JP2013217492A - Hydraulic pressure supply device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic pressure supply device of an automatic transmission, the device enabling improvement in fuel efficiency performance by an idle neutral operation via a friction engagement element in an automatic transmission having an engine driven hydraulic pump and an electric hydraulic pump, and avoiding insufficient lubrication in the frictional engagement element.SOLUTION: A hydraulic pressure supply device of an automatic transmission includes: an automatic transmission connected via a frictional engagement element (clutch 24) to an engine; an oil path 80d for supplying a working oil discharged from an engine driven hydraulic pump 80c to the frictional engagement element; an oil path 80j for supplying the oil to a portion requiring lubrication (clutch plate); an electric hydraulic pump 80n discharging the working oil to an oil path 80m, and a directional selecting valve 80p interposed in a junction 80o of oil paths 80d, 80m and 80j, with one end urged by a spring and the other end activated by a line pressure. The directional selecting valve 80p connects the oil path 80m to the oil path 80d in a set state, and connects the oil path 80m to the oil path 80j in an operation state.

Description

  The present invention relates to a hydraulic pressure supply device for an automatic transmission, and more specifically to a hydraulic pressure supply device for an automatic transmission that includes an electric hydraulic pump in addition to a hydraulic pump driven by an engine.

  In recent years, an idle stop that stops the engine when stopping at a red light or the like is becoming widespread, but a vehicle that performs such control does not discharge hydraulic pressure from a hydraulic pump driven by the engine while the engine is stopped. As proposed in the technique described in Patent Document 1, an electric hydraulic pump driven by an electric motor is provided in addition to a hydraulic pump driven by an engine.

  However, since the use of the electric hydraulic pump is insufficient and power consumption is increased while the engine is stopped and the size of the electric hydraulic pump is increased, the electric hydraulic pump and the radiator unit when the engine is stopped in the technique described in Patent Document 2 It is configured to prohibit circulation between.

JP 2009-069838 A JP 2007-224887 A

  In the technique described in Patent Document 1, an increase in power consumption while the engine is stopped and an increase in size of the electric hydraulic pump are avoided by configuring as described above. However, the technology described in Patent Document 1 is premised on idling stop, and depending on the running state of the vehicle, an electrical load such as an air conditioner may increase and an idling stop that stops the engine may not be executed.

  In such a case, the oil pressure supplied to the friction engagement element of the automatic transmission interposed between the engine and the differential rotation is absorbed to reduce the engine operation to the idle state and improve the fuel efficiency. A technique called “idle neutral” is also proposed. With idle neutral, the load on the engine can be reduced and the fuel consumption performance can be reduced by absorbing the differential rotation with the clutch at the starting stage, rather than absorbing the differential rotation with the torque converter when it is not required, that is, when the vehicle is in an idle rotation. Can be improved.

  During idle neutral execution, the amount of hydraulic oil discharged from a hydraulic pump driven by the engine decreases, so the supply for lubrication to the friction engagement elements decreases.However, during idle neutral execution, the engine Since the driven hydraulic pump is operating, the electric hydraulic pump is typically stopped. As a result, the friction engagement element may be insufficiently lubricated.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems, and in an automatic transmission having an electric hydraulic pump in addition to a hydraulic pump driven by an engine, it is possible to improve fuel efficiency by idle neutral through a friction engagement element. Another object of the present invention is to provide a hydraulic pressure supply device for an automatic transmission that avoids insufficient lubrication of the friction engagement element at that time.

  In order to solve the above-described problems, in claim 1, an automatic transmission connected to an engine mounted on a vehicle via a friction engagement element, and a first hydraulic pump connected to the engine The discharge port of the first hydraulic pump and the friction engagement element of the automatic transmission are connected, and hydraulic fluid driven by the engine and discharged from the first hydraulic pump is supplied to the friction engagement element. A first supply oil passage, a lubricating oil passage for supplying hydraulic oil discharged by the first hydraulic pump to a lubrication required portion of the friction engagement element of the automatic transmission, and the first supply oil passage. A pressure regulating valve that regulates the pressure of the hydraulic oil discharged from the first hydraulic pump to a line pressure, and a second hydraulic pressure that is driven by an electric motor mounted on the vehicle and discharges the hydraulic oil to the second supply oil passage. A pump, the first supply oil passage and the second supply Direction switching that is inserted at the junction of the passage and the lubricating oil passage, and is biased to the other end side by a spring at one end, while the line pressure is applied to the other end side and biased to the one end side And the directional switching valve connects the second supply oil passage to the first supply oil passage in a set state where the line pressure does not exceed the set load of the spring, while the line pressure is The second supply oil passage is connected to the lubricating oil passage in an operating state exceeding the set load of the spring.

  In the hydraulic pressure supply device for an automatic transmission according to claim 2, the set load of the spring of the directional switching valve causes the first supply oil path to pass through the second supply oil path until the line pressure exceeds a predetermined value. On the other hand, after the line pressure exceeds the predetermined value, the second supply oil passage is set to be connected to the lubricating oil passage.

  In the hydraulic pressure supply device for an automatic transmission according to claim 3, the predetermined value is based on the engine speed input to the automatic transmission via the friction engagement element when the vehicle is stopped. Configured as described above.

  In the hydraulic pressure supply device for an automatic transmission according to claim 4, the pressure regulating valve is connected to an electromagnetic control valve that operates when energized, and the pressure of the hydraulic oil discharged from the first hydraulic pump is The pressure is adjusted to the line pressure determined according to the output pressure of the electromagnetic control valve.

  In the hydraulic transmission device for an automatic transmission according to claim 1, the automatic transmission connected to the engine mounted on the vehicle via the friction engagement element, and the discharge of the first hydraulic pump connected to the engine. A first supply oil passage that connects the outlet and the friction engagement element of the automatic transmission to supply the hydraulic oil discharged from the first hydraulic pump to the friction engagement element, and the hydraulic oil discharged by the first hydraulic pump A lubricating oil passage that supplies oil to a friction required element of a friction engagement element of an automatic transmission, a pressure regulating valve that regulates the pressure of hydraulic oil discharged from the first hydraulic pump to a line pressure, and an electric motor mounted on a vehicle A second hydraulic pump that is driven to discharge hydraulic oil to the second supply oil passage, and is inserted at the junction of the first and second supply oil passages and the lubricating oil passage, and is biased to the other end by a spring at one end. On the other hand, the direction in which line pressure is applied on the other end side and biased to one end side The direction switching valve is connected to the first supply oil passage in the set state where the line pressure does not exceed the set load of the spring, while the line pressure exceeds the set load of the spring. Since the second supply oil path is connected to the lubricating oil path in the state, the idle neutral through the friction engagement element can improve the fuel efficiency of the engine 10 and the spring of the direction switching valve. By appropriately setting the set load of the engine, it is possible to connect the second supply oil passage to the lubricating oil passage because the line pressure exceeds the spring set load when the engine is in idle neutral operation. Thus, insufficient lubrication of the frictional engagement element can be avoided.

  In addition, the normal first hydraulic pump has to cover the lubrication amount and the discharge pressure in the entire area, but by supplying the necessary amount of hydraulic oil to the friction engagement element from the second hydraulic pump for lubrication, Since it is not necessary to allow the amount of lubrication in the capacity of one hydraulic pump, the capacity of the first hydraulic pump can be reduced to reduce the size.

  In the hydraulic pressure supply apparatus for an automatic transmission according to claim 2, the set load of the spring of the direction switching valve connects the second supply oil path to the first supply oil path until the line pressure exceeds a predetermined value. On the other hand, since the second supply oil passage is set to be connected to the lubricating oil passage after the line pressure exceeds a predetermined value, in addition to the above effects, the set load of the spring of the direction switching valve is appropriately set. Can be set to

  In the hydraulic pressure supply device for an automatic transmission according to claim 3, the predetermined value is set based on an engine speed input to the automatic transmission via the friction engagement element when the vehicle is stopped. Since it is configured as described above, in addition to the above-described effects, it is possible to accurately set the predetermined value, and accordingly, it is possible to appropriately set the set load of the spring of the direction switching valve.

  In the hydraulic pressure supply device for an automatic transmission according to claim 4, the pressure regulating valve is connected to an electromagnetic control valve that operates when energized, and the pressure of hydraulic fluid discharged from the first hydraulic pump is controlled by the electromagnetic control valve. In addition to the effects described above, the line pressure during idle neutral when the engine is idling can be adjusted appropriately, and thus the direction switching valve can be adjusted to the line pressure determined according to the output pressure of the engine. The spring set load can be set more appropriately.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall hydraulic pressure supply device for an automatic transmission according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram schematically illustrating a part of the configuration of the hydraulic pressure supply device illustrated in FIG. 1. FIG. 3 is a sectional view of the first clutch shown in FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for implementing a hydraulic pressure supply device for an automatic transmission according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view generally showing a hydraulic pressure supply device for an automatic transmission according to an embodiment of the present invention.

  In the following description, the symbol T indicates an automatic transmission (hereinafter referred to as “transmission”). In this embodiment, the transmission T is mounted on the vehicle 1 and includes a twin-clutch type automatic transmission having a forward speed and a reverse speed of 1 speed, and is equipped with D, P, R, Take an automatic transmission with an N range as an example.

  The transmission T includes 2, 4th, 6th, and 8th speed even-numbered input shafts 14 connected to a drive shaft 10a connected to a crankshaft of an engine (prime mover) 10 via a torque converter 12, and even-numbered gears. In parallel with the input shaft 14, an odd-stage input shaft 16 of 1st, 3rd, 5th and 7th speed is provided. The engine 10 is composed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

  The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft 10a of the engine 10, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of 10 is transmitted to the even-stage input shaft 14 via the torque converter 12.

  An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 through gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 through gears 16a and 18a. The stage input shaft 16 and the idle shaft 18 rotate as the engine 10 rotates.

  Further, the first sub input shaft 20 and the second sub input shaft 22 are arranged coaxially and relatively rotatably on the outer circumferences of the odd-stage input shaft 16 and the even-stage input shaft 14, respectively.

  The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both hydraulically operated wet multi-plate clutches.

  An output shaft 28 is disposed between the even-stage input shaft 14 and the odd-stage input shaft 16 in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

  A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 are fixed to the auxiliary input shaft 22.

  The output shaft 28 has a first-speed to second-speed driven gear 48 that meshes with the first-speed drive gear 32 and the second-speed drive gear 40, and a third-speed to fourth-speed driven gear 50 that meshes with the third-speed drive gear 34 and the fourth-speed drive gear 42. A 5-speed-6-speed driven gear 52 that meshes with the 5-speed drive gear 36 and the 6-speed drive gear 44 and a 7-speed-8-speed driven gear 54 that meshes with the 7-speed drive gear 38 and the 8-speed drive gear 46 are fixed.

  On the idle shaft 18, an RVS (reverse) idle gear 56 that meshes with a first-speed / second-speed driven gear 48 fixed to the output shaft 28 is rotatably supported. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Like the first and second clutches 24 and 26, the RVS clutch 58 comprises a hydraulically operated wet multi-plate clutch, but has a smaller diameter and a smaller number of friction materials than the first and second clutches 24 and 26. The

  The odd-numbered input shaft 16 has a 1-3 speed sync mechanism 60 for selectively fixing the 1st speed drive gear 32 and the 3rd speed drive gear 34 to the first auxiliary input shaft 20, a 5th speed drive gear 36 and a 7th speed drive gear. A 5-7 speed sync mechanism 62 for selectively fixing 38 to the first auxiliary input shaft 20 is disposed.

  The even-numbered input shaft 14 has a 2-4 speed sync mechanism 64 for selectively fixing the 2nd speed drive gear 40 and the 4th speed drive gear 42 to the second auxiliary input shaft 22, a 6th speed drive gear 44 and an 8th speed drive gear. A 6-8 speed sync mechanism 66 for selectively fixing 46 to the second auxiliary input shaft 22 is disposed. The synchronization mechanisms 60, 62, 64, 66 are also referred to as “selection mechanisms”.

  The driving force of the engine 10 is transmitted from the odd-stage input shaft 16 to the first sub-input shaft 20 or from the even-stage input shaft 14 to the second sub-input shaft 22 when the first clutch 24 or the second clutch 26 is engaged. Further, it is transmitted to the output shaft 28 via the drive gear and the driven gear described above.

  During reverse travel, the driving force of the engine 10 is supplied to the output shaft 28 via the even-numbered input shaft 14, the gear 14 a, the gear 18 a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first speed-2 speed driven gear 48. Is transmitted to. The output shaft 28 is connected to a differential mechanism 72 via gears 28 a and 70, and the differential mechanism 72 is connected to a wheel 76 via a drive shaft 74. The vehicle 1 is partially indicated by wheels 76 and the like.

  All of the synchro mechanisms 60, 62, 64, and 66 operate by being supplied with hydraulic pressure. In order to supply hydraulic pressure to the synchro mechanism, the first and second clutches 24 and 26, and the RVS clutch 58, a hydraulic pressure supply device 80 is provided.

  FIG. 2 is a hydraulic circuit diagram schematically showing a part of the configuration of the hydraulic pressure supply device 80.

  Referring to FIG. 2 and the like, in the hydraulic supply device 80, the hydraulic oil ATF pumped up from the reservoir 80a via the strainer 80b by the hydraulic pump (oil feed pump) 80c is discharged from the discharge port 80c1 to the oil passage (first Supply oil passage) 80d.

  The hydraulic pump 80 c is connected to the engine (shown as “E” in the figure) 10, and more precisely is connected to the pump impeller 12 b of the torque converter 12 connected to the engine 10 through a gear, and is driven by the engine 10.

  A regulator valve (pressure regulating valve) 80e is inserted in the oil passage 80d, and the pressure (hydraulic pressure) of the discharged hydraulic oil is regulated (reduced) to the line pressure by the regulator valve 80e.

  The line pressure regulated by the regulator valve 80e is sent from the oil passage 80d to the input port of a linear solenoid valve (hydraulic control valve (electromagnetic control valve)) 80f. The linear solenoid valve 80f has a characteristic of linearly changing the output pressure from the output port by moving the spool in proportion to the energization amount, and N / C (normal / close) in which the spool moves to the open position when energized. ) Configured as a mold.

  The output port of the linear solenoid valve 80f is connected to the first clutch (friction engagement element) 24 of the odd-stage input shaft 16 through the clutch shift valve 80g.

  FIG. 3 is a cross-sectional view of the first clutch 24.

  As shown in the figure, the first clutch 24 includes a clutch drum 24a fixed to the odd-numbered input shaft 16, a clutch hub 24b fixed to the first auxiliary input shaft 20 (not shown), and a piston disposed therebetween. 24c. A hydraulic chamber 24d is formed between the piston 24c and the clutch drum 24a.

  The output port of the linear solenoid valve 80f shown in FIG. 2 is connected to the hydraulic chamber 24d of the piston 24c through the oil passage 24e. When the piston 24c is supplied with clutch hydraulic pressure from the oil passage 24e as indicated by an arrow (broken line), the plate 24g that moves forward and protrudes from the clutch drum 24a is opposed to the clutch hub 24b. The first sub-input shaft 20 is fixed to the odd-numbered stage input shaft 16 by pressing to 24h, while the first sub-input shaft 20 and the odd-numbered stage input shaft 16 are connected when the hydraulic pressure is discharged and released (off). Shut off.

  The plates 24g and 24h correspond to the aforementioned “locations where lubrication is necessary for the frictional engagement elements” and are connected to the lubricating oil introduction path 24i. As indicated by arrows (solid lines), the hydraulic oil is clutch-lubricated from the lubricating oil introduction path 24i. When supplied as oil, the plates 24g, 24h are lubricated with hydraulic oil.

  Returning to the description of FIG. 2, the oil passage 80d is thus connected to the discharge port 80c1 of the hydraulic pump 80c and the first clutch 24 of the transmission T, and is driven by the engine 10 and discharged from the hydraulic pump 80c. It functions as a first supply oil passage for supplying hydraulic oil to the first clutch 24.

  In addition to the linear solenoid valve 80f and the clutch shift valve 80g, the hydraulic pressure supply device 80 includes second to fourth linear solenoid valves, a second clutch shift valve, three servo shift valves, and many solenoid valves ( (Hydraulic control valve (solenoid valve)), the hydraulic pressure (pressure of the hydraulic oil ATF) is supplied to and discharged from the first clutch 24, the second clutch 26, the synchro mechanisms 60 to 66 and the torque converter 12, Since only the hydraulic pressure to the first clutch 24 is controlled in the idle neutral, their illustration and description are omitted.

  Further, the hydraulic pressure supply device 80 includes an oil passage (lubricating oil passage) 80j for supplying hydraulic oil discharged by the hydraulic pump 80c to a portion requiring lubrication (plates 24g and 24h of the clutch 24), and an electric motor mounted on the vehicle 1. An electric hydraulic pump (oil feed pump; second hydraulic pump) 80n that is driven at 80k (not shown in FIG. 1) and discharges hydraulic oil to an oil passage (second supply oil passage) 80m, an oil passage 80d, and an oil passage There is provided a shift valve (direction switching valve) 80p inserted at a junction 80o of 80m and the oil passage 80j.

  Further, the line pressure adjusted by the regulator valve 80e is sent to the lubrication-needed portion 80i. The oil passage 80j is connected to the lubrication-required portion 80i, and is branched on the upstream side via the branch passage 80j1 to be connected to the lubricating oil introduction passage 24i of the first clutch 24. Then, the plates 24g and 24h (which require lubrication) Connected).

  In other words, the oil passage 80j functions as an oil passage that exclusively supplies the working oil as the lubricating oil to the lubricating introduction oil passage 24i of the first clutch 24. In the case where the vehicle 1 is started at the second speed instead of the first speed, since the idle neutral is performed by the second clutch 26 instead of the first clutch 24, the oil passage 80j is connected to the second clutch 26. Connected to the lubricating oil path.

  The lubrication-required portion 80i means a lubrication-required portion other than the friction-necessary portion of the first clutch 24. Specifically, the second clutch 26, the synchro mechanisms 60 to 66, the torque converter 12, the even-stage input shaft 14, the odd-stage input. It means most parts of the transmission T such as the shaft 16, the idle shaft 18, the first and second auxiliary input shafts 20, 22, and the gear stage gear group such as the first-speed drive gear 32.

  Here, the shift valve 80p is urged to the other end side by a spring 80p1 at one end, and the line pressure is applied from the oil passage 80d through the oil passage 80q to the other end side and urged to one end side.

  More specifically, the shift valve 80p is provided with a spool (not shown) that is movable inside, and the spool is biased to the other end side by a spring 80p1 at one end, while the oil path 80d is oiled from the other end side. The line pressure introduced through the path 80q is applied and urged to one end side.

  As shown, the input side of the shift valve 80p is connected to the oil passage 80m, and the output side is selectively connected to the oil passage 80d and the oil passage 80j. Check valves (return valves) 80r and 80s are inserted in the oil passage 80d, the backflow of hydraulic oil discharged from the hydraulic pump 80c through the oil passage 80d to the electric hydraulic pump 80n, and the electric hydraulic pump 80n. Prevents the hydraulic fluid discharged from the oil from flowing back to the hydraulic pump 80c.

  The regulator valve 80e is connected to a linear solenoid valve (hydraulic control valve) 80t. The linear solenoid valve 80t is energized and operated, so that the regulator valve 80e adjusts the pressure of the hydraulic oil discharged from the hydraulic pump 80c to a line pressure determined according to the output pressure of the linear solenoid valve 80t. Composed.

  Returning to the description of FIG. 1, the transmission T includes a shift controller 84. The shift controller 84 is configured as an electronic control unit (ECU) including a microcomputer. Further, an engine controller 86 composed of an electronic control unit equipped with a microcomputer is also provided for controlling the operation of the engine 10.

  The shift controller 84 is configured to be able to communicate with the engine controller 86 and acquires information such as the engine speed, the throttle opening, and the AP opening from the engine controller 86.

  In addition, a first rotation speed sensor 90 is disposed in the vicinity of the even-numbered input shaft 14 and outputs a signal indicating the input rotation speed NM of the transmission T, and the first and second auxiliary input shafts 20 and 22 Second, third, and fourth rotation speed sensors 92, 94, and 96 are disposed on the output shaft 28, respectively, and output signals indicating the rotation speeds. A fifth rotation speed sensor 100 is disposed in the vicinity of the drive shaft 74 and outputs a signal indicating the vehicle speed V.

  Further, first and second pressure sensors 102 and 104 are arranged in an oil passage 80d connected to the first clutch 24 and an oil passage (not shown in FIG. 2) connected to the second clutch 26 of the hydraulic pressure supply device 80. A signal indicating the pressure (hydraulic pressure) of the hydraulic oil ATF supplied to the first and second clutches 24 and 26 is output, and a temperature sensor 106 (not shown in FIG. 2) is disposed near the reservoir 80a. The oil temperature (the temperature of the hydraulic oil ATF) TATF is output.

  Further, a range selector position sensor 110 is disposed near a range selector (not shown) disposed in the driver's seat of the vehicle 1 and indicated as P, R, N, D on the range selector as viewed from the driver. A signal indicating the range operated (selected) by the driver in the range is output.

  All outputs from these sensors are input to the shift controller 84. The shift controller 84 excites and demagnetizes the linear solenoid valve 80f and the like based on the information obtained by communicating with the outputs of these sensors and the engine controller 86, more specifically, the transmission T, more specifically the first and second. The operations of the clutches 24 and 26, the synchro mechanisms 60 to 66, and the torque converter 12 are controlled.

  Returning to FIG. 2, what is characteristic in this embodiment is that the shift valve 80p connects the oil passage 80m to the oil passage 80d in a set state where the line pressure does not exceed the set load (initial load) of the spring 80p1. In the operating state where the line pressure exceeds the set load of the spring 80p1, the oil passage 80m is connected to the oil passage 80j.

  More specifically, the set load of the spring 80p1 of the shift valve 80p connects the oil passage 80m to the oil passage 80d until the line pressure regulated by the linear solenoid valve 80t in the regulator valve 80e exceeds a predetermined value. The oil passage 80m is set to be connected to the oil passage 80j after the line pressure exceeds a predetermined value. The predetermined value is set based on the rotational speed of the engine 10 input to the transmission T via the first clutch 24 when the vehicle 1 is stopped.

  That is, as described above, even in a traveling state where idle stop is not possible, the differential hydraulic pressure is reduced by reducing the hydraulic pressure supplied to the friction engagement elements such as the first clutch 24 of the transmission T interposed between the engine 10 and the engine 10. By absorbing this, it is possible to improve the fuel efficiency by executing idle neutral that lowers the operation of the engine 10 to the idle state.

  In the idle neutral, the first clutch 24 is used out of the first and second clutches 24 and 26 in order to establish the first gear, and the hydraulic pressure supplied to the first clutch 24 is reduced to reduce the first auxiliary input shaft 20. Is controlled so as to prepare for the start by slightly engaging (fastening) while sliding with respect to the odd-numbered input shaft 16.

  However, since the amount of hydraulic oil discharged from the hydraulic pump 80c driven by the engine 10 is reduced when the idle neutral is executed, it is used for lubricating the plates 24g and 24h (locations requiring lubrication) of the first clutch 24. Insufficient supply. On the other hand, when the idle neutral is executed, the hydraulic pump driven by the engine 10 is operating, so that the electric hydraulic pump 80n is normally stopped.

  In view of this point, in this embodiment, the electric hydraulic pump 80n is operated when the idle neutral is executed, and the discharge port 80c1 of the hydraulic pump 80c and the first clutch 24 are connected to be driven by the engine 10. A first supply oil passage 80d for supplying hydraulic oil discharged from the hydraulic pump 80c to the first clutch 24, an oil passage 80m for discharging hydraulic oil from the electric hydraulic pump 80n, and a hydraulic oil discharged by the hydraulic pump 80c A shift valve 80p is inserted at a confluence 80o of an oil passage 80j that supplies the oil to a portion requiring lubrication (plates 24g and 24h).

  Further, one end of the shift valve 80p is urged to the other end side by the spring 80p1, while a line pressure is applied to the other end side to urge the one end side, so that the shift valve 80p has the line pressure set to the spring 80p1. The oil passage 80m is connected to the oil passage 80d in the set state not exceeding the load (initial load), while the oil passage 80m is connected to the oil passage 80j in the operating state where the line pressure exceeds the set load of the spring 80p1. The supply of the first clutch 24 for lubrication to the plates 24g and 24h (where lubrication is required) is prevented from being insufficient.

  In addition to the above, there may be a configuration in which a branch passage (orifice) is provided in the line pressure circuit to supply hydraulic oil to the places where lubrication is required (the plates 24g and 24h of the first clutch 24), but lubrication is required from the line pressure circuit. Since the hydraulic oil is directly supplied to the location, when the hydraulic oil is hot, the supply pressure to the first clutch 24 (or the second clutch 26) may decrease.

  Further, in FIG. 2, a configuration in which a second shift valve is added in parallel with the clutch shift valve 80g and hydraulic oil is supplied to a place where lubrication is required is conceivable.

  As described above, in this embodiment, the automatic transmission (transmission T) connected to the engine 10 mounted on the vehicle 1 via the friction engagement element (first clutch 24), and the engine A first hydraulic pump (hydraulic pump) 80c to be connected, a discharge port 80c1 of the first hydraulic pump and a friction engagement element of the automatic transmission are connected and driven by the engine, and the first hydraulic pump Lubricating the friction engagement element of the automatic transmission with the first supply oil path (oil path) 80d for supplying the discharged hydraulic oil to the friction engagement element and the hydraulic oil discharged by the first hydraulic pump Lubricating oil passage (oil passage) 80j to be supplied to necessary portions (plates 24g and 24h of the first clutch 24), and pressure of hydraulic oil that is inserted into the first supply oil passage and discharged from the first hydraulic pump Adjust pressure to line pressure A valve (regulator valve) 80e, a second hydraulic pump (electric hydraulic pump) 80n driven by an electric motor 80k mounted on the vehicle 1 to discharge hydraulic oil to a second supply oil passage (oil passage) 80m, The first supply oil passage 80d, the second supply oil passage 80m, and the lubricating oil passage 80j are inserted at a junction 80o, and are biased to the other end side by a spring 80p1 at one end, while the other end side is And a direction switching valve 80p that is biased toward the one end side by applying a line pressure, and the direction switching valve 80p includes the second supply oil in a set state in which the line pressure does not exceed the set load of the spring. While connecting the path 80m to the first supply oil path 80d, the second supply oil path 80m is connected to the lubricating oil path 80j in an operating state where the line pressure exceeds the set load of the spring. As a result, the fuel efficiency of the engine 10 can be improved by idle neutral via the first clutch 24, and the engine 10 can be operated in an idle state by appropriately setting the set load of the spring 80p1 of the shift valve 80p. When the engine is idle neutral, the line pressure exceeds the set load of the spring 80p1 and the oil passage 80m can be connected to the oil passage 80j, thereby avoiding insufficient lubrication of the first clutch 24.

  In addition, by supplying the required amount of hydraulic fluid from the electric hydraulic pump 80n to the first clutch 24 for lubrication, it is not necessary to allow for the amount of lubrication in the capacity of the hydraulic pump 80c. It is also possible to reduce the capacity by reducing the capacity of 80c.

  Further, the set load of the spring 80p1 of the direction switching valve (shift valve) 80p causes the second supply oil passage (oil passage) 80m to pass through the first supply oil passage (oil passage) until the line pressure exceeds a predetermined value. ) While connected to 80d, after the line pressure exceeds the predetermined value, the second supply oil passage is set to be connected to the lubricating oil passage (oil passage) 80j. In addition to the effect, the set load of the spring 80p1 of the shift valve 80p can be set appropriately.

  Further, the predetermined value is set based on the rotational speed of the engine 10 input to the automatic transmission (transmission) T via the friction engagement element (first clutch) 24 when the vehicle 1 is stopped. Since it is configured as described above, in addition to the above-described effects, it is possible to accurately set the predetermined value, and accordingly, it is possible to appropriately set the set load of the spring 80p1 of the shift valve 80p.

  The pressure regulating valve (regulator valve) 80e is connected to an electromagnetic control valve (linear solenoid valve) 80t that operates when energized, and the pressure of hydraulic oil discharged from the first hydraulic pump (hydraulic pump) 80c is Since the pressure is adjusted to the line pressure determined in accordance with the output pressure of the electromagnetic control valve, in addition to the above-described effects, the line pressure during idle neutral when the engine 10 is idling can be adjusted appropriately. Therefore, the set load of the spring 80p1 of the shift valve 80p can be set more appropriately.

  In the above, a check valve (check valve) 80v may be provided in the oil passage 80j of the hydraulic pressure supply circuit 80, as indicated by an imaginary line in FIG.

  The twin clutch type automatic transmission has been described as an example of the automatic transmission. However, the automatic transmission is not limited to the twin clutch type, and may input engine output via a friction engagement element. For example, a continuously variable transmission (CVT) or a stepped automatic transmission may be used. For example, in the case of a continuously variable transmission, the friction engagement element corresponds to a forward clutch or the like.

  Further, although the engine (internal combustion engine) is exemplified as the prime mover, a hybrid type having an electric motor may be used as long as the output of the engine is input to the transmission.

T transmission (automatic transmission), 1 vehicle, 10 engine, 12 torque converter, 12d lock-up clutch, 14 even-numbered input shaft, 16 odd-numbered input shaft, 18 idle shaft, 20 first auxiliary input shaft, 22 second Sub input shaft, 24 1st clutch (friction engagement element), 24g, 24h Plate (location requiring lubrication), 26 2nd clutch, 28 Output shaft, 32, 34, 36, 38, 40, 42, 44, 46 Drive Gear, 48, 50, 52, 54 driven gear, 56 RVS idle gear, 58 RVS clutch, 60, 62, 64, 66 synchro mechanism (selection mechanism), 76 wheels, 80 hydraulic supply device, 80c hydraulic pump (first hydraulic pump) ), 80d oil passage (first supply oil passage), 80e regulator valve (pressure regulating valve), 80f linear solenoid valve, 80g clutch Ft valve, 80i lubrication required part, 80j oil passage (lubricating oil passage), 80k electric motor, 80m oil passage (second supply oil passage), 80n electric hydraulic pump (second hydraulic pump), 80o confluence, 80p shift valve (direction) Switching valve), 80p1 spring, 80q oil passage, 80r, 80s check valve, 80t linear solenoid valve (electromagnetic control valve), 84 shift controller, 86 engine controller

Claims (4)

  An automatic transmission connected to an engine mounted on a vehicle via a friction engagement element, a first hydraulic pump connected to the engine, a discharge port of the first hydraulic pump, and a frictional engagement of the automatic transmission A first supply oil passage that supplies hydraulic oil that is driven by the engine and discharged from the first hydraulic pump to the friction engagement element, and an operation that is discharged by the first hydraulic pump. A lubricating oil passage that supplies oil to the lubrication required portion of the friction engagement element of the automatic transmission, and a pressure of hydraulic oil that is inserted into the first supply oil passage and discharged from the first hydraulic pump are lined up. A pressure regulating valve that regulates the pressure, a second hydraulic pump that is driven by an electric motor mounted on the vehicle and discharges hydraulic oil to a second supply oil path, the first supply oil path, and the second supply oil path It is inserted at the confluence of the lubricating oil passage, and at one end to the spring And a directional switching valve that is urged toward the other end side and is urged toward the one end side while being applied with the line pressure at the other end side. The second supply oil passage is connected to the first supply oil passage in a set state not exceeding the set load of the spring, while the second supply oil passage is connected in an operating state in which the line pressure exceeds the set load of the spring. An automatic transmission hydraulic pressure supply device configured to be connected to the lubricating oil passage.   The set load of the spring of the direction switching valve is such that the second supply oil passage is connected to the first supply oil passage until the line pressure exceeds a predetermined value, while the line pressure exceeds the predetermined value. 2. The hydraulic pressure supply device for an automatic transmission according to claim 1, wherein the second supply oil passage is set to be connected to the lubricating oil passage. 3.   3. The automatic transmission according to claim 2, wherein the predetermined value is set based on a rotational speed of the engine input to the automatic transmission through the friction engagement element when the vehicle is stopped. Hydraulic supply device. The pressure regulating valve is connected to an electromagnetic control valve that operates when energized, and regulates the pressure of hydraulic fluid discharged from the first hydraulic pump to a line pressure determined according to the output pressure of the electromagnetic control valve. The hydraulic pressure supply device for an automatic transmission according to any one of claims 1 to 3.

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