JP2014031823A - Oil pump apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil pump apparatus capable of suppressing reduction in a discharge flow rate.SOLUTION: The oil pump apparatus includes: a fluid joint mechanism 2 comprising an input member 7 to which rotation is transmitted from a driving source and an output member 8 allowed to be rotated by the rotation of the input member 7 transmitted through fluid; a differential mechanism 6 comprising a first rotation member 22 to be driven by the input member 7, a second rotation member 20 to be driven by the output member 8 and a third rotation member 23 which when a rotational speed of the first rotation member 22 is higher than a rotational speed of the second rotation member 20, is allowed to be rotated due to increase in the rotational speed of the first rotation member 22; an oil pump 5 to be driven by the third rotation member 23; and suppression means 24 which when the rotational speed of the first rotation member 22 is lower than the rotational speed of the second rotation member 20, suppresses a differential function of the differential mechanism 6.

Description

  The present invention relates to an oil pump device.

  Conventionally, Patent Document 1 discloses that a planetary gear mechanism is interposed between a drive source and an oil pump is operated by increasing the rotation speed of the drive source.

  In Patent Document 1, a turbine shaft of a torque converter provided between an engine and a transmission is connected to a sun gear, an impeller shaft of the torque converter is connected to a carrier, and a rotating shaft of an oil pump is connected to a ring gear.

  With such a configuration, when the rotation speed of the impeller is higher than the rotation speed of the turbine, for example, when the vehicle is stopped and the engine is at an idle rotation speed, the speed increase ratio of the rotation input to the oil pump Is increased to suppress a decrease in the discharge flow rate of the oil pump, thereby suppressing a shortage of hydraulic pressure necessary for the vehicle. Also, as the difference between the rotational speed of the impeller shaft and the rotational speed of the turbine shaft decreases, the speed increasing ratio decreases, for example, when the vehicle speed increases and the lockup clutch of the torque converter is engaged, the oil pump rotates. Is input without increasing the speed, and excessive discharge flow rate is prevented from being discharged from the oil pump.

JP 2009-299825 A

  However, in the above invention, when the rotational speed of the turbine is higher than the rotational speed of the impeller, for example, when the lockup clutch of the torque converter is released during coasting, the planetary gear mechanism functions as a speed reduction mechanism. As a result, the rotational speed of the rotary shaft of the oil pump decreases. Therefore, there is a problem that the discharge flow rate of the oil pump is reduced and the hydraulic pressure necessary for the vehicle cannot be supplied by the oil pump.

  The present invention has been invented to solve such a problem, and even when the rotational speed of the turbine is higher than the rotational speed of the impeller, the oil pump discharge flow rate is prevented from decreasing. The purpose is to supply the hydraulic pressure necessary for the vehicle from an oil pump.

  An oil pump device according to an aspect of the present invention includes a fluid coupling mechanism including an input member to which rotation is transmitted from a drive source, an output member to which rotation of the input member is transmitted through a fluid, and the input member. The rotation speed of the first rotation member is increased when the rotation speed of the first rotation member driven, the second rotation member driven by the output member, and the rotation speed of the first rotation member are higher than the rotation speed of the second rotation member. A differential mechanism including a third rotating member that is rotated, an oil pump that is driven by the third rotating member, and a rotational speed of the first rotating member that is lower than a rotational speed of the second rotating member. Suppression means for suppressing the differential function of the moving mechanism.

According to this aspect, when the input rotation of the fluid coupling mechanism is lower than the output rotation, the rotation input to the oil pump by the suppression unit is suppressed from decreasing, and the discharge flow rate of the oil pump is suppressed from decreasing. be able to.

It is a schematic structure figure of vehicles which have a pump device of this embodiment. It is a schematic block diagram in the II-II cross section of FIG. It is a schematic block diagram in the III-III cross section of FIG.

  A vehicle having a pump device according to a first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic view showing a vehicle having a pump device. Below, although the pump apparatus mounted in the vehicle is demonstrated, it is not restricted to this.

  The vehicle 1 includes an engine (not shown), a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, an oil pump 5, a first planetary gear mechanism 6, a one-way clutch 24, a controller 50. The rotation generated by the engine is transmitted in the order of the torque converter 2, the forward / reverse switching mechanism 3, and the continuously variable transmission 4. The rotation generated by the engine is transmitted to the oil pump 5 via the first planetary gear mechanism 6.

  Torque converter 2 is arranged such that pump impeller 7 connected to the output shaft of the engine and turbine runner 8 connected to output shaft 2a of torque converter 2 face each other. When the pump impeller 7 rotates with the rotation of the engine, the fluid (ATF) filled in the torque converter 2 flows, whereby the turbine runner 8 rotates.

  A first sprocket 9 is attached to the pump impeller 7, and the pump impeller 7 and the first sprocket 9 rotate together. The first sprocket 9 is disposed between a wall portion 14 described later and the torque converter 2.

  The torque converter 2 is provided with a conventionally known lock-up clutch 10 that can mechanically connect the pump impeller 7 and the turbine runner 8. The lock-up clutch 10 can take three states, a complete engagement state, a slip engagement state, and a release state, according to the pressure difference between the hydraulic pressures supplied to both surfaces thereof.

  The forward / reverse switching mechanism 3 includes a second planetary gear mechanism 11, a forward clutch 12, and a reverse brake 13, and is provided coaxially with the output shaft 2 a of the torque converter 2. That is, the forward / reverse switching mechanism 3 is provided in series with the torque converter 2 in the power transmission path. The forward / reverse switching mechanism 3 is attached to a wall portion 14 provided between the torque converter 2. When the forward clutch 12 is engaged and the reverse brake 13 is released, the forward / reverse switching mechanism 3 uses the rotation transmitted via the clutch pack 15 connected to the output shaft 2a of the torque converter 2 as it is. When the forward clutch 12 is released and the reverse brake 13 is engaged, the rotation transmitted through the clutch pack 15 is decelerated reversely and transmitted to the continuously variable transmission 4.

  A second sprocket 16 is engaged with the clutch pack 15, and the clutch pack 15, the second sprocket 16, the output shaft 2a of the torque converter 2 and the turbine runner 8 rotate as a unit.

  The wall portion 14 is provided between the forward / reverse switching mechanism 3 and the torque converter 2, and the output shaft 2 a of the torque converter 2 passes therethrough. The wall portion 14 is connected to the transmission case 17 to which the forward / reverse switching mechanism 3 is attached.

  The oil pump 5 is provided in parallel with the output shaft 2 a of the torque converter 2. The rotation shaft 5 a of the oil pump 5 is connected to the ring gear 23 of the first planetary gear mechanism 6 and rotates integrally with the ring gear 23. The oil pump 5 discharges oil in accordance with the rotation speed of the rotary shaft 5a, and generates a hydraulic pressure necessary for the vehicle. In FIG. 1, the oil pump 5 is located outside the transmission case 17, but this is for explanation and is actually provided in the transmission case 17.

  The first planetary gear mechanism 6 includes a sun gear 20 (corresponding to the second rotating member in claim 1), a carrier 22 (corresponding to the first rotating member in claim 1) for instructing the planetary gear 21 to rotate, and a ring gear 23. (Corresponding to the third rotating member in claim 1).

  A third sprocket 25 is connected to the sun gear 20. The rotation of the third sprocket 25 is transmitted from the second sprocket 16 provided in the clutch pack 15 through the first chain 26 as shown in FIG. That is, the rotation of the turbine runner 8 is transmitted to the sun gear 20. FIG. 2 is a schematic configuration diagram in the section II-II in FIG. The rotation speed increase / decrease in the second sprocket 16 and the third sprocket 25 is set based on the gear ratio between the number of teeth of the second sprocket 16 and the number of teeth of the third sprocket 25. In the present embodiment, the third sprocket 16 25, that is, the gear ratio is set so that the rotation of the second sprocket 16 is transmitted to the sun gear 20 at an increased speed.

  Planetary gear 21 is provided on the outer peripheral side of sun gear 20, and meshes with sun gear 20 on the inner peripheral side and meshes with ring gear 23 on the outer peripheral side. A plurality of planetary gears 21 are provided around the sun gear 20, and the plurality of planetary gears 21 are connected by a carrier 22, are integrated with the carrier 22, and revolve around the sun gear 20. The planetary gear 21 rotates around an axis provided on the carrier 22.

  A fourth sprocket 27 is attached to the carrier 22 so as not to be relatively rotatable. The rotation of the fourth sprocket 27 is transmitted from the first sprocket 9 via the second chain 28 as shown in FIG. That is, the rotation of the pump impeller 7 of the torque converter 2 is transmitted to the carrier 22. FIG. 3 is a schematic configuration diagram in the III-III cross section of FIG. The gear ratio between the first sprocket 9 and the fourth sprocket 27 is set so that the rotation of the first sprocket 9 is transmitted to the fourth sprocket 27 at an increased speed. The gear ratio between the second sprocket 16 and the third sprocket 25 is the same as the gear ratio between the first sprocket 9 and the fourth sprocket 27. Therefore, the rotational speed difference between the rotational speed of the pump impeller 7 and the rotational speed of the turbine runner 8 becomes the rotational speed difference between the rotational speed of the carrier 22 and the rotational speed of the sun gear 20 as it is.

  A predetermined gap is provided in the axial direction between the third sprocket 25 of the sun gear 20 and the carrier 22. This gap is a gap generated to take out the rotation of the turbine runner 8 from the second sprocket 16 engaged with the clutch pack 15 and take out the rotation of the pump impeller 7 from the first sprocket 9 engaged with the pump impeller 7. This is because a wall portion 14 for attaching the forward / reverse switching mechanism 3 is formed between the torque converter 2 and the forward / reverse switching mechanism 3.

  The ring gear 23 is provided on the outer peripheral side of the planetary gear 21 and meshes with the planetary gear 21. The ring gear 23 is connected to the rotating shaft 5a of the oil pump 5 and rotates integrally with the rotating shaft 5a of the oil pump 5.

  The one-way clutch 24 is provided between the sun gear 20 and the carrier 22, and the inner race 30 is connected to the sun gear 20 and the outer race 31 is connected to the carrier 22.

  The one-way clutch 24 is not engaged when the rotation speed of the carrier 22 is higher than the rotation speed of the sun gear 20, and the carrier 22 and the sun gear 20 rotate according to the rotation speed of the pump impeller 7 and the rotation speed of the turbine runner 8, respectively. When the rotation speed of the carrier 22 is lower than the rotation speed of the sun gear 20, the carrier 22 and the sun gear 20 are configured to rotate together.

  The controller 50 is based on a signal from the engine rotational speed sensor 51, a signal from the primary pulley rotational speed sensor 52, a signal from the secondary pulley rotational speed sensor 53, etc., the torque converter 2, the forward / reverse switching mechanism 3, the continuously variable transmission. 4 to control the hydraulic pressure supplied to the torque converter 2 such as the engagement state of the lockup clutch 10, the forward clutch 12 of the forward / reverse switching mechanism 3, the engagement state of the reverse brake 13, and the gear ratio of the continuously variable transmission 4. Control.

  Next, the operation of this embodiment will be described.

  The lockup clutch 10 is in a released state or a slip state, and the rotational speed of the pump impeller 7 is higher than the rotational speed of the turbine runner 8, that is, the rotational speed of the carrier 22 is higher than the rotational speed of the sun gear 20. In this case, the one-way clutch 24 does not transmit torque. In this case, the first planetary gear mechanism 6 functions as a speed increasing mechanism, and the rotation of the pump impeller 7 is increased by the first planetary gear mechanism 6 to the gear ratio of the sprockets 9 and 27 to rotate the oil pump 5. It is transmitted to the shaft 5a. Therefore, even when the engine speed (rotation speed of the pump impeller 7) is low, the rotational speed of the rotating shaft 5a of the oil pump 5 is increased to increase the flow rate of oil discharged from the oil pump 5. The oil pump 5 can supply the hydraulic pressure necessary for the vehicle.

  When the lock-up clutch 10 is in the lock-up (completely engaged) state, the rotational speed of the turbine runner 8 and the rotational speed of the pump impeller 7 are equal, and the rotational speed of the sun gear 20 and the rotational speed of the carrier 22 are equal. The rotation of the pump impeller 7 is not accelerated by the first planetary gear mechanism 6, and the oil pump 5 discharges oil according to the rotational speed of the pump impeller 7, that is, the rotational speed of the engine. In the locked-up state, the engine speed is relatively high, and the oil pump 5 can sufficiently supply the hydraulic pressure required by the vehicle.

  When the one-way clutch 24 is not provided and the lock-up clutch 10 is in a disengaged state and the rotational speed of the pump impeller 7 is lower than the rotational speed of the turbine runner 8, for example, during coasting where the accelerator pedal is not depressed In the released state, the first planetary gear mechanism 6 functions as a speed reduction mechanism that lowers the rotational speed of the ring gear 23 relative to the rotational speed of the carrier 22. For this reason, the rotational speed of the rotary shaft 5a of the oil pump 5 becomes low, and the oil pump 5 may not be able to supply the hydraulic pressure required by the vehicle.

  In the present embodiment, when the lockup clutch 10 is in a released state and the rotational speed of the pump impeller 7 is lower than the rotational speed of the turbine runner 8, the one-way clutch 24 is engaged to transmit torque. As a result, the carrier 22 and the sun gear 20 rotate together, and their rotational speeds become equal. Therefore, the first planetary gear mechanism 6 does not function as a speed reduction mechanism, the rotation speed of the ring gear 23 is equal to the rotation speed of the sun gear 20 (rotation speed of the carrier 22), and a shortage of hydraulic pressure necessary for the vehicle is suppressed. The

  Next, the effect of this embodiment will be described.

  In this embodiment, the rotation of the pump impeller 7 is input to the carrier 22 of the first planetary gear mechanism 6, the rotation of the turbine runner 8 is input to the sun gear 20, and the rotation shaft 5 a of the oil pump 5 is connected to the ring gear 23. When the rotational speed of the pump impeller 7 is lower than the rotational speed of the turbine runner 8 between the sun gear 20 and the carrier 22, the rotational speed of the rotational shaft 5 a of the oil pump 5 is reduced by the first planetary gear mechanism 6. A one-way clutch 24 that suppresses the decrease is provided. Thus, even when the lockup clutch 10 is released during coasting and the torque converter 2 is released, the rotation of the turbine runner 8 is decelerated by the first planetary gear mechanism 6 and input to the oil pump 5. This prevents the amount of oil discharged from the oil pump 5 from being reduced, and prevents the hydraulic pressure necessary for the vehicle from becoming insufficient (effect corresponding to claims 1 and 2).

  By providing the one-way clutch 24, even when the torque converter 2 is in a released state during coasting, it is possible to suppress a shortage of necessary hydraulic pressure in the vehicle without using complicated control. When the rotational speed of the pump impeller 7 is higher than the rotational speed of the turbine runner 8, the one-way clutch 24 does not transmit torque, and the one-way clutch 24 transmits torque because the rotational speed of the pump impeller 7 is determined by the turbine runner 8. The rotational speed of At this time, since the torque applied to the one-way clutch 24 is small, the one-way clutch 24 having a relatively small torque capacity can be used. Therefore, the cost can be suppressed without increasing the size of the first planetary gear mechanism 6 (effect corresponding to claim 2).

  The rotation of the turbine runner 8 is input to the sun gear 20 (second rotating member) from the second sprocket 16 engaged with the clutch pack 15 of the forward / reverse switching mechanism 3, and the rotation of the pump impeller 7 is torqued more than the wall portion 14. Input from the first sprocket 9 attached to the pump impeller 7 on the converter 2 side to the carrier 22 (first rotating member). Since the wall 14 and the second sprocket 16 and the wall 14 and the first sprocket 9 rotate relative to each other, there is a gap between the wall 14 and the second sprocket 16 and between the wall 14 and the first sprocket 9. Yes. Therefore, the first sprocket 9 and the second sprocket 16 are spaced apart in the axial direction by both gaps in addition to the axial dimension of the wall portion 14. That is, the sun gear 20 and the carrier 22 are separated in the axial direction by the sum of the axial dimension of the wall portion 14 and the gaps (there is a dead space). The one-way clutch 24 disposed between the sun gear 20 and the carrier 22 is disposed on the extension of the wall portion 14 in the radial direction of the output shaft 2a of the torque converter 2, that is, in a dead space. Thus, when the one-way clutch 24 is added, the dead space can be used effectively, and an increase in the dimension in the axial direction can be suppressed. Further, by providing the second sprocket 16 in the clutch pack 15, the second sprocket 16 can be provided without a complicated configuration, and the rotation of the turbine runner 8 can be taken out from the second sprocket 16 (corresponding to claim 3). effect).

  Further, a normal clutch may be provided instead of the one-way clutch 24. When the lock-up clutch 10 is in a released state and it is predicted that the hydraulic pressure necessary for the vehicle will be insufficient, the controller 50 engages or slips the clutch, thereby suppressing the deceleration action of the first planetary gear mechanism 6 and the oil pump. It is possible to suppress a decrease in the amount of oil discharged from 5, and to prevent a hydraulic pressure necessary for the vehicle from being insufficient (effect corresponding to claim 4).

  Whether or not the hydraulic pressure necessary for the vehicle is insufficient is predicted by the controller 50 based on the rotational speed of the turbine runner 8 or the rotational speed of the pump impeller 7. For example, the rotational speed of the rotating shaft 5a of the oil pump 5 is calculated and predicted from the rotational speed of the turbine runner 8, the rotational speed of the pump impeller 7, and the number of teeth of each sprocket. The controller 50 can make a prediction based on a rotation speed sensor provided in the vehicle, and can predict whether or not the hydraulic pressure necessary for the vehicle is insufficient without providing a sensor that detects the discharge pressure of the oil pump 5. (Effect corresponding to claim 5).

  The first planetary gear mechanism 6 of the above embodiment may be a single pinion type or a double pinion type. The single pinion type is lower in cost than the double pinion type, and the invention of this embodiment can be implemented with an easy configuration.

  In the above embodiment, the rotation of the pump impeller 7 is input to the carrier 22 of the first planetary gear mechanism 6, the rotation of the turbine runner 8 is input to the sun gear 20 of the first planetary gear mechanism 6, and the rotation shaft 5 a of the oil pump 5. Is connected to the ring gear 23 of the first planetary gear mechanism 6, but the rotation of the turbine runner 8 may be input to the ring gear 23 and the rotation shaft 5 a of the oil pump 5 may be connected to the sun gear 20. Even with this configuration, the effect of the present embodiment can be obtained.

  The gear ratio between the first sprocket 9 and the fourth sprocket 27 (speed increase ratio of the carrier 22 with respect to the rotation of the pump impeller 7), and the gear ratio between the second sprocket 16 and the third sprocket 25 (with respect to the rotation of the turbine runner 8). The speed increasing ratio of the sun gear 20 can be determined as appropriate. For example, if the speed increasing ratio of the carrier 22 with respect to the rotation of the pump impeller 7 is made larger than the speed increasing ratio of the sun gear 20 with respect to the rotation of the turbine runner 8, even if the lockup clutch 10 is released during coasting, the carrier immediately The rotational speed of 22 is not lower than the rotational speed of the sun gear 20, and the rotational speed of the rotating shaft 5a of the oil pump 5 can be suppressed from decreasing and the hydraulic pressure necessary for the vehicle can be prevented from becoming insufficient. .

  In the above embodiment, the engine is used as a drive source. However, the present invention is not limited to this. For example, an electric motor may be used as the drive source, or the engine and the electric motor may be used as the drive source.

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

2 Torque converter (fluid coupling mechanism)
3 Forward / reverse switching mechanism (rotating mechanism)
5 Oil pump 6 First planetary gear mechanism (differential mechanism)
10 Lock-up clutch 14 Wall 24 One-way clutch (suppression means)
50 controller (control means)

Claims (5)

An oil pump device,
A fluid coupling mechanism comprising: an input member to which rotation is transmitted from a drive source; and an output member to which rotation of the input member is transmitted via a fluid.
The first rotating member driven by the input member, the second rotating member driven by the output member, and the first rotating member when the rotating speed of the first rotating member is higher than the rotating speed of the second rotating member. A differential mechanism comprising a third rotating member that rotates by increasing the rotation speed of the rotating member;
An oil pump driven by the third rotating member;
An oil pump device comprising: suppression means for suppressing a differential function of the differential mechanism when the rotation speed of the first rotation member is lower than the rotation speed of the second rotation member. The oil pump device according to claim 1,
The oil pump device according to claim 1, wherein the suppressing means is a one-way clutch. The oil pump device according to claim 1 or 2,
A rotation mechanism that is arranged in series with respect to the fluid coupling mechanism and that transmits the rotation of the output member;
A wall portion provided between the rotation mechanism and the fluid coupling mechanism, to which the rotation mechanism is attached;
The rotation of the output member is taken out from the rotation mechanism,
The rotation of the input member is taken out from the fluid coupling mechanism side than the wall portion,
The oil pump device according to claim 1, wherein the suppressing means is located on an extension of the wall portion in a radial direction of a rotating shaft of the fluid coupling mechanism. The oil pump device according to claim 1,
The fluid coupling mechanism is a torque converter mounted on a vehicle,
The suppression means is a clutch provided between a carrier and a sun gear of the differential mechanism,
In the oil pump device, when the torque converter is in a released state, the vehicle is running on a coast, and the flow rate of fluid discharged from the oil pump is less than the required flow rate required for the oil pump, An oil pump device comprising control means for bringing the clutch into a slip state or an engaged state. The oil pump device according to claim 4,
The oil pump device characterized in that the flow rate of the fluid discharged from the oil pump is calculated based on the rotational speed of the input member or the rotational speed of the output member.

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