JP2013108576A - Hydraulic control device for vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control device for a vehicle drive device having a simple structure, by which provision of a dedicated linear solenoid valve for regulating line pressure can be unnecessary.SOLUTION: A hydraulic pressure regulating part 1A of the hydraulic control device includes: a primary regulator valve 21 for regulating hydraulic pressure from an oil pump 15 to line pressure Paccording to input pressure input to a control oil chamber 21a; a linear solenoid valve SLU for regulating and outputting engagement pressure Psupplied to a hydraulic servo 40 of a clutch K-0 capable of connecting power transmission between an internal combustion engine and a transmission; and oil paths e4, e5, e6 enabling input of the engagement pressure Pfor the linear solenoid valve SLU to the control oil chamber 21a of the primary regulator valve 21. In the primary regulator valve 21, the line pressure Pis regulated according to the engagement pressure P, so that with a simple structure, the dedicated linear solenoid valve for regulating the line pressure becomes unnecessary.

Description

  The present invention relates to a hydraulic control device for a vehicle drive device mounted on a vehicle such as an automobile, and more specifically, a vehicle drive device including a line pressure regulating valve that regulates hydraulic pressure from a hydraulic pressure generation source to line pressure. The present invention relates to a hydraulic control device.

  2. Description of the Related Art Conventionally, for example, in a hydraulic control device for an automatic transmission, the engagement force of a frictional engagement element such as a clutch or a brake (that is, a hydraulic servo) according to the magnitude of engine torque input from the engine to the automatic transmission. The frictional engagement element is prevented from slipping, and when a large engagement force is not required, wasteful hydraulic pressure is reduced to reduce hydraulic loss (oil pump drive loss). The fuel consumption of the vehicle is improved.

  As a structure for changing the engagement force of the friction engagement element in accordance with the magnitude of the engine torque as described above, a dedicated linear solenoid valve (SLT) for changing the magnitude of the control hydraulic pressure output according to the throttle opening degree is provided. A method has been adopted in which the regulator valve is controlled by the control hydraulic pressure of the linear solenoid valve (SLT) to adjust the line pressure, which is the original pressure for all hydraulic control (see Patent Document 1).

  However, the provision of a dedicated linear solenoid valve (SLT) that regulates the line pressure is problematic in that it makes it difficult to make the hydraulic control device more compact and reduce costs.

  Therefore, the maximum hydraulic pressure of each part to be hydraulically controlled (for example, the hydraulic servo for the friction engagement element, the hydraulic servo for the power roller control, etc.) is led to the regulator valve, and the line pressure higher than the maximum hydraulic pressure by a predetermined pressure It is possible to supply the required amount of oil pressure to the part where the oil pressure is required, and a dedicated linear solenoid valve (SLT) that regulates the line pressure. The thing which makes it unnecessary to provide is proposed (refer patent document 2).

JP-A-10-246306 JP 2007-271058 A

  Although the thing of the said patent document 2 can make the linear solenoid valve (SLT) for exclusive use which regulates line pressure unnecessary, it is oil until it guide | induces the largest hydraulic pressure of the hydraulic pressure of each site | part to a regulator valve. The road structure is complicated, especially in the case where there are a large number of friction engagement elements that control the hydraulic pressure, such as a transmission that performs multi-stage shifting, and the number of check ball valves that select the higher hydraulic pressure increases, and the oil path structure increases. Furthermore, since it becomes more complicated, there is a possibility that the hydraulic control device may be downsized and cost may be hindered.

  Accordingly, the present invention provides a hydraulic control device for a vehicle drive device that has a simple structure and does not require the provision of a dedicated linear solenoid valve that regulates line pressure, and that can be downsized and reduced in cost. It is intended.

The hydraulic control device (1) of the vehicle drive device (3) according to the present invention (see, for example, FIGS. 1 to 5) includes a hydraulic pressure generation source (15) according to the input pressure input to the control oil chamber (21a). A line pressure regulating valve (21) for regulating the hydraulic pressure from the line pressure (P _L );
Power connection engagement pressure (P _K0 ) supplied to the hydraulic servo (40) of the power connection friction engagement element (K-0) that can connect the power transmission between the internal combustion engine (2) and the transmission (5). A solenoid valve for power connection (SLU) that regulates and outputs pressure;
An input oil passage through which the power connection engagement pressure (P _K0 ) regulated by the power connection solenoid valve (SLU) can be input to the control oil chamber (21a) of the line pressure regulation valve (21) ( e4, e5, e6)
The line pressure regulating valve (21) inputs the power connection engagement pressure (P _K0 ) as the input pressure, and the line pressure (P _L ) according to the power connection engagement pressure (P _K0 ). ) Is adjusted.

Further, the hydraulic control device (1) of the vehicle drive device (3) according to the present invention (see, for example, FIG. 3, FIG. 4, and FIG. 5) can be used for each transmission that can change the gear ratio of the transmission (5). Each engagement pressure supplied to the hydraulic servo (31, 32, 33, 34, 35) of the friction engagement element (C-1, C-2, C-3, B-1, B-2) is adjusted. A plurality of speed change solenoid valves (SL1, SL2, SL3, SL4) that output pressure,
The power connection engagement pressure (P _K0 ) output by the power connection solenoid valve (SLU) is regulated and output by the plurality of shift solenoid valves (SL1, SL2, SL3, SL4). The pressure is regulated in a range lower than the maximum engagement pressure (for example, P _C1-MAX ) among the engagement pressures.

Furthermore, in the hydraulic control device (1) of the vehicle drive device (3) according to the present invention (see, for example, FIGS. 1 and 4), the vehicle drive device (3) includes the power connection friction engagement element ( K-0) and a rotating electrical machine (4) drivingly connected to a power transmission path between the transmission (5),
The power connection solenoid valve (SLU) is of a normally closed type in which the power connection engagement pressure (P _K0 ) is not output when power is not supplied.
A normally open type solenoid valve (S1) that outputs a signal pressure (P _S1 ) when de-energized;
The signal pressure (P _S1 ) of the security solenoid valve (S1) and the power connection engagement pressure (P _K0 ) of the power connection solenoid valve (SLU) are input, and the larger hydraulic pressure is adjusted to the line pressure. A hydraulic selection valve (24) for outputting to the control oil chamber (21a) of the pressure valve (21),
When the line pressure regulating valve (21) is not energized, the signal pressure (P _S1 ) of the security solenoid valve (S1) via the hydraulic pressure selection valve (24) is used as the input pressure for the control oil chamber ( 21a), and the line pressure (P _L ) corresponding to the signal pressure (P _S1 ) is output.

  Further, in the hydraulic control device for a vehicle drive device of the present invention (see, for example, FIG. 4), the security solenoid valve (S1) is energized at normal time other than at the time of failure.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, since the line pressure regulating valve regulates the line pressure in accordance with the power connecting engagement pressure regulated by the power connecting solenoid valve, the power connecting frictional engagement is achieved. It is possible to adjust the line pressure according to the magnitude of the driving force of the internal combustion engine that is input to the transmission via the coupling element. As a result, it is not necessary to provide a dedicated linear solenoid valve for adjusting the line pressure with a simple structure, and the hydraulic control device can be made compact and the cost can be reduced.

  According to the second aspect of the present invention, the engagement pressure for power connection output from the power connection solenoid valve is the largest of the engagement pressures output from the plurality of solenoid valves for shifting. Since the pressure is regulated in a range lower than the combined pressure, even if the non-regulation area of the power connection solenoid valve is taken into consideration, the oil pump's The load region can be made a low range, the oil pump drive loss can be reduced, and the fuel efficiency of the vehicle can be improved.

  According to the third aspect of the present invention, the power connection solenoid valve is of a normally closed type. Therefore, when the line pressure is adjusted with the engagement pressure of the power connection solenoid valve as it is when no power is supplied, the line pressure is minimized. However, since the signal pressure of the normally-open type guarantee solenoid valve is input to the control oil chamber of the line pressure regulating valve via the hydraulic pressure selection valve, a predetermined value corresponding to the magnitude of the signal pressure is obtained. The output of the line pressure of the magnitude of can be ensured. In particular, in this case, the engagement pressure of the power connection solenoid valve is not output and the power connection friction engagement element is released, so that no driving force is transmitted from the internal combustion engine to the transmission. In this case, a line pressure having a predetermined magnitude can be supplied to the shift frictional engagement element of the transmission when the vehicle travels, and slippage of each shift frictional engagement element due to the driving force of the rotating electrical machine is prevented. Therefore, the EV running state by the rotating electrical machine can be ensured.

  According to the fourth aspect of the present invention, since the security solenoid valve is energized at normal times other than at the time of failure, the signal pressure of the security solenoid valve is not output during normal operation, and the power connection solenoid valve It is possible to ensure a regulated state of the line pressure according to the engagement pressure.

The skeleton figure which shows the drive device for vehicles which can apply this invention. The engagement table of the transmission of this vehicle drive device. The hydraulic circuit diagram which shows the hydraulic control apparatus of this vehicle drive device. The hydraulic circuit diagram which shows the pressure adjustment part in a hydraulic control apparatus. The figure which shows the relationship between a line pressure and the input pressure of a primary regulator valve | bulb.

  Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 5. First, a schematic configuration of a vehicle drive device 3 to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, for example, a vehicle drive device 3 as a hybrid drive device suitable for use in an FF type (front engine, front drive) vehicle is used as a vehicle drive device 3 that can be connected to an internal combustion engine 2. An input shaft 8 is provided, and an engine connecting clutch (friction engaging element for power connection) K-0 (hereinafter simply referred to as “clutch K-0”), a motor, with the axial direction of the input shaft 8 as the center A generator (M / G) 4 and a transmission 5 are provided.

  Specifically, between the input shaft 8 as the vehicle drive device 3 and the input shaft 10 of the transmission 5, K-0 that can freely connect and disconnect power transmission between the input shaft 8 and the input shaft 10 is provided. Is provided. A rotor 4 a of a motor generator (rotary electric machine) (hereinafter simply referred to as “motor”) 4 is drivingly connected to the input shaft 10, and the stator 4 b is fixed to the case 9 of the vehicle drive device 3. Yes.

  The transmission 5 is provided with a planetary gear SP and a planetary gear unit PU on the input shaft 10. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The long gearion PL meshed with the sun gear S2 and the ring gear R2 and the sun gear S3 This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.

  The sun gear S1 of the planetary gear SP is fixed to the case 9, and the ring gear R1 is drivingly connected to the input shaft 10 so as to rotate the same as the input shaft 10 (hereinafter referred to as “input rotation”). It is said.) Further, the carrier CR1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the input rotating ring gear R1, and the clutch (transmission friction engagement element) C-1 and the clutch (transmission). Friction engaging element for use) C-3.

  The sun gear S2 of the planetary gear unit PU is connected to a brake (transmission friction engagement element) B-1, which is a band brake, and can be fixed to the case 9, and is also connected to the clutch C-3. The decelerated rotation of the carrier CR1 can be input via the clutch C-3. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch (transmission friction engagement element) C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be input via the clutch C-2. The one-way clutch F-1 and the brake (transmission frictional engagement element) B-2 are connected to restrict the rotation in one direction with respect to the case 9 via the one-way clutch F-1. The rotation can be fixed via the brake B-2. The ring gear R2 is connected to a counter gear 11, and the counter gear 11 is connected to a drive wheel via a counter shaft and a differential device (not shown).

  In the transmission 5 having the above-described configuration, the clutches C-1 to C-3, the brakes B-1 and B-2, and the one-way clutch F-1 shown in the skeleton of FIG. By being engaged and disengaged, the first forward speed (1ST) to the sixth forward speed (6TH) and the first reverse speed (REV) are achieved. The clutch K-0 is appropriately engaged when a control unit (not shown) determines that the driving force of the internal combustion engine 2 is necessary based on the accelerator opening, the vehicle speed, and the like.

Next, the hydraulic control device 1 of the vehicle drive device 3 will be described with reference to FIGS. 3 and 4. As shown in FIG. 3, the hydraulic control apparatus 1 includes a pressure adjusting unit 1A that adjusts various hydraulic pressures (line pressure P _L , secondary pressure P _SEC , modulator pressure P _MOD ), and the clutches C-1 and C described above. -2, C-3 and the brakes B-1, B-2 are adjusted to each engagement pressure supplied to the hydraulic servos 31, 32, 33, 34, 35 to change the transmission ratio of the transmission 5 (transmission path A shift control unit 1B that performs (change). In the following description, first, the shift control section 1B along the 3 describes a schematic configuration for, continues, the pressure adjustment unit 1A for supplying the line pressure P _L to the shift control unit 1B along FIG detail explain.

  As shown in FIG. 3, the shift control unit 1B roughly includes a manual shift valve 25, linear solenoid valves (a plurality of shift solenoid valves) SL1, SL2, SL3, SL4, SL5, a first check ball valve 29, and the like. It is prepared for.

Manual shift valve 25, as well has a spool 25p driven by operation of the shift lever (not shown), details an input port 25a of the line pressure P _L to be described later is input, the line pressure P _L to the forward range a forward range output port 25b which can output a pressure _{P D,} the reverse range output port 25c capable of outputting the line pressure _{P L} as a reverse range pressure _{P R,} a drain port 25d which may forward range pressure _{P D} to drain (discharge) And have.

That is, the manual shift valve 25 is in the P (parking) range and the N (neutral) range, depending on the P position or N position of the spool 25p, and between the input port 25a and the forward range output port 25b, and the input port 25a. blocked between the reverse range output port 25c, without outputting the forward range pressure P _D and the reverse range pressure P _R (the non-output), while the D (drive) range, based on D position of the spool 25p the forward range pressure P _D is output from the forward range output port 25b communicates between the input port 25a and the forward range output port 25b, while the R (reverse) range, based on the R position of the spool 25p, It communicates between the input port 25a and the reverse range output port 25c reverse range pressure P _R of rear advance range output port 25c Output from.

The shift lever (not shown) is operated to the N range from the D range, when the spool 25p is moved to the N position from the D position, the forward range pressure P _D is drained from the drain port 25d through a check valve 28 Thereafter, the forward range pressure _{P D} is substantially 0 pressure, below the linear solenoid valves SL1, SL2, SL3, SL4 so air is not mixed with respect to the check valve 28 is closed.

On the other hand, the linear solenoid valve SL1 includes an input port SL1a for inputting the forward range pressure P _D is connected to the forward range output port 25b, freely adjusted by an electronically controlled based on a command from the control unit (not shown) an output port SL1b for outputting the engagement pressure _{P C1} of the clutch C1 to be pressurized, provided with a feedback port SL1c to feedback the engagement pressure _{P C1,} and when the D range, the engagement of Figure 2 according case table, the engagement pressure _{P C1} regulating and pressure output to the hydraulic servo 31 of the clutch C1 from the output port SL1b, controlling engagement and disengagement of the clutch C1.

Also, the linear solenoid valve SL2 is likewise an input port SL2a for inputting the forward range pressure P _D is connected to the forward range output port 25b, that is electronically controlled based on a command from the control unit (not shown) an output port SL2b for outputting the engagement pressure _{P C2} of the clutch C2 which is pressed freely adjusted, includes a feedback port SL2c to feedback the engagement pressure _{P C2,} and when the D-range, FIG. according to the two engagement table, the engagement pressure _{P C2} regulating and pressure output to the hydraulic servo 32 of the clutch C2 from the output port SL2b, controlling engagement and disengagement of the clutch C2.

Furthermore, the linear solenoid valve SL4 is likewise an input port SL4a for inputting the forward range pressure P _D is connected to the forward range output port 25b, that is electronically controlled based on a command from the control unit (not shown) an output port SL4b for outputting the engagement pressure _{P B1} for the brake B1 which is pressed freely adjusted, includes a feedback port SL4c to feedback the engagement pressure _{P B1,} and, when the D-range, FIG. In accordance with the engagement table of No. 2, the engagement pressure P _B1 is regulated and output from the output port SL4b to the hydraulic servo 34 of the brake B-1, and the brake B-1 is engaged / released.

On the other hand, the first check ball valve 29 includes an input port 29a connected to the reverse range output port 25c of the manual shift valve 25, an input port 29b connected to the forward range output port 25b, and a linear solenoid valve SL3. An output port 29c connected to the input port SL3a and a check ball 29B are provided, and the check ball 29B rolls on an oil passage inside the first check ball valve 29 to thereby form an input port. When the hydraulic pressure input to 29a and the input port 29b is pressed to the larger one, the input port 29a or the input port 29b having the larger hydraulic pressure is connected to the output port 29c. That is, the first check ball valve 29 receives the forward range pressure P _D in the D range to an input port SL3a of the linear solenoid valve SL3, the input of the linear solenoid valve SL3 the reverse range pressure P _R when the R-range Input to port SL3a.

The linear solenoid valve SL3 includes an input port SL3a for inputting the forward range pressure P _D or reverse range pressure P _R via the first check ball valve 29 as described above, the electronic control based on a command from the control unit (not shown) an output port SL3b for outputting the engagement pressure _{P C3} of the clutch C3 which is pressed freely adjusted by being provided with a feedback port SL3c to feedback the engagement pressure _{P C3,} a, D-range or during the R-range, according to the engagement table of FIG. 2, the engagement pressure _{P C3} regulating and pressure output to the hydraulic servo 33 of the clutch C3 from the output port SL3b, controlling engagement and disengagement of the clutch C3.

Also, the linear solenoid valve SL5 includes an input port SL5a to enter directly connected to the line pressure P _L to the primary regulator valve 21 to be described later, freely by an electronically controlled based on a command from the control unit (not shown) an output port SL5b for outputting the engagement pressure _{P B2} of the brake B2 that is pressed two tone and feedback port SL5c to feedback the engagement pressure _{P B2,} has a, in accordance with the engagement table of FIG. 2, The engagement pressure P _B2 is regulated and output from the output port SL5b to the hydraulic servo 35 of the brake B-2, and the brake B-2 is engaged / released.

  Next, the pressure adjusting unit 1A of the hydraulic control device 1 which is a main part of the present invention will be described with reference to FIG. As shown in FIG. 4, the pressure adjusting unit 1A of the hydraulic control device 1 includes a strainer 16, an oil pump (hydraulic pressure generating source) 15, a primary regulator valve (line pressure) provided in an oil pan 17 (see FIG. 3). Pressure regulating valve) 21, secondary regulator valve 22, modulator valve 23 (see FIG. 3), signal solenoid valve (security solenoid valve) S1, linear solenoid valve (power connection solenoid valve) SLU, check ball valve (hydraulic selection valve) ) 24 and the like.

As shown in FIG. 3, the modulator valve 23 includes a spool 23p and a spring 23s that urges the spool 23p upward in FIG. 3, and is attached to the spring 23s. an oil chamber 23a of the hydraulic input in a direction against the force acts, an input port 23b of the line pressure P _L to be described later is input, and an output port 23c for outputting the line pressure P _L as a modulator pressure P _MOD, It is comprised. That is, the modulator valve 23, the modulator pressure _{P MOD} that is output from the output port 23c and entering the oil chamber 23a, the line pressure _{P L} is the magnitude of the predetermined pressure or more, the oil chamber 23a hydraulic pressure of the spring 23s by operating as overcoming the biasing force closes the input port 23b, and outputs the modulator pressure P _MOD that by regulating the line pressure P _L to a predetermined constant pressure from the output port 23c.

As shown in FIG. 4, the oil pump 15 generates hydraulic pressure by sucking oil from the oil pan 17 (see FIG. 3) via the strainer 16. Hydraulic pressure generated by the oil pump 15 is output to the oil passage a1, a2, a3, a4, a5 from the output port 15a, it is pressed details regulated to a line pressure _{P L} by the primary regulator valve 21 to be described later .

  The oil pump 15 shown in FIGS. 3 and 4 is schematically shown as one oil pump for convenience, but specifically, a mechanical oil pump driven by the internal combustion engine 2 (see FIG. 1). And an electric oil pump that can supply hydraulic pressure even during EV traveling with the internal combustion engine 2 stopped. Therefore, in the following description, it is assumed that oil pressure is generated from the oil pump 15 regardless of whether the internal combustion engine 2 is stopped or driven.

On the other hand, the linear solenoid valve SLU is a normally closed type in which the engagement pressure (engagement pressure for power connection) P _K0 is not output at the time of de-energization. Specifically, the line pressure P _L is set via the oil passage a5. The input port SLUa to be input and the output port SLUb to output the engagement pressure P _K0 for the clutch K-0 that is freely regulated by electronic control based on a command from a control unit (not shown) to the oil passage e1. And a feedback port SLUc that feeds back the engagement pressure P _K0 via the oil passage e2, and when traveling using the driving force of the internal combustion engine 2, the output port SLUb passes through the oil passage e3. during the EV travel by the motor 4 the hydraulic servo 40 outputs the engagement pressure P _K0 pressure regulation clutch K0 controls engagement with and stopped internal combustion engine 2 of the clutch K0 Te is engaged Release control of the clutch K0 and P _K0 as a non-output.

Further, the signal solenoid valve S1 is a normally open type solenoid valve that is energized at normal times other than at the time of failure and outputs the signal pressure _PS1 at the time of non-energization such as at the time of failure (in the all-off mode). an input port S1a which the modulator pressure _{P MOD} is input from the output port 23c of the modulator valve 23 via the oil passage f1, the output port S1b which can output the modulator pressure _{P MOD} input to the input port S1a to the oil passage f2 The modulator pressure P _MOD is output as the signal pressure P _S1 from the output port S1b in a state of OFF control based on a command from a control unit (not shown), and the signal pressure P in a state of ON control. _S1 is not output.

  The check ball valve 24 has an input port 24a connected to the output port SLUb of the linear solenoid valve SLU via an oil passage e4, and an input connected to the output port S1b of the signal solenoid valve S1 via an oil passage f2. An output connected to a control oil chamber 21a of a later-described primary regulator valve 21 via a port 24b and oil passages e5 and e6 and to an oil chamber 22a of a later-described secondary regulator valve 22 via an oil passage e7. The check ball 24B is configured to include a port 24c and a check ball 24B. The check ball 24B rolls on an oil path inside the check ball valve 24 and is input to the input port 24a and the input port 24b. By being pressed toward the larger hydraulic pressure, the input port 24a or Communicating the input port 24b and the output port 24c.

The primary regulator valve 21 includes a spool 21p and a spring 21s that urges the spool 21p upward in the drawing, a control oil chamber 21a below the spool 21p, and a feedback above the spool 21p. An oil chamber 21b, a discharge port 21c, a pressure adjusting port 21d, a back pressure output port 21e, and a discharge port 21f opened to the atmosphere via an oil passage d1 are provided. Under normal conditions, the control oil chamber 21a has an engagement pressure P from the linear solenoid valve SLU via an oil passage (input oil passage) e4, a check ball valve 24, oil passages (input oil passages) e5, e6. _K0 is input.

In other words, during normal, the spool 21p of the primary regulator valve 21, in opposition to the feedback pressure is acting and the urging force and the engagement pressure P _K0 of the spring 21s, short, the position of the spool 21p is mainly engaged It is controlled by the magnitude of the pressure P _K0 . When the spool 21p is at the lower side of the state in the drawing, regulating the pressure port 21d communicates with the discharge port 21c is also the spool 21p is controlled to move upward in the state in Figure based on the engaging pressure P _K0 Then, the communication amount (throttle amount) between the pressure adjustment port 21d and the discharge port 21c is reduced (blocked), and the communication amount (throttle) between the pressure adjustment port 21d and the back pressure output port 21e. Amount) will open. That is, the spool 21p is controlled to move upward by the magnitude of the engagement pressure P _K0 input to the control oil chamber 21a, and the pressure is adjusted by adjusting the amount of hydraulic pressure discharged from the discharge port 21c. hydraulic ports 21d pressurized is regulated, whereby the hydraulic pressure in the oil passage a1, a2, a3, a4, a5 is pressure regulated as a line pressure _{P L} corresponding to the engagement pressure _{P K0} of the clutch K0.

Further, in the case of a failure such as an all-off mode in which energization to all the solenoid valves is turned off, the signal solenoid valve S1 is turned off, and the oil passage f2, the check ball valve 24, the oil passage e5, and the like from the signal solenoid valve S1. The signal pressure _PS1 is input via e6. Moreover, the feedback oil chamber 21b, the line pressure _{P L} is input as a feedback pressure through the oil passage a3, a4.

Then, the urging force of the spring 21s and the signal pressure P _S1 (that is, the modulator pressure P _MOD ) act on the spool 21p of the primary regulator valve 21 in opposition to the feedback pressure. In short, the position of the spool 21p is constant. It is positioned by the signal pressure _PS1 , which is a pressure. That is, the spool 21p is positioned at an intermediate position according to the magnitude of the signal pressure _PS1 input to the control oil chamber 21a, so that the hydraulic pressure of the pressure adjusting port 21d is adjusted to a constant pressure, thereby the oil passage. The hydraulic pressures a1, a2, a3, a4, and a5 are maintained at the line pressure P _L-MOD that has a constant pressure according to the signal pressure P _S1 .

  The oil pressure discharged from the discharge port 21c is returned to the port 15b of the oil pump 15 via the oil passages c2 and c3, and becomes the original pressure of the oil pump 15. As a result, the oil pump 15 is necessary. The driving force is reduced, it is possible to prevent wasteful energy consumption, and it is possible to contribute to the improvement of fuel consumption of the vehicle including the hydraulic control device 1.

The secondary regulator valve 22 includes a spool 22p and a spring 22s that biases the spool 22p upward in the figure, an oil chamber 22b above the spool 22p, and an oil chamber 22a below the spool 22p. And a discharge port 22c and a pressure regulating port 22d. The aforementioned oil chamber 22a, similarly to the primary regulator valve 21, in normal, the oil passage e4 from above of the linear solenoid valve SLU, the check ball valve 24, the engagement pressure _{P K0} through the oil passage e5, e7 Entered.

In other words, during normal, the spool 22p of the secondary regulator valve 22, in opposition to the feedback pressure is acting and the urging force and the engagement pressure P _K0 of the spring 22s, short, the position of the spool 22p is mainly engaged It is controlled by the magnitude of the pressure P _K0 . When the spool 22p is at the lower side of the state in the drawing, regulating the pressure port 22d communicates with the discharge port 22c is also the spool 22p is controlled to move upward in the state in Figure based on the engaging pressure P _K0 Then, the communication amount (throttle amount) between the pressure adjustment port 22d and the discharge port 22c is narrowed (blocked). That the spool 22p is controlled to move toward the upper side by the magnitude of the engagement pressure P _K0 input to the oil chamber 22a, that is the pressure regulating port hydraulic quantity is adjusted to be discharged from the discharge port 22c 22d pressurized hydraulic pressure tone, whereby the hydraulic pressure in the oil passage b1, b2, b3, b4 is pressure regulated as the secondary pressure _{P SEC} in accordance with the engagement pressure _{P K0} of the clutch K0. The secondary pressure P _SEC is the original pressure of the lubricating pressure supplied to the lubricating oil passage (LUBE) 50.

In the case of a failure such as the all-off mode, the signal solenoid valve S1 is turned off, and the signal pressure _PS1 is input from the signal solenoid valve S1 through the oil passage f2, the check ball valve 24, and the oil passages e5 and e7. Is done. Furthermore, the secondary pressure _PSEC is input to the oil chamber 22b as a feedback pressure via the oil passage b3.

Then, like the primary regulator valve 21, the urging force of the spring 22s and the signal pressure P _S1 (that is, the modulator pressure P _MOD ) act on the spool 22p of the secondary regulator valve 22 so as to face the feedback pressure. The position of the spool 22p is determined by the signal pressure _PS1 , which is a constant pressure. That is, the spool 22p is positioned at an intermediate position according to the magnitude of the signal pressure _PS1 input to the oil chamber 22a, so that the oil pressure of the pressure adjusting port 22d is adjusted to a constant pressure, thereby the oil passage b1. , B2, b3, and b4 are maintained at the secondary pressure _PSEC that becomes a constant pressure in accordance with the signal pressure _PS1 .

  Similarly, the hydraulic pressure discharged from the discharge port 22c is returned to the port 15b of the oil pump 15 via the oil passages c1 and c3, and becomes the original pressure of the oil pump 15. As a result, the oil pump 15 However, the necessary driving force is reduced, it is possible to prevent useless energy consumption, and it is possible to contribute to the improvement of the fuel consumption of the vehicle including the hydraulic control device 1.

Then, the pressure regulating operation of the line pressure P _L in the vehicle drive device 3 will be described with reference to FIGS.

For example, when the linear solenoid valve SLU is controlled based on a command from a control unit (not shown) and the engagement pressure P _K0 is in a non-output state (clutch K-0 is completely released) during normal operation, the primary regulator valve 21 No engagement pressure P _K0 is input to the control oil chamber 21a, and the biasing force of the spring 21s is applied to the spool 21p of the primary regulator valve 21 from the lower side in FIG. 4 so as to oppose the feedback pressure of the feedback oil chamber 21b. Only works.

In a state where the input pressure P of the control oil chamber 21a is 0, the spool 21p of the primary regulator valve 21 is pressed upward from the lowermost part in FIG. 4 by the urging force of the spring 21s. As shown in FIG. 5, the line pressure PL _-SP based on the urging force of the spring 21s is output as the line pressure. The line pressure P _L-SP is a pressure at which the clutches C-1 to C-3, the brakes B-1 and B-2, and the clutch K-0 can be rattled (first fill).

From this state, for example, when the engagement pressure P _K0 of the clutch K-0 output from the linear solenoid valve SLU is increased so as to engage the clutch K-0 based on a command from a control unit (not shown), As the clutch K-0 is engaged, the line pressure P _L increases in proportion to the magnitude of the engagement pressure P _K0 as shown in FIG. When the clutch K-0 is in the engaged state, the control unit controls the linear solenoid valve SLU so that the engagement pressure P _K0 increases according to the driving force (engine torque) of the internal combustion engine 2. Control to be.

  When the clutch K-0 is engaged as described above, the engine torque is input to the transmission 5 (see FIG. 1) via the clutch K-0, and the clutches C-1 to C-3 and the brake B- 1 and B-2, the engine torque acts on the basis of the torque sharing, but since the linear solenoid valve SLU is controlled based on the magnitude of the engine torque by the control unit, each clutch C-1 to C- 3. Slip does not occur in the brakes B-1, B-2 and the clutch K-0.

Further, in each of the clutches C-1 to C-3, the brakes B-1, B-2, and the hydraulic servos 31, 32, 33, 34, 35, 40 of the clutch K-0, the chamber area, the total area of the friction material, etc. by appropriately setting to the total area of the same and an engine torque at the same line pressure P _L that condition of the original, which generally durable to withstand the slip control and the like at the start has been emphasized (friction material Since the clutch K-0 can be set to slip first, the engagement pressure P _K0 (line pressure P _L ) is greater than the engine torque. Even if it becomes smaller, the clutch K-0 slips and the clutches C-1 to C-3 and the brakes B-1 and B-2 do not slip, so that the transmission 5 can be protected.

By the way, for example, when the maximum engagement pressure P _K0 is input from the linear solenoid valve SLU to the control oil chamber 21a of the primary regulator valve 21, the maximum line pressure P _L-MAX is set to be output. For example, in the state where the maximum line pressure P _L-MAX is being output, the linear solenoid valve SLU is also in the state of outputting the maximum engagement pressure P _K0 , so that the primary regulator valve is further increased by the linear solenoid valve SLU. control 21 (i.e. the line pressure P _L to pressure regulating) impossible can not pressure regulation to state (so-called non-heat pressure zone) occurs.

In such Hicho pressure region, as the hydraulic pressure supplied from the oil pump 15 is pulsated up and down, controls the primary regulator valve 21 (moved) it is not possible, i.e. the line pressure P _L pulsates Therefore, there is a possibility that the hydraulic control (for example, clutch and brake engagement control) of each part cannot be performed accurately, and there is a possibility that an engagement shock or the like occurs or the durability of each part is affected.

Here, for example, in the transmission 5, the engagement pressure of the clutch C-1 that engages from the lowest speed (first forward speed) and transmits a relatively large torque to transmit the rotation decelerated by the planetary gear SP. when P _C1 is assumed to be the maximum hydraulic pressure in the hydraulic control apparatus 1, when employing the above-mentioned JP 2007-271058 JP technique (technique for controlling the line pressure the maximum oil pressure of each part is guided to the regulator valve) in it will be configured to perform control of the line pressure _{P L} of the primary regulator valve 21 by the engagement pressure _{P C1} of the clutch C1 (oil pressure of the linear solenoid valve SL1).

Then, in regulating pressure region of the linear solenoid valves SL1 to control the engagement pressure P _C1 of the clutch C1, to accommodate the primary regulator valve 21 within the control range, the line pressure is output by the primary regulator valve 21 P _L Needs to be set to be larger than the maximum output of the linear solenoid valve SL1, and the oil pump 15 needs to be driven with a high load accordingly, so that the oil pump drive loss increases and the vehicle There is a problem that hinders the improvement of fuel economy.

However, in this embodiment, control of the line pressure P _L of the primary regulator valve 21, (which may also maintain a large torque capacity line pressure P _L is lower) the total area of the friction material is greater engagement of the clutch K-0 Since it is performed by the combined pressure P _K0 , the maximum line pressure P _L-MAX (for example, the clutch C− that requires the largest torque capacity) is lower than the non-regulation region (P _KO-MAX ) of the linear solenoid valve SLU. 1 (maximum engagement pressure P _C1-MAX ) (that is, P _L-MAX <P _KO-MAX ). Thus, for example, as compared with the case where the control of the line pressure P _L of the primary regulator valve 21 at a lower range than the non-heat-pressure region of the linear solenoid valve SL1 (maximum engagement pressure P _C1-MAX), the maximum of the line The pressure PL _-MAX can be reduced, the load area of the oil pump 15 can be reduced, the oil pump drive loss can be reduced, and the fuel efficiency of the vehicle can be improved.

By the way, as described above, the linear solenoid valve SLU is of a normally closed type. Therefore, when an all-off mode in which a failure is detected and all solenoid valves are turned off is established, for example, the transmission 5 in the neutral range or the parking range although it is possible to avoid the connection of the internal combustion engine 2, as shown in FIG. 5, the engagement pressure P _K0 becomes zero pressure, the line pressure P based on the urging force of the spring 21s of the primary regulator valve 21 as it is _L-SP may be reduced, and the clutches C-1 to C-3 and the brakes B-1 and B-2 in the transmission 5 cannot be secured, and the motor 4 cannot travel. There is a risk of becoming.

However, in the present embodiment, as shown in FIG. 4, a signal solenoid valve S1 of a normally open type is provided, and the modulator pressure P _MOD is an oil passage in the all-off mode (at the time of failure other than normal). It is input to the control oil chamber 21a of the primary regulator valve 21 through f2, the check ball valve 24, and the oil passages e5 and e6. Thus, for example, if the electric oil pump is operating normally (that is, only if the transmission 5 is broken), the modulator pressure P is used as the input pressure P of the primary regulator valve 21 as shown in FIG. since _MOD is secured, the line pressure _{P L-MOD} based on the modulator pressure _{P MOD} is minimum ensured.

  As a result, the engagement control of each of the clutches C-1 to C-3 and the brakes B-1 and B-2 can be performed. By providing a hydraulic circuit that secures the third speed, etc., it is possible to travel by the motor 4 and to ensure a fail-safe state such as moving the vehicle to a safe place.

  For example, as a hydraulic circuit for ensuring a predetermined shift speed (for example, the third forward speed) in the all-off mode in the hydraulic control device 1, the linear solenoid valves SL1 and SL3 are configured as a normally open type. It is also possible to adopt an oil passage structure as disclosed in JP 2010-84855 A, and any technique can be used as long as it can form a gear position in the all-off mode. Absent.

According to the hydraulic control apparatus 1 of the third drive device for the vehicle as described above, in accordance with the engagement pressure P _K0 of the linear solenoid valve SLU is adjusted to pressure output, the primary regulator valve 21 is a pressure regulating the line pressure P _L is performed, it is possible to enable that regulates the line pressure P _L depending on the magnitude of the driving force of the internal combustion engine 2 is input to the transmission 5 via the clutch K-0. Thus, a simple structure, it can be made unnecessary to provide a dedicated linear solenoid valve for regulating the line pressure P _L (for example, a linear solenoid valve SLT, etc.), a compact and cost of the hydraulic control device 1 Down can be possible.

In addition, the engagement pressure P _K0 regulated by the linear solenoid valve SLU is the maximum of the engagement pressures regulated by the linear solenoid valves SL1, SL2, SL3, SL4, SL5 (for example, since the pressure is adjusted in a range lower than the engagement pressure P _C1) of the clutch C1, the pressure regulating the line pressure P _L by also taking into account the non-heat-pressure region of the linear solenoid valve SLU, for example, a linear solenoid valve SL1 As compared with the case of performing the above, the load region of the oil pump 15 can be made a low range, the oil pump driving loss can be reduced, and the fuel efficiency of the vehicle can be improved.

Further, since the linear solenoid valve SLU is of a normally closed type, when the line pressure P _L is adjusted as it is with the engagement pressure P _K0 of the linear solenoid valve SLU without energization, the line pressure P _L is minimized (P _{L− SP)} and turned to cause, but since the signal pressure P _S1 of the signal solenoid valve S1 consisting normally open type is input to the control oil chamber 21a of the primary regulator valve 21 via the check ball valve 24, the signal pressure P _S1 The output of the line pressure P _{L-MOD having} a predetermined magnitude in accordance with the magnitude of (that is, the modulator pressure P _MOD ) can be ensured. In particular, in this case, the engagement pressure P _K0 of the linear solenoid valve SLU is not output, the clutch K-0 is released, and the driving force is not transmitted from the internal combustion engine 2 to the transmission 5, but the motor 4 A line pressure P _L-MOD of a predetermined magnitude is supplied to friction engagement elements (for example, clutches C-1, C-3, etc.) that are engaged when the transmission 5 fails when traveling by In addition, the slippage of the frictional engagement elements (for example, clutches C-1, C-3, etc.) engaged at the time of failure due to the driving force of the motor 4 is prevented, so that the EV traveling state by the motor 4 can be ensured.

Then, the signal the solenoid valve S1 is because it is energized when the other failure normal, normal condition, the signal pressure P _S1 of the signal solenoid valve S1 is a non-output, depending on the engagement pressure P _K0 of the linear solenoid valve SLU the regulated state of the line pressure P _L can be secured.

  In the above-described embodiment, the transmission 5 is a multi-stage transmission that achieves the sixth forward speed and the reverse speed. However, for example, the multi-stage that achieves the eighth forward speed is used. It may be a transmission, and of course, any number of gears may be used. Furthermore, the present invention is not limited to these multi-stage transmissions, and may be applied to belt-type continuously variable transmissions, toroidal-type continuously variable transmissions, and the like.

  Further, in the present embodiment, the clutch K-0 disposed between the internal combustion engine 2 and the transmission 5 has been described as a clutch for engine connection. However, as a technical idea, a so-called torque converter or the like is used. You may think that it is the starting clutch of an alternative starting device. Also, the starting clutch may be a so-called dual type having two power transmission paths, and the one with the larger engagement pressure of these two starting clutches is selectively guided to the regulator valve. Also good.

  Furthermore, in the present embodiment, a description has been given of a hybrid drive device including a motor 4 as a vehicle drive device. However, the present invention is also applied to a general automatic transmission that does not include a motor 4. Needless to say you get.

Further, in the present embodiment, the description has been given of the case where the signal pressure P _S1 is output from the signal solenoid valve S1 at the time of failure in the all-off mode to ensure the predetermined line pressure P _L-MOD and the traveling is ensured. During EV traveling by the motor 4, the signal solenoid valve S1 may be turned off to output the signal pressure _PS1 , and a predetermined line pressure P _L-MOD may be ensured. During EV traveling, the clutch K- 0 outputs the engagement pressure P _K0 from the linear solenoid valve SLU to the extent that does not engage, may be secured to the magnitude of the degree of the line pressure P _L.

DESCRIPTION OF SYMBOLS 1 Hydraulic control device 2 Internal combustion engine 3 Vehicle drive device 4 Rotating electric machine (motor)
5 Transmission 15 Oil pressure source (oil pump)
21 Line pressure regulating valve (primary regulator valve)
21a Control oil chamber 24 Hydraulic selection valve (second check ball valve)
31 Hydraulic Servo 32 Hydraulic Servo 33 Hydraulic Servo 34 Hydraulic Servo 35 Hydraulic Servo 40 Hydraulic Servo 40 Hydraulic Servo P _L Line Pressure P _K0 Power Connection Engaging Pressure P _S1 Signal Pressure C-1 Friction Engaging Element (Clutch)
C-2 Shifting frictional engagement element (clutch)
C-3 Shifting frictional engagement element (clutch)
B-1 Friction engagement element (brake) for shifting
B-2 Friction engagement element for shifting (brake)
K-0 Friction engagement element for power connection (clutch for engine connection)
SL1 Solenoid valve for shifting (linear solenoid valve)
SL2 Solenoid valve for speed change (linear solenoid valve)
SL3 Solenoid valve for shifting (linear solenoid valve)
SL4 Solenoid valve for shifting (linear solenoid valve)
SLU Solenoid valve for power connection (linear solenoid valve)
S1 Security solenoid valve (signal solenoid valve)
e4, e5, e6 Input oil passage

Claims (4)

A line pressure regulating valve that regulates the hydraulic pressure from the hydraulic pressure source to the line pressure according to the input pressure input to the control oil chamber;
A power connection solenoid valve that regulates and outputs a power connection engagement pressure to be supplied to a hydraulic servo of a power connection friction engagement element capable of connecting power transmission between the internal combustion engine and the transmission;
An input oil passage capable of inputting the engagement pressure for power connection output by the solenoid valve for power connection to the control oil chamber of the line pressure control valve;
The line pressure regulating valve inputs the engagement pressure for power connection as the input pressure, and regulates the line pressure according to the engagement pressure for power connection.
A hydraulic control device for a vehicle drive device. A plurality of shift solenoid valves that regulate and output each engagement pressure supplied to the hydraulic servo of each frictional engagement element that can change the transmission gear ratio;
The power connection engagement pressure output by the power connection solenoid valve is lower than the maximum engagement pressure among the engagement pressures output by the plurality of shift solenoid valves. Is regulated by
The hydraulic control device for a vehicle drive device according to claim 1. The vehicle drive device includes a rotating electrical machine that is drivingly coupled to a power transmission path between the power connection friction engagement element and the transmission,
The power connection solenoid valve is a normally closed type that does not output the power connection engagement pressure when no power is supplied.
A solenoid valve for security consisting of a normally open type that outputs signal pressure when not energized,
A hydraulic pressure selection valve that inputs a signal pressure of the solenoid valve for security and an engagement pressure for power connection of the solenoid valve for power connection, and outputs a larger hydraulic pressure to a control oil chamber of the line pressure regulating valve; With
When the line pressure regulating valve is not energized, the signal pressure of the security solenoid valve is input to the control oil chamber as the input pressure via the hydraulic pressure selection valve, and the line pressure corresponding to the signal pressure is input. Output,
The hydraulic control device for a vehicle drive device according to claim 1 or 2, The security solenoid valve is energized at normal times other than at the time of failure,
The hydraulic control device for a vehicle drive device according to claim 3.

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