CN111828567A - 车辆动力传动装置 - Google Patents

车辆动力传动装置 Download PDF

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Publication number
CN111828567A
CN111828567A CN202010141344.XA CN202010141344A CN111828567A CN 111828567 A CN111828567 A CN 111828567A CN 202010141344 A CN202010141344 A CN 202010141344A CN 111828567 A CN111828567 A CN 111828567A
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China
Prior art keywords
engine
power transmission
transmission device
engaged
automatic transmission
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Pending
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CN202010141344.XA
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English (en)
Inventor
本瓦成人
杉泽拓也
景山庆太郎
藤川智士
田边裕树
儿玉真吾
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Mazda Motor Corp
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Mazda Motor Corp
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Publication of CN111828567A publication Critical patent/CN111828567A/zh
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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Abstract

本发明公开了一种车辆动力传动装置。车辆动力传动装置包括发动机和自动变速器(10)。自动变速器(10)构成为：在处于空档状态时，在形成动力传递路线的多个旋转元件中，除了与输入部件(12)相连结的旋转元件(41)以及与输出部件(13)相连结的旋转元件(42)之外的多个旋转元件(51～57)成为无约束状态。多个旋转元件(51～57)包括多个摩擦接合元件中规定的制动器(BR1)的旋转元件，规定的制动器(BR1)在发动机起动时且燃料供给前被接合。本发明抑制在发动机起动时向自动变速器的输出侧传递的发动机的扭矩波动。

Description

车辆动力传动装置
技术领域
这里所公开的技术涉及一种包括发动机和自动变速器的车辆动力传动装置。
背景技术
安装于车辆上的自动变速器一般具有多个行星齿轮组(行星齿轮机构)以及离合器和制动器等多个摩擦接合元件。自动变速器通过选择性地将多个摩擦接合元件接合，从而选择性地切换经由各行星齿轮机构的动力传递路线来实现与车辆的运转状态相应的变速档。
例如，在国际公开第2016/063857号公报中所记载的自动变速器具有四个行星齿轮机构以及由三个离合器和两个制动器组成的五个摩擦接合元件。该自动变速器通过选择性地将这些摩擦接合元件中的三个摩擦接合元件接合起来来实现八个前进档和一个倒车档。
发明内容
在安装有包括发动机和自动变速器的动力传动装置的车辆中，在发动机起动时通过起动马达等马达让发动机起动，在规定的时刻向发动机供给燃料并点火，在发动机转速上升到怠速转速时等就判断为完全燃烧，从而完成发动机起动，发动机被切换为怠速运转。
与发动机相连结的自动变速器在发动机起动时保持在空档状态，在空档状态下，多个摩擦接合元件成为释放状态，从而发动机不向驱动轮传递动力。在发动机起动后且车辆起步时，由于形成1档变速档的摩擦接合元件相接合，因此动力经过自动变速器的动力传递路线从发动机向驱动轮传递。
不过，在安装有发动机的车辆中，由于在发动机的各气缸中产生的间歇性爆发而导致在发动机的输出轴上产生扭矩波动。例如，在直列四缸四冲程发动机中，发动机的输出轴在旋转一周的期间内产生两次扭矩波动，该扭矩波动从发动机向自动变速器传递。该扭矩波动特别是在发动机转速较低的发动机起动时从燃料点火到完全燃烧为止的这一期间内增大。
在发动机起动时，自动变速器成为空档状态，并且具有成为无约束状态(自由状态)的多个旋转元件，上述多个旋转元件是在形成将动力从发动机向驱动轮传递的动力传递路线的多个旋转元件中，除了与连接在发动机上的输入部件相连结的旋转元件以及与连接在驱动轮上的输出部件相连结的旋转元件之外的旋转元件。
在自动变速器处于空档状态时，成为无约束状态的多个旋转元件将停止或随着其他旋转元件的旋转而旋转。如果在不设置液力传动装置的情况下，发动机的扭矩波动从与发动机相连结的自动变速器的输入部件侧向旋转元件传递的话，则旋转元件本身也会产生扭矩波动。
近年来，自动变速器的变速档有多档化的倾向。当行星齿轮机构和摩擦接合元件的数量随着自动变速器的多档化而增多时，则存在各旋转元件的重量变大，在自动变速器处于空档状态时成为无约束状态的旋转元件的惯性质量变大的情况。
如果在自动变速器处于空档状态时，行星齿轮机构的成为无约束状态的旋转元件的惯性质量变大的话，则在发动机的扭矩波动从位于自动变速器的输入部件侧的行星齿轮机构的输入元件传递过来时，有可能存在下述情况，即：所述旋转元件成为反作用元件而将扭矩波动向位于自动变速器的输出部件侧的行星齿轮机构的输出元件传递，进而向自动变速器的输出部件侧传递。
如果发动机的扭矩波动向自动变速器的输出部件侧传递的话，则有可能从自动变速器的输出部件向驱动轮传递而引起车身振动。特别是由于在发动机起动时发动机的扭矩波动较大，因此发动机的扭矩波动有可能向自动变速器的输出部件侧传递而引起车身振动。
就在发动机和自动变速器之间设置有马达且由发动机和马达中的至少一者来驱动驱动轮的混合动力车辆而言，也有可能在发动机起动时发动机的扭矩波动向自动变速器的输出部件侧传递而引起车身振动。
就自动变速器而言，从燃油经济性等的观点出发，想到不在自动变速器与发动机之间设置液力传动装置，而是通过在起步时对以1档变速档接合的至少一个起步用摩擦接合元件、优选对起步用制动器进行滑动控制来实现平稳起步，但对于安装有包括上述自动变速器的动力传动装置的车辆来说，也有可能在发动机起动时发动机的扭矩波动向自动变速器的输出部件侧传递而引起车身振动。
这里所公开的技术是在包括发动机和自动变速器的车辆动力传动装置中，抑制在发动机起动时向自动变速器的输出侧传递的发动机的扭矩波动。
这里所公开的技术涉及一种车辆动力传动装置，所述车辆动力传动装置包括发动机和自动变速器，所述自动变速器具有多个行星齿轮机构和多个摩擦接合元件，并形成将动力从所述发动机向驱动轮传递的动力传递路线。
所述车辆动力传动装置的特征在于：所述自动变速器构成为在处于空档状态时，在形成所述动力传递路线的多个旋转元件中，除了与输入部件相连结的旋转元件以及与输出部件相连结的旋转元件之外的多个旋转元件成为无约束状态；所述多个旋转元件包含所述多个摩擦接合元件中规定的制动器的旋转元件；规定的所述制动器在发动机起动时且燃料供给前被接合。
根据该构成方式，在包括发动机和自动变速器的车辆动力传动装置中，自动变速器构成为：在处于空档状态时，除了与输入部件相连结的旋转元件以及与输出部件相连结的旋转元件之外的多个旋转元件处于无约束状态。所述多个旋转元件包含规定的制动器的旋转元件，规定的制动器在发动机起动时且燃料供给前被接合。
由此，由于在自动变速器处于空档状态时成为无约束状态的包括规定的制动器的旋转元件在内的旋转元件在发动机起动时且燃料供给前被固定，因此与规定的制动器没有被接合时相比，在发动机起动时向自动变速器输入发动机的扭矩波动之际，成为相对于发动机的扭矩波动的反作用元件的旋转元件的惯性质量减小，从而能够抑制在发动机起动时向自动变速器的输出侧传递的发动机的扭矩波动。
也可以是这样的，即：在所述发动机与所述自动变速器之间设置有离合器，所述离合器在不供给液压时被接合且在供给液压时被释放，所述离合器在发动机起动时被接合。
由此，在发动机与自动变速器之间设置有常闭型离合器的情况下，能够抑制在发动机起动时向自动变速器的输出侧传递的发动机的扭矩波动。
也可以是这样的，即：规定的所述制动器在发动机起动时且燃料供给前由电动式油泵接合。
由此，能够在发动机起动前使用电动式油泵向规定的制动器供给液压而将其接合。
也可以是这样的，即：规定的所述制动器在发动机起动时且燃料供给前被接合，并且在发动机起动后也被接合。
由此，即使在发动机起动后，成为相对于发动机的扭矩波动的反作用元件的旋转元件的惯性质量也会减小，从而能够抑制向自动变速器的输出侧传递的发动机的扭矩波动。
也可以是这样的，即：所述车辆动力传动装置包括让所述发动机旋转并驱动所述驱动轮的马达，所述马达设置在所述发动机与所述自动变速器之间，在所述发动机与所述马达之间并联地设置有离合器和单向离合器，所述离合器在不供给液压时被接合且在供给液压时被释放，所述单向离合器仅从所述发动机向所述马达传递动力，所述车辆动力传动装置为由所述发动机和所述马达中的至少一者来驱动所述驱动轮的混合动力车辆的动力传动装置。
由此，在混合动力车辆的动力传动装置中，由于能够由马达通过离合器让发动机起动，并且能够在发动机起动后将动力经由单向离合器从发动机向自动变速器传递，因此与不使用单向离合器，而是经由离合器将动力从发动机向自动变速器传递的情况相比，能够减小离合器的传递扭矩容量而能够紧凑地构成离合器。
也可以是这样的，即：所述车辆动力传动装置包括让所述发动机旋转的马达，所述发动机在发动机起动时由所述马达使发动机转速上升到规定起动转速后再起动，所述规定起动转速是比从所述发动机到所述驱动轮的驱动***共振的规定共振转速高且比规定怠速转速低的转速。
由此，与以比所述驱动***的共振转速低的发动机转速起动发动机的情况相比，能够减小发动机起动开始时的发动机转速与怠速转速之间的转速差，能够降低在发动机起动时向自动变速器输入的发动机的扭矩波动，从而能够抑制在发动机起动时向自动变速器的输出侧传递的发动机的扭矩波动。此外，能够抑制在发动机起动时由于与发动机的扭矩波动共振而导致所述驱动***的振动变大。
附图说明
图1是示出第一实施方式所涉及的车辆动力传动装置的主要结构图；
图2是自动变速器的摩擦接合元件的接合表；
图3是示出自动变速器的第二制动器的图；
图4是示出发动机起动前的动力传动装置的接合状态的图；
图5是动力传动装置的控制***图；
图6是用于说明动力传动装置的控制的时间图；
图7是示出发动机起动时的动力传动装置的接合状态的图；
图8是示出发动机起动后的动力传动装置的接合状态的图；
图9是用于说明第二实施方式所涉及的车辆动力传动装置的说明图。
具体实施方式
下面，参照附图对这里所公开的技术的实施方式进行说明。
图1是示出第一实施方式所涉及的车辆动力传动装置的主要结构图。如图1所示，第一实施方式所涉及的动力传动装置1包括发动机2、自动变速器10以及马达(驱动马达)20。自动变速器10不经由变矩器等液力传动装置地与发动机2相连结。马达20布置在发动机2与自动变速器10之间。动力传动装置安装在混合动力车辆中。混合动力车辆构成为：由发动机2和马达20中的至少一者通过自动变速器10来驱动作为驱动轮的后轮。
发动机2为直列布置有四个气缸的直列四缸发动机，在发动机2的输出轴3即曲轴旋转一周的期间内产生两次扭矩波动，但并不限定于此。
马达20具有定子22和转子23。定子22固定在与变速器壳11相接合的壳体21上。转子23被转子支承部件24支承并且布置在定子22的径向内侧。其中，转子支承部件24与作为自动变速器10的输入部件的输入轴12相接合。
定子22是在由磁性体形成的定子铁芯上卷绕线圈而构成的。转子23由筒状的磁性体构成。马达20构成为：当向定子22供电时，转子23在定子22所产生的磁力的作用下旋转。
在发动机2与马达20之间，具体而言，在发动机2的输出轴3与转子支承部件24之间并联地设置有动力切断/结合离合器CL0和单向离合器30。其中，转子支承部件24与自动变速器10的输入轴12相接合。动力切断/结合离合器CL0构成为：能够将发动机2的输出轴3与转子支承部件24之间切断/连接。
动力切断/结合离合器CL0使用了常闭型离合器，并且具有外侧旋转部件、内侧旋转部件、多个摩擦板、活塞、弹簧以及液压室。外侧旋转部件与转子支承部件24相接合。内侧旋转部件与发动机2的输出轴3相接合。多个摩擦板布置在外侧旋转部件与内侧旋转部件之间。活塞按压多个摩擦板。弹簧朝着接合方向对活塞施力。克服弹簧的作用力而朝着释放方向对活塞施力的液压被供向液压室。
在不供给液压时弹簧朝着接合方向对活塞施力，而使得动力切断/结合离合器CL0接合；在供给液压时利用液压克服弹簧的作用力而朝着释放方向对活塞施力，而使得动力切断/结合离合器CL0释放。动力切断/结合离合器CL0接合，而能够在发动机2与自动变速器10之间以及发动机2与马达20之间传递动力。
单向离合器30仅从发动机2向自动变速器10传递动力，而不能从自动变速器10和马达20向发动机2传递动力。单向离合器30例如能够使用具有外圈、内圈、多个楔块的楔块式单向离合器。外圈与转子支承部件24相接合。内圈与发动机2的输出轴3相接合。多个楔块设置在外圈与内圈之间。
动力传动装置1在发动机2上设置有起动马达67(参照图5)。在动力传动装置1中，在发动机起动时利用起动马达67让发动机2旋转而起动。也能够让动力切断/结合离合器CL0接合，由马达20通过动力切断/结合离合器CL0让发动机2旋转而起动。
动力传动装置1在发动机起动后让动力切断/结合离合器CL0释放，由发动机2通过单向离合器30将动力从发动机2向自动变速器10传递。动力传动装置1还能够由马达20向自动变速器10传递动力。
马达20还能够在车辆减速时被驱动而进行再生发电，并将所发出的电力供向未图示的电池等。在动力传动装置1中，能够在车辆减速时释放动力切断/结合离合器CL0，从而使马达20有效地进行发电。
自动变速器10在变速器壳11内具有作为输入部件的输入轴12、作为输出部件的输出轴13、多个行星齿轮组(行星齿轮机构)以及离合器和制动器等多个摩擦接合元件。自动变速器10是用于在同一轴线上布置有输入轴12和输出轴13的发动机前置、后轮驱动车辆等的纵置式自动变速器。输入轴12与发动机2相连接，并设置在驱动源侧。输出轴13与后轮相连接，并设置在驱动源的相反侧。多个行星齿轮组设置在输入轴12的轴线上。
自动变速器10形成将动力从发动机2向后轮传递的动力传递路线。自动变速器10构成为：通过选择性地接合多个摩擦接合元件，从而选择性地切换经由各行星齿轮机构的动力传递路线来实现与车辆的运转状态相对应的变速档。
在自动变速器10的输入轴12和输出轴13的轴心上，从驱动源侧起，设置有第一行星齿轮组PG1、第二行星齿轮组PG2、第三行星齿轮组PG3、第四行星齿轮组PG4(以下简称为“第一齿轮组、第二齿轮组、第三齿轮组、第四齿轮组”)。
在变速器壳11内，在第一齿轮组PG1的驱动源侧设置有第一离合器CL1，在第一离合器CL1的驱动源侧设置有第二离合器CL2，在第二离合器CL2的驱动源侧设置有第三离合器CL3。在第三离合器CL3的驱动源侧设置有第一制动器BR1，在第三齿轮组PG3的驱动源侧且第二齿轮组PG2的与驱动源相反的一侧设置有第二制动器BR2。
第一齿轮组PG1、第二齿轮组PG2、第三齿轮组PG3、第四齿轮组PG4均为支承在行星架上的小齿轮直接与太阳齿轮和齿圈啮合的单小齿轮型(single pinion type)。第一齿轮组PG1、第二齿轮组PG2、第三齿轮组PG3、第四齿轮组PG4分别相应地具有太阳齿轮S1、太阳齿轮S2、太阳齿轮S3、太阳齿轮S4、齿圈R1、齿圈R2、齿圈R3、齿圈R4、及行星架C1、行星架C2、行星架C3、行星架C4以作为旋转元件。
第一齿轮组PG1为太阳齿轮S1沿轴向被分割成两部分的双太阳齿轮型。太阳齿轮S1具有第一太阳齿轮S1a和第二太阳齿轮S1b。第一太阳齿轮S1a布置在驱动源侧。第二太阳齿轮S1b布置在驱动源的相反侧。第一太阳齿轮S1a和第二太阳齿轮S1b具有相同的齿数，并与支承在行星架C1上的同一小齿轮啮合。由此，第一太阳齿轮S1a和第二太阳齿轮S1b总是同时以相同的速度旋转。
在自动变速器10中，第一齿轮组PG1的太阳齿轮S1、具体而言为第二太阳齿轮S1b总是与第四齿轮组PG4的太阳齿轮S4相连结，第一齿轮组PG1的齿圈R1总是与第二齿轮组PG2的太阳齿轮S2相连结，第二齿轮组PG2的行星架C2总是与第四齿轮组PG4的行星架C4相连结，第三齿轮组PG3的行星架C3总是与第四齿轮组PG4的齿圈R4相连结。
输入轴12通过第一太阳齿轮S1a和第二太阳齿轮S1b之间的位置总是与第一齿轮组PG1的行星架C1相连结，输出轴13总是与第四齿轮组PG4的行星架C4相连结。
第一离合器CL1设置在输入轴12与第三齿轮组PG3的太阳齿轮S3之间以及第一齿轮组PG1的行星架C1与第三齿轮组PG3的太阳齿轮S3之间，并将它们切断/连接。第二离合器CL2设置在第一齿轮组PG1的齿圈R1与第三齿轮组PG3的太阳齿轮S3之间以及第二齿轮组PG2的太阳齿轮S2与第三齿轮组PG3的太阳齿轮S3之间，并将它们切断/连接。第三离合器CL3设置在第二齿轮组PG2的齿圈R2与第三齿轮组PG3的太阳齿轮S3之间，并将它们切断/连接。
第一制动器BR1设置在变速器壳11与第一齿轮组PG1的太阳齿轮S1之间，具体而言，其设置在变速器壳11与第一太阳齿轮S1a之间，并将它们切断/连接。第二制动器BR2设置在变速器壳11与第三齿轮组PG3的齿圈R3之间，并将它们切断/连接。
通过以上构成方式，如图2所示，自动变速器10通过第一离合器CL1、第二离合器CL2、第三离合器CL3、第一制动器BR1、第二制动器BR2的接合状态的组合，而形成了D(前进)档位中的1～8档以及R(倒车)档位中的倒车档。
在图2中，用○标记表示第一离合器CL1、第二离合器CL2、第三离合器CL3、第一制动器BR1以及第二制动器BR2的接合状态，用Δ标记表示当车辆起步时在D档位中的1档和R档位中的倒车档下对第二制动器BR2进行滑动控制。第二制动器BR2作为在形成起步时的变速档的其他摩擦接合元件接合之后再接合的起步用摩擦接合元件发挥作用。
第二制动器BR2在车辆起步时被进行滑动控制。第二制动器BR2通过弹簧将活塞从释放位置推到多个摩擦板成为零间隙状态的零间隙位置，并利用接合用液压将活塞从零间隙位置推到接合位置，从而将多个摩擦板接合。
图3是示出自动变速器的第二制动器的图。如图3所示，第二制动器BR2具有轮毂部件101、旋转部件即鼓部件102、多个摩擦板103、外筒部104以及活塞108。轮毂部件101与变速器壳11相接合。鼓部件102与第三齿轮组PG3的齿圈R3相接合。多个摩擦板103布置在轮毂部件101与鼓部件102之间。外筒部104与变速器壳11相接合。活塞108嵌合在由底部105和内筒部106形成的气缸107中，用于将多个摩擦板103接合起来。
第二制动器BR2还具有接合用液压室109和释放用液压室110。朝着接合方向对活塞108施力的接合用液压被供向接合用液压室109。朝着释放方向对活塞108施力的释放用液压被供给释放用液压室110。在接合用液压室109内布置有弹簧111。弹簧111朝着接合方向将活塞108从释放位置推到多个摩擦板103成为零间隙状态的零间隙位置。
第二制动器BR2构成为：利用弹簧111将活塞108推到零间隙位置，再通过向接合用液压室109供给接合用液压，来使活塞108移动到接合位置而接合起来。第二制动器BR2还构成为：在活塞108处于接合位置的状态下，通过排出接合用液压并向释放用液压室110供给释放用液压，来使活塞108移动到零间隙位置，然后进一步克服弹簧111的作用力，使活塞108移动到释放位置而释放。
另一方面，第一离合器CL1、第二离合器CL2、第三离合器CL3以及第一制动器BR1分别具有轮毂部件、鼓部件、多个摩擦板、活塞、接合用液压室以及弹簧，其中，朝着接合方向对活塞施力的接合用液压被供给接合用液压室。多个摩擦板布置在轮毂部件与鼓部件之间。活塞将多个摩擦板接合。弹簧朝着释放方向对活塞施力。
第一离合器CL1、第二离合器CL2、第三离合器CL3以及第一制动器BR1分别通过向接合用液压室供给接合用液压，使活塞克服弹簧的作用力而移动到接合位置来接合起来，并且分别通过排出接合用液压，来借助弹簧使活塞移动到释放位置而得以释放。
自动变速器10在P(停车)档位和N(空档)档位下处于空档状态，并且构成为：在形成动力传递路线的多个旋转元件中，除了与输入部件12相连结的旋转元件以及与输出部件13相连结的旋转元件之外的多个旋转元件成为无约束状态。
图4是示出发动机起动前的动力传动装置的接合状态的图。如图4所示，在选择了P档位的发动机起动前，在动力切断/结合离合器CL0被接合的状态下，自动变速器10除了具有与输入轴12相连结的旋转元件41以及与输出轴13相连结的旋转元件42之外，还具有成为无约束状态的多个旋转元件，具体而言，这些成为无约束状态的多个旋转元件为第一旋转元件51、第二旋转元件52、第三旋转元件53、第四旋转元件54、第五旋转元件55、第六旋转元件56以及第七旋转元件57。
第一旋转元件51是包括第一太阳齿轮S1a和第一制动器BR1的旋转元件的旋转元件，第二旋转元件52是包括第二太阳齿轮S1b和太阳齿轮S4的旋转元件，第三旋转元件53是包括齿圈R1、太阳齿轮S2以及第二离合器CL2的外侧旋转元件的旋转元件，第四旋转元件54是包括齿圈R2和第三离合器CL3的外侧旋转元件的旋转元件，第五旋转元件55是包括太阳齿轮S3、第一离合器CL1的外侧旋转元件、第二离合器CL2的内侧旋转元件以及第三离合器CL3的内侧旋转元件的旋转元件，第六旋转元件56是包括行星架C3和齿圈R4的旋转元件，第七旋转元件57是包括齿圈R3和第二制动器BR2的旋转元件的旋转元件。
在自动变速器10处于空档状态时，行星齿轮机构的成为无约束状态的旋转元件将停止或随着其他旋转元件的旋转而旋转，将动力从自动变速器10的输入轴12向自动变速器10的输出轴13传递。如果在自动变速器10处于空档状态时，行星齿轮机构的成为无约束状态的旋转元件的惯性质量变大的话，则在发动机起动时发动机2的扭矩波动从位于自动变速器10的输入轴侧的行星齿轮机构的输入元件传递过来时，就有可能存在下述情况，即：所述旋转元件成为反作用元件而将扭矩波动向位于自动变速器10的输出轴侧的行星齿轮机构的输出元件传递，进而向自动变速器10的输出轴13传递。
例如，在从自动变速器10的输入轴12向第一齿轮组PG1的行星架C1输入发动机2的扭矩波动时，在第一旋转元件51和第二旋转元件52的惯性质量较大的情况下，第一齿轮组PG1的第一太阳齿轮S1a和第二太阳齿轮S1b就有可能成为反作用元件而将扭矩波动向第一齿轮组PG1的齿圈R1传递。在将发动机2的扭矩波动向总是与第一齿轮组PG1的齿圈R1相连结的第二齿轮组PG2的太阳齿轮S2传递时，在第四旋转元件54的惯性质量较大的情况下，第二齿轮组的齿圈R2就有可能成为反作用元件而将扭矩波动向第二齿轮组PG2的行星架C2传递，进而向总是与行星架C2相连结的输出部件13传递。相对于此，在本实施方式中，通过在发动机起动时，将包含当自动变速器10处于空档状态时成为无约束状态的制动器的旋转元件在内的旋转元件固定起来，从而来避免上述问题。
图5是动力传动装置的控制***图。如图5所示，动力传动装置1包括档位传感器61、制动踏板传感器62、加速踏板传感器63、曲柄角传感器64、车速传感器65以及点火起动开关(key switch)66等。档位传感器61检测在驾驶员的操作下所选择的换档杆的档位。制动踏板传感器62检测驾驶员对制动踏板的踩踏量。加速踏板传感器63检测驾驶员对加速踏板的踩踏量。曲柄角传感器64检测发动机2的曲轴的旋转角度和旋转速度。车速传感器65检测车辆的速度。点火起动开关66使发动机2起动。
动力传动装置1还包括如上所述的发动机2、自动变速器10、驱动马达20以及动力切断/结合离合器CL0，并且包括起动马达67和电动式油泵68。起动马达67让发动机2旋转而起动发动机2。电动式油泵68由未图示的马达驱动。自动变速器10包括液压控制回路。液压控制回路具有由发动机2驱动的机械式油泵以控制向各摩擦接合元件供给的液压。
动力传动装置1还包括控制单元70。控制单元70对与动力传动装置1相关的构成进行全面控制。来自档位传感器61、制动踏板传感器62、加速踏板传感器63、曲柄角传感器64、车速传感器65、点火起动开关66等的信号被输入控制单元70。
控制单元70根据这些信号，控制起动马达67、电动式油泵68、发动机2、自动变速器10、驱动马达20、动力切断/结合离合器CL0等，并且控制向自动变速器10的摩擦接合元件CL1、CL2、CL3、BR1、BR2以及动力切断/结合离合器CL0供给的液压。需要说明的是，控制单元是以微型计算机为主要部分而构成的。
图6是用于说明动力传动装置的控制的时间图。在图6所示的时间图中示出了：在车辆停止时，从打开点火起动开关66的状态开始，起动发动机2，向自动变速器10的摩擦接合元件CL1、CL2、CL3、BR1、BR2以及动力切断/结合离合器CL0供给液压，而使车辆起步的状态。
如图6所示，在选择P档位，制动踏板成为踩踏操作后的踩踏状态(接通状态)，加速踏板成为踩踏解除操作后的非踩踏状态(断开状态)，动力切断/结合离合器CL0被接合的接合状态下，当在t1时刻打开点火起动开关66时，控制单元70则进行发动机起动时控制。控制单元70通过起动马达67让发动机2旋转，让发动机转速上升到150rpm等规定的起动转速N1。
控制单元70利用电动式油泵68向第一制动器BR1供给接合用液压，让第一制动器BR1接合。当在t2时刻检测到发动机2的曲轴的旋转角度即曲柄角时，控制单元70则开始起动发动机2。控制单元70控制发动机2，以便向发动机2供给燃料并点火，使得发动机转速上升到800rpm等规定怠速转速N2。当开始起动发动机2时，由起动马达67让发动机2进行的旋转就会结束。在动力传动装置1中，发动机2被控制成从发动机2点火开始在规定期间内达到怠速转速N2。
图7是示出发动机起动时的动力传动装置的接合状态的图。在t2时刻开始起动发动机2时，由于动力切断/结合离合器CL0被接合，因此发动机2的扭矩波动就会向自动变速器10的输入轴12传递。然而，控制单元70在发动机起动时且燃料供给前将第一制动器BR1接合，从而如图7所示，在自动变速器10处于空档状态时成为无约束状态的包括第一制动器BR1的旋转元件在内的第一旋转元件51被固定，并且第二旋转元件52也随之被固定，惯性质量得以减小。
当在t3时刻发动机2上升到了怠速转速N2时，发动机2完全燃烧，从而完成起动发动机2。控制单元70在发动机起动后对发动机2进行怠速运转控制。在发动机起动后，控制单元70停止电动式油泵68的工作，利用机械式油泵向第一制动器BR1供给接合用液压，让第一制动器BR1接合。
在发动机起动后，控制单元70利用机械式油泵向动力切断/结合离合器CL0供给释放用液压，让动力切断/结合离合器CL0释放。在发动机起动后，动力经由单向离合器30被从发动机2向自动变速器10传递。
然后，当驾驶员在t4时刻将档位从P档位经由N档位通过操作切换到D档位时，控制单元70就利用机械式油泵向形成1档变速档的第一离合器CL1供给接合用液压，让第一离合器CL1接合。
图8是示出发动机起动后的动力传动装置的接合状态的图。如图8所示，控制单元70在t4时刻将第一离合器CL1接合，从而在自动变速器10处于空档状态时成为无约束状态的第五旋转元件55与连结在输入轴12上的旋转元件41相连结。
如图6所示，在t5时刻对制动踏板进行踩踏解除操作时，控制单元70向第二制动器BR2供给比规定接合用液压P2低的规定滑动用液压P1，对第二制动器BR2进行滑动控制。当向第二制动器BR2供给滑动用液压P1时，第二制动器BR2从零间隙状态成为滑动状态，发动机2的动力的一部分便被从发动机2向驱动轮传递，从而车辆开始起步。
当在t6时刻对加速踏板进行踩踏操作时，控制单元70向第二制动器BR2供给接合用液压P2，让第二制动器BR2接合。当第二制动器BR2被接合时，对发动机2和自动变速器10进行控制，以达到与加速踏板的踩踏操作相对应的发动机转速和车速。
控制单元70还在规定的运转状态下控制马达20，利用马达20来驱动驱动轮。控制单元70也能够在已释放动力切断/结合离合器CL0的状态下控制马达20，仅利用马达20来驱动驱动轮。
在本实施方式中，记载了在车辆起步时由驾驶员将档位从P档位经由N档位通过选择切换到D档位的情况，但在t4时刻将档位从P档位经操作切换到R档位的情况下，除了利用机械式油泵向形成倒车变速档的第三离合器CL3供给接合用液压而让第三离合器CL3接合之外，其他控制与选择D档位时的控制相同。
如上所述，在本实施方式中，在包括发动机2和自动变速器10的车辆动力传动装置1中，自动变速器10构成为：在处于空档状态时，除了与输入部件12相连结的旋转元件41以及与输出部件13相连结的旋转元件42之外的多个旋转元件成为无约束状态。所述多个旋转元件包含规定的制动器BR1的旋转元件，规定的制动器BR1在发动机起动时且燃料供给前被接合。
由此，在自动变速器10处于空档状态时成为无约束状态的包括规定制动器BR1的旋转元件在内的旋转元件51在发动机起动时且燃料供给前被固定。与规定的制动器BR1没有被接合的情况相比，在发动机起动时向自动变速器10输入发动机2的扭矩波动之际，成为相对于发动机2的扭矩波动的反作用元件的旋转元件的惯性质量减小。能够抑制在发动机起动时向自动变速器10的输出侧传递的发动机2的扭矩波动。
在发动机2与自动变速器10之间设置有在不供给液压时被接合且在供给液压时被释放的离合器CL0，离合器CL0在发动机起动时被接合。由此，在发动机2与自动变速器10之间设置有常闭型离合器CL0的情况下，能够抑制在发动机起动时向自动变速器10的输出侧传递的发动机2的扭矩波动。
规定的制动器BR1在发动机起动时且燃料供给前由电动式油泵68接合。由此，能够在起动发动机2前使用电动式油泵68向规定的制动器BR1供给液压而将其接合。
规定的制动器BR1在发动机起动时且燃料供给前被接合，并且在发动机起动后也被接合。由此，即使在发动机起动后，成为相对于发动机2的扭矩波动的反作用元件的旋转元件的惯性质量也会减小，从而能够抑制向自动变速器10的输出侧传递的发动机2的扭矩波动。
图9是用于说明第二实施方式所涉及的车辆动力传动装置的说明图。在图9中，用双点划线示出第一实施方式所涉及的车辆动力传动装置在发动机起动时的发动机转速，用实线示出第二实施方式所涉及的车辆动力传动装置在发动机起动时的发动机转速。
第二实施方式所涉及的动力传动装置是在第一实施方式所涉及的动力传动装置1的基础上，在发动机起动时使用马达20来代替起动马达67让发动机2旋转。对与第一实施方式所涉及的动力传动装置1不同的构成进行说明。
如图9所示，在第二实施方式所涉及的动力传动装置中，在选择P档位，制动踏板成为踩踏状态，加速踏板成为非踩踏状态，动力切断/结合离合器CL0的接合状态下，当在t1时刻打开点火起动开关66时，控制单元70也进行发动机起动时控制。
在第二实施方式中，控制单元70在发动机起动时，由于动力切断/结合离合器CL0被接合，因此利用马达20让发动机2旋转，让发动机转速上升到600rpm等规定起动转速N1’。
在图9中用实线示出的第二实施方式所涉及的动力传动装置中，让发动机2以比图9中用双点划线示出的第一实施方式所涉及的动力传动装置1的发动机转速高的发动机转速旋转，并且利用马达20让发动机转速上升到起动转速N1’，该起动转速N1’是比从发动机2到驱动轮的包括传动轴和差动装置等的驱动***产生共振的400rpm等规定共振转速N3高的转速。
在第二实施方式中，控制单元70也利用电动式油泵68向第一制动器BR1供给接合用液压，让第一制动器BR1接合。当在t2时刻检测到发动机2的曲柄角时，就开始起动发动机2，向发动机2供给燃料并点火，控制单元70控制发动机2使得发动机转速上升到800rpm等规定怠速转速N2。在第二实施方式所涉及的动力传动装置中，发动机2被控制成从发动机2点火开始在规定期间内达到怠速转速N2。
在t2时刻开始起动发动机2时，由于动力切断/结合离合器CL0被接合，因此发动机2的扭矩波动就会向自动变速器10的输入轴12传递。在发动机起动时且燃料供给前，控制单元70将第一制动器BR1接合，从而在自动变速器10处于空档状态时成为无约束状态的包括第一制动器BR1的旋转元件在内的第一旋转元件51被固定，并且第二旋转元件52也随之被固定。
如上所述，在本实施方式中，在自动变速器10处于空档状态时，除了与输入部件12相连结的旋转元件41以及与输出部件13相连结的旋转元件42之外的成为无约束状态的多个旋转元件也包含规定的制动器BR1的旋转元件，规定的制动器BR1在发动机起动时且燃料供给前也被接合。
由此，与规定的制动器BR1没有被接合的情况相比，在发动机起动时向自动变速器10输入发动机2的扭矩波动时，能够抑制在发动机起动时向自动变速器10的输出侧传递的发动机2的扭矩波动。
在发动机2和自动变速器10之间设置有马达20，在发动机2和马达20之间并联地设置有离合器CL0和单向离合器30，车辆动力传动装置1为由发动机2和马达20中的至少一者来驱动驱动轮的混合动力车辆的动力传动装置1。
由此，在混合动力车辆的动力传动装置1中，由于能够由马达20通过离合器CL0将发动机2起动，并且能够在发动机起动后将动力经由单向离合器30从发动机2向自动变速器10传递，因此与不使用单向离合器30，而是经由离合器CL0将动力从发动机2向自动变速器10传递的情况相比，能够减小离合器CL0的传递扭矩容量而能够紧凑地构成离合器CL0。
在本实施方式中，发动机2在发动机起动时由马达20使发动机转速上升到规定起动转速N1’后再起动，该规定起动转速N1’是比从发动机2到驱动轮的驱动***产生共振的规定共振转速N3高且比规定怠速转速N2低的转速。
由此，与以比所述驱动***的共振转速低的发动机转速起动发动机2的情况相比，能够减小发动机起动开始时的起动转速N1’与怠速转速N2之间的转速差，能够降低在发动机起动时向自动变速器10输入的发动机2的扭矩波动，从而能够抑制在发动机起动时向自动变速器10的输出侧传递的发动机2的扭矩波动。此外，能够抑制在发动机起动时由于与发动机2的扭矩波动共振而导致所述驱动***的振动变大。
这里所公开的技术不限于所例举出的实施方式，只要在不脱离本发明的主旨的范围内，能够进行各种改良和设计上的改变。

Claims (9)

1.一种车辆动力传动装置，所述车辆动力传动装置包括发动机和自动变速器，所述自动变速器具有多个行星齿轮机构和多个摩擦接合元件，并形成将动力从所述发动机向驱动轮传递的动力传递路线，所述车辆动力传动装置的特征在于：
所述自动变速器构成为：在处于空档状态时，在形成所述动力传递路线的多个旋转元件中，除了与输入部件相连结的旋转元件以及与输出部件相连结的旋转元件之外的多个旋转元件成为无约束状态，
所述多个旋转元件包含所述多个摩擦接合元件中规定的制动器的旋转元件，
规定的所述制动器在发动机起动时且燃料供给前被接合。
2.根据权利要求1所述的车辆动力传动装置，其特征在于：
在所述发动机与所述自动变速器之间设置有离合器，所述离合器在不供给液压时被接合且在供给液压时被释放，
所述离合器在发动机起动时被接合。
3.根据权利要求1所述的车辆动力传动装置，其特征在于：
规定的所述制动器在发动机起动时且燃料供给前由电动式油泵接合。
4.根据权利要求2所述的车辆动力传动装置，其特征在于：
规定的所述制动器在发动机起动时且燃料供给前由电动式油泵接合。
5.根据权利要求3所述的车辆动力传动装置，其特征在于：
规定的所述制动器在发动机起动时且燃料供给前被接合，并且在发动机起动后也被接合。
6.根据权利要求4所述的车辆动力传动装置，其特征在于：
规定的所述制动器在发动机起动时且燃料供给前被接合，并且在发动机起动后也被接合。
7.根据权利要求1到6中任一项权利要求所述的车辆动力传动装置，其特征在于：
所述车辆动力传动装置包括让所述发动机旋转并驱动所述驱动轮的马达，
所述马达设置在所述发动机与所述自动变速器之间，
在所述发动机与所述马达之间并联地设置有离合器和单向离合器，所述离合器在不供给液压时被接合且在供给液压时被释放，所述单向离合器仅从所述发动机向所述马达传递动力，
所述车辆动力传动装置为由所述发动机和所述马达中的至少一者来驱动所述驱动轮的混合动力车辆的动力传动装置。
8.根据权利要求1到6中任一项权利要求所述的车辆动力传动装置，其特征在于：
所述车辆动力传动装置包括让所述发动机旋转的马达，
所述发动机在发动机起动时由所述马达使发动机转速上升到规定起动转速后再起动，所述规定起动转速是比从所述发动机到所述驱动轮的驱动***共振的规定共振转速高且比规定怠速转速低的转速。
9.根据权利要求7所述的车辆动力传动装置，其特征在于：
所述车辆动力传动装置包括让所述发动机旋转的马达，
所述发动机在发动机起动时由所述马达使发动机转速上升到规定起动转速后再起动，所述规定起动转速是比从所述发动机到所述驱动轮的驱动***共振的规定共振转速高且比规定怠速转速低的转速。
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