 60 in the released state into the engaged state. To do.

  As a result, the brake-side mechanical pushing member 72 is moved in the axial direction of the rotation center axis, and the friction material is sandwiched between the brake-side hydraulic piston member 50B, whereby the reverse brake 60 is braked (including the stopped state). ). On the other hand, when the traveling range is the reverse range during traveling of the vehicle, the brake-side hydraulic piston member 50B is moved in the axial direction of the rotation center axis, and the friction material is sandwiched between the brake-side mechanical pushing member 72. Thus, the reverse brake 60 can be brought into a stopped state by suppressing vibrations from being generated in the power transmission device and rotational fluctuations in the drive wheels.

  Further, the power transmission device 10 of the vehicle 1 according to the present embodiment includes the operation member 74 that operates the axial movement of the rotation center axis of the clutch-side mechanical push member 70 and the brake-side mechanical push member 72. . The clutch-side mechanical push member 70 and the brake-side mechanical push member 72 can be operated by a single operation member 74, and the forward and backward operation states of the forward / reverse switching mechanism 30 described above are determined by the operation. Switching can be realized.

  Further, in the power transmission device 10 of the vehicle 1 of the present embodiment, the operation member 74 is provided between the forward clutch 40 and the reverse brake 60 in the axial direction of the rotation center axis, and the clutch side mechanical pushing member. 70 and the brake-side mechanical pushing member 72 are connected via the operation member 74. The forward clutch 40 is engaged by moving the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 to the axial clutch side (indicated by arrow A in FIG. 3) of the rotation center shaft by the operation member 74. It is possible to realize the state and the non-operating state of the reverse brake 60. On the other hand, the clutch-side mechanical pushing member 70 and the brake-side mechanical pushing member 72 are moved to the axial brake side (indicated by arrow B in FIG. 3) of the rotation center shaft by the operating member 74, thereby It is possible to realize the released state and the braking state of the reverse brake 60.

  Further, in the power transmission device 10 of the vehicle 1 of the present embodiment, the forward / reverse switching mechanism 30 includes a double pinion planetary gear 33, and the forward clutch 40 includes the sun gear 34 of the planetary gear 33 and the planetary carrier. 38, and the reverse brake 60 is a brake capable of braking the rotation of the ring gear 39 of the planetary gear 33. By using a double pinion type (dual planetary type) planetary gear, it is possible to switch between the above-mentioned “forward operation state”, “reverse operation state”, and “neutral operation state” with a simple configuration. A switching mechanism can be realized.

  Further, in the vehicle 1 of the present embodiment, the control device 100 controls the clutch-side hydraulic piston member 50 to be the central axis of rotation when the traveling range is operated from the N range to the D range when the internal combustion engine 5 is in an operating state. When the travel range is the D range, the clutch side mechanical push member is maintained while maintaining the connected state of the forward clutch 40 when the travel range is the D range. The friction material 4 is pushed by 70 and the hydraulic pressure of the hydraulic chamber 55 received by the clutch-side hydraulic piston member 50 is lowered to control the oil in the hydraulic chamber 55 to be discharged from the through hole 56. The clutch-side mechanical push member 70 and the clutch-side hydraulic piston member 50 hold the friction materials 3 and 4 therebetween, that is, while maintaining the connected state of the forward clutch 40, the axial clutch side A (that is, the axial release side D1). ) In this way, by shifting from the above-described “hydraulic engagement” to “mechanical engagement”, oil is supplied to the forward clutch 40 or the clutch-side hydraulic piston member 50 receives to maintain the connected state. The need to keep the hydraulic pressure constant can be eliminated. In order to maintain the forward clutch 40 in this state, it is only necessary to fix the position of the operation member 74 after shifting to mechanical engagement. Thereby, it is not necessary to generate the hydraulic pressure supplied to the forward clutch 40.

  In the forward clutch 40 according to the above-described embodiment, the friction materials 3 and 4 sandwiched between the clutch-side hydraulic piston member 50 and the clutch-side mechanical pushing member 70 are in an annular shape around the rotation center axis C. However, the friction material of the forward clutch according to the present invention is not limited to this. The friction material of the forward clutch can be applied to the present invention as long as frictional force is generated in the circumferential direction of the rotation center axis by engaging with the adjacent friction material.

  Further, in the reverse brake 60 of the above-described embodiment, the friction materials 7 and 8 sandwiched between the brake-side hydraulic piston member 50B and the brake-side mechanical pushing member 72 have an annular shape with the rotation center axis C as an axis. Although the plate is a plate, the friction material of the reverse brake according to the present invention is not limited to this. The friction material of the reverse brake can be applied to the present invention as long as friction force is generated in the circumferential direction of the rotation center axis by engaging with the adjacent friction material.

  In the above-described embodiment, the operation member 74 that is operated by applying a mechanical force to the clutch-side mechanical push member 70 and the brake-side mechanical push member 72 is driven by the actuator 120. The mode of driving the operation member according to the invention is not limited to this. For example, the operation member may be driven by human force.

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Internal combustion engine 6 Engine output shaft 9 Drive wheel 10 Power transmission device 20 Torque converter 30 Forward / reverse switching mechanism 33 Planetary gear 34 Sun gear 38 Planetary carrier 39 Ring gear 40 Forward clutch 43 Clutch hub 44 Clutch drum 50 Clutch side hydraulic piston member 50B Brake-side hydraulic piston member 55 Hydraulic chamber 60 Reverse brake 70 Clutch-side mechanical pushing member 72 Brake-side mechanical pushing member 74 Operating member 80 Normally-closed clutch 85 Transmission mechanism (continuously variable transmission)
90 Deceleration mechanism 95 Differential device 100 Control device (control means, electronic control device for vehicle)
110 Hydraulic supply device

Claims (9)

A vehicle that transmits mechanical power output from an engine output shaft by an internal combustion engine to drive wheels via a power transmission device,
A control device for controlling the internal combustion engine to stop operating when a predetermined stop condition is satisfied, and for controlling the internal combustion engine to start when a predetermined start condition is satisfied;
The power transmission device is
A forward operation state in which mechanical power from the engine output shaft is transmitted to the drive wheels without changing the rotational speed and direction, and mechanical power from the engine output shaft is changed in the reverse direction. A forward / reverse switching mechanism capable of switching between a reverse operation state for transmission toward the drive wheels and a neutral operation state for interrupting power transmission between the engine output shaft and the drive wheels;
Friction configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not acting, and power transmission between the engine output shaft and the drive wheel can be cut off. A normally closed clutch that is a clutch;
With
The forward / reverse switching mechanism includes a forward clutch that is a friction clutch operated in an engaged state so that the forward / backward switching mechanism is in a forward operation state,
The power transmission device further includes a hydraulic pressure supply device capable of supplying hydraulic pressure to the forward clutch and the normally closed clutch from an oil pump operable by receiving mechanical power from an engine output shaft,
The forward clutch is
A clutch-side hydraulic piston member that receives hydraulic pressure and moves in the axial direction of the rotation center shaft to push the friction material;
A clutch-side mechanical pushing member that is provided facing the clutch-side hydraulic piston member across the friction material, receives a mechanical force, moves in the axial direction of the rotation center axis, and pushes the friction material;
With
The controller is
When the forward clutch is operated from the disengaged state to the engaged state while the vehicle is running or the internal combustion engine is operating, the clutch-side hydraulic piston member is moved in the axial direction of the rotation center shaft. The forward clutch in the disengaged state is engaged, and then the friction material is pushed by the clutch-side mechanical push member while maintaining the connected state of the forward clutch, and the clutch-side hydraulic piston member is A vehicle characterized by lowering hydraulic pressure. The vehicle according to claim 1,
The controller is
After the operation of the internal combustion engine is stopped by the control device during traveling of the vehicle and the forward clutch is released, the traveling range is a drive range, and the internal combustion engine is started by the control device during traveling of the vehicle. In the controlled case, the clutch-side hydraulic piston member is moved in the axial direction of the rotation center axis so that the forward clutch in the released state is engaged, and then the forward clutch remains connected. The vehicle that causes the clutch-side mechanical pushing member to push the friction material and lowers the hydraulic pressure received by the clutch-side hydraulic piston member. The vehicle according to claim 1,
The forward / reverse switching mechanism is
Including a reverse brake that is a friction brake operated in a braking state so that the forward / reverse switching mechanism is in the reverse operation state,
The reverse brake is
A brake-side hydraulic piston member that receives hydraulic pressure and moves in the axial direction of the rotation center shaft to push the friction material;
A brake-side mechanical pushing member that is provided opposite to the brake-side hydraulic piston member across the friction material, receives a mechanical force, moves in the axial direction of the rotation center axis, and pushes the friction material;
The controller is
During traveling of the vehicle, when the traveling range is a reverse range, the reverse brake in the released state is brought into an engaged state by moving the brake-side hydraulic piston member in the axial direction of the rotation center axis. Vehicle. The vehicle according to claim 3, wherein
A vehicle including an operation member for operating an axial movement of a rotation center axis of the clutch-side mechanical push member and the brake-side mechanical push member. The vehicle according to claim 4, wherein
The operation member is provided between the forward clutch and the reverse brake in the axial direction of the rotation center shaft,
The clutch-side mechanical push member and the brake-side mechanical push member are connected via the operation member. In the vehicle according to any one of claims 3 to 5,
The forward / reverse switching mechanism has a double pinion type planetary gear,
The forward clutch is a clutch capable of connecting the sun gear of the planetary gear and the planetary carrier,
The reverse brake is a brake capable of braking the rotation of the ring gear of the planetary gear. The vehicle according to claim 1,
The controller is
When the internal combustion engine is in an operating state and the travel range is operated from the neutral range to the drive range, the forward clutch in the released state is moved by moving the clutch-side hydraulic piston member in the axial direction of the rotation center axis. In the engaged state,
After that, when the travel range is the drive range, the friction material is pushed by the clutch-side mechanical pushing member while maintaining the connected state of the forward clutch, and the hydraulic pressure received by the clutch-side hydraulic piston member is lowered. vehicle. A vehicle that transmits mechanical power output from an engine output shaft by an internal combustion engine to drive wheels via a power transmission device,
A control device for controlling the internal combustion engine to stop operating when a predetermined stop condition is satisfied, and for controlling the internal combustion engine to start when a predetermined start condition is satisfied;
The power transmission device is
A forward operation state in which mechanical power from the engine output shaft is transmitted to the drive wheels without changing the rotational speed and direction, and mechanical power from the engine output shaft is changed in the reverse direction. A forward / reverse switching mechanism capable of switching between a reverse operation state for transmission toward the drive wheels and a neutral operation state for interrupting power transmission between the engine output shaft and the drive wheels;
Friction configured to be in an engaged state when a force for operating an operation for switching between an engaged state and a released state is not acting, and power transmission between the engine output shaft and the drive wheel can be cut off. A normally closed clutch that is a clutch;
With
The forward / reverse switching mechanism includes a forward clutch that is a friction clutch operated in an engaged state so that the forward / backward switching mechanism is in a forward operation state,
The power transmission device further includes a hydraulic pressure supply device capable of supplying hydraulic pressure to the forward clutch and the normally closed clutch from an oil pump operable by receiving mechanical power from an engine output shaft,
The forward clutch is
A clutch-side hydraulic piston member that receives hydraulic pressure and moves in the axial direction of the rotation center shaft to push the friction material;
A clutch-side mechanical pushing member that is provided facing the clutch-side hydraulic piston member across the friction material, receives a mechanical force, moves in the axial direction of the rotation center axis, and pushes the friction material;
With
The controller is
When the forward clutch is operated from the released state to the engaged state while the vehicle is stopped and the internal combustion engine is stopped, the clutch side mechanical push member is pressed to release the friction material. A vehicle characterized in that the forward clutch in a state is engaged. The vehicle according to claim 8, wherein
The controller is
When the vehicle is stopped and the driving range is the drive range, when the internal combustion engine is controlled to stop the operation by the control device, the clutch-side mechanical pushing member pushes the friction material to release it. A vehicle characterized in that the forward clutch in a state is engaged.

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