JP2014077461A - Speed change gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change gear capable of detecting failures of valves forming a hydraulic control circuit using a hydraulic pressure of an oil discharged from an oil pump driven by an engine.SOLUTION: A hydraulic control circuit 40 supplies an oil supplied from a first oil pump OP1 to a cooling oil passage L1, a lubrication oil passage L2, and a clutch oil passage L3. The hydraulic control circuit 40 includes: a regulator valve 61; two solenoid valves 62, 63; two shift valves 64, 65; and a relief valve 66. The state of the regulator valve 61 is switched by a solenoid 62a and the states of the second shift valve 65 and the relief valve 66 are switched by a solenoid 63a. Oil temperature sensors 44, 47, 53 are respectively provided at an electric motor 11, the clutch oil passage L3, and an oil pan 51. An ECU 50 detects failures of the valves 61 to 66 on the basis of output values of the sensors 43, 47, 53.

Description

  The present invention relates to a transmission, and more particularly to detection of a transmission failure.

  Conventionally, lubrication of a lubricated part and cooling of a cooled part are performed and oil pressure is supplied to a clutch by oil discharged from an oil pump driven by an engine. For example, Patent Document 1 discloses a regulator valve that is controlled by a clutch control circuit to supply oil pressure to an oil passage for lubrication and cooling or to supply oil pressure to an oil passage for supplying oil pressure to a clutch. It is described that the switching is performed.

JP 2012-106599 A

  However, Patent Document 1 does not describe anything regarding failure detection of the clutch control circuit.

  The present invention provides a transmission capable of detecting a failure of a valve constituting a hydraulic control circuit using the hydraulic pressure of oil discharged from an oil pump driven by an engine in view of the above-described problems of the prior art. The purpose is to do.

  The present invention adjusts the oil pump driven by the engine, the clutch oil passage connected to the oil chamber of the clutch, the cooling oil passage for guiding the oil to the cooled part, and the hydraulic pressure discharged from the oil pump. A first switching state in which a high hydraulic pressure capable of operating the clutch is supplied to the clutch base oil passage on the clutch oil passage side, and a low hydraulic pressure that cannot operate the clutch on the clutch base oil passage on the clutch oil passage side. A pressure regulating valve configured to selectively switch between a second switching state to be supplied and to supply hydraulic pressure to a cooling source oil passage on the cooling oil passage side in the first switching state and the second switching state; A third switching state provided in the clutch base oil passage and allowing the clutch base oil passage and the clutch oil passage to communicate with each other is selectively selected from a fourth switching state in which the clutch base oil passage and the clutch oil passage are shut off. Cut into A shift valve configured to be configured, a fifth switching state that is provided in the cooling source oil passage and supplies hydraulic pressure from the cooling source oil passage to the cooling oil passage, and a sixth switching that drains the cooling source oil passage. A relief valve configured to be selectively switchable between states, a first solenoid that operates to switch between the first switching state and the second switching state of the pressure regulating valve, and the first solenoid of the shift valve A second solenoid operable to switch between a third switching state and the fifth switching state of the relief valve, and the fourth switching state of the shift valve and the sixth switching state of the relief valve, and the clutch oil passage Oil pressure detecting means for detecting the oil pressure, first temperature detecting means for detecting the temperature of the oil temperature, second temperature detecting means for detecting the temperature of the cooled part, the first solenoid, A first operating state for controlling the operation of two solenoids to select the first switching state and the third switching state; a second operating state for selecting the second switching state and the sixth switching state; It is possible to selectively set four operating states including a third operating state for selecting the first switching state and the fourth switching state and a fourth operating state for selecting the second switching state and the fifth switching state. And the first operating state or the third operating state, the change of the hydraulic pressure detected by the hydraulic pressure detecting means causes the pressure regulating valve or the first solenoid to When it is determined that at least one of at least one of the shift valve, the relief valve, or the second solenoid has failed and the second operating state or the fourth operating state is set Depending on a change in temperature detected by the first temperature detection means or the second temperature detection means, at least one of the pressure regulating valve and the first solenoid, or any of the shift valve, the relief valve, and the second solenoid A failure detection unit that determines that at least one of them has failed is provided.

  According to the present invention, since the failure of the valve is detected in each operating state based on the change in the hydraulic pressure detected by the hydraulic pressure detection means and the change in the temperature detected by the two temperature detection means, the hydraulic pressure detection means or the temperature detection means Even if a failure occurs, it is possible to determine the failure of the valve.

  In the present invention, for example, the cooled part is an electric motor or a generator.

  In the present invention, when the failure detecting unit is set to the second operating state, when the temperature detected by the first temperature detecting means decreases, at least one of the pressure regulating valve and the first solenoid When the temperature detected by the second temperature detection means rises, at least one of the pressure regulating valve and the first solenoid, or the shift valve It is preferable to determine that at least one of the relief valve and the second solenoid has failed.

  In this case, the valve failure is detected in each operating state only when the temperature change detected by the first temperature detecting means or the second temperature detecting means is rising, so that the valve failure is more reliably determined. It becomes possible to do.

The figure which shows schematic structure of the vehicle provided with the transmission which concerns on embodiment of this invention. The figure which shows schematic structure of the hydraulic control circuit of a transmission. The table | surface explaining the state of the element in four operation states in each at the time of the normal time, the time of a 1st solenoid failure, and a 2nd solenoid failure.

  Hereinafter, a transmission 100 according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, a vehicle equipped with a transmission 100 includes an engine (internal combustion engine) 10, an electric motor 11, and a generator 12.

  The electric motor 11 can be driven by receiving power supply from a battery (not shown) to assist the engine driving force. Further, at the time of traveling at a reduced speed, the electric motor 11 is capable of generating electricity by rotational driving from the wheel side and charging the battery (energy regeneration). Thus, the transmission 100 is mounted on a hybrid vehicle that uses the engine 10 and the electric motor 11 as drive sources and can regenerate energy by the generator 12.

(Basic structure of transmission)
The transmission 100 includes an input shaft 14 connected to an engine output shaft (crankshaft) 10 a via a flywheel 13, and an output shaft 15 arranged in parallel to the input shaft 14. The output shaft 15 is connected to the left and right wheels 20 via a final drive gear 16, a final driven gear 17, a differential gear 18, and left and right drive shafts 19.

  The input shaft 14 supports a first drive gear 22 via a clutch 21, and the first drive gear 22 meshes with a driven gear 23 fixed to the output shaft 15.

  A generator shaft 25 is fitted into a hollow motor shaft 24 so as to be relatively rotatable, and the generator 12 is arranged coaxially with the electric motor 11. The second drive gear 26 fixed to the motor shaft 24 and the driven gear 23 mesh with each other, and the generator drive gear 27 fixed to the input shaft 14 and the generator driven gear 28 fixed to the generator shaft 25 mesh with each other. .

  According to the transmission 100 configured as described above, when the electric motor 11 is driven, the driving force of the electric motor 11 is changed to the second drive gear 26, the driven gear 23, the output shaft 15, the final drive gear 16, and the final driven. It is transmitted to the left and right wheels 20 via the gear 17, the differential gear 18, and the drive shaft 19 in this order.

  Since the electric motor 11 can rotate in both forward and reverse directions, the vehicle can travel forward and backward in accordance with the rotational direction. Further, when the electric motor 11 is driven by the driving force transmitted from the wheels 20 to function as a generator when the vehicle is decelerated, the kinetic energy of the vehicle can be recovered as electric energy.

  On the other hand, if the engine 10 is driven with the clutch 21 engaged, the driving force of the engine 10 is such that the flywheel 13, the input shaft 14, the clutch 21, the first drive gear 22, the driven gear 23, the output shaft 15, the final shaft. The drive gear 16, the final driven gear 17, the differential gear 18, and the drive shaft 19 are transmitted to the left and right wheels 20 in this order.

  Thereby, the driving force of the electric motor 11 can be assisted by the driving force of the engine 10 when the vehicle travels forward. At this time, if the electric motor 11 is idled, the vehicle can be moved forward only by the driving force of the engine 10.

  Further, when the engine 10 is driven, the driving force of the engine is transmitted to the generator 12 via the flywheel 13, the input shaft 14, the generator drive gear 27, the generator driven gear 28, and the generator shaft 25 in this order. The Thereby, the generator 12 can generate electric power. Conversely, if the generator 12 is driven as a motor while the engine 10 is stopped, the engine 10 can be started with the driving force.

  Furthermore, the transmission 100 includes two oil pumps OP1 and OP2 disposed in a transmission housing (not shown). The first oil pump OP <b> 1 is a mechanical oil pump that is driven as the engine 10 is driven. Here, the first oil pump gear 30 fixed to the pump shaft (first oil pump drive shaft) 29 of the first oil pump OP 1 is engaged with the generator drive gear 27. Thereby, the first oil pump OP1 is always driven when the engine 10 is driven.

  The second oil pump OP <b> 2 is a mechanical oil pump that is driven as the drive shaft 19 rotates. Here, the second oil pump gear 32 fixed to the pump shaft (second oil pump drive shaft) 31 of the second oil pump OP 2 is meshed with the final driven gear 17. Thus, the second oil pump OP2 is always driven when the vehicle moves forward.

(Hydraulic control circuit)
Further, as shown in FIG. 2, the transmission 100 includes a hydraulic control circuit 40 for supplying appropriate hydraulic pressures to the cooling oil passage L1, the lubricating oil passage L2, and the clutch oil passage L3.

  Specifically, the cooling oil passage L1 is an oil passage for cooling the cooled portion 41 with oil. Here, the cooled parts 41 are the electric motor 11 and the generator 12. The lubricating oil path L2 is an oil path for lubricating the lubricated portion 42 with oil. Here, the lubricated portion 42 is the differential gear 18 (see FIG. 1), a bearing in the transmission 100, or the like. The clutch oil passage L3 is an oil passage for supplying oil to the clutch 21, and is connected to an oil chamber of the clutch 21, specifically, a back pressure chamber.

  A temperature sensor 43 is provided in the vicinity of the electric motor 11. The temperature sensor 43 corresponds to the second temperature detection means of the present invention. Note that a temperature sensor 43 may be provided in the vicinity of the generator 12 instead of or in the vicinity of the electric motor 11. An oil cooler 44 and an oil warmer 45 are provided in the cooling oil passage L1. The clutch oil passage L3 is provided with an accumulator 46 and a hydraulic pressure sensor 47 for detecting the oil pressure (clutch pressure) of the clutch oil passage L3.

  An ECU (Electronic Control Unit) 50 is mounted on the vehicle to perform power supply control, energy regeneration control (charge control), and transmission 100 control. The ECU 50 includes the electric motor 11, the generator 12, the hydraulic control circuit 40, and the like. To control. The ECU 50 corresponds to an operating state setting unit and a failure detection unit of the present invention.

  The ECU 50 includes a CPU that executes various arithmetic processes, and a storage device (memory) that includes a ROM and a RAM that store various arithmetic programs executed by the CPU, various tables, calculation results, and the like, and inputs various electric signals. At the same time, a drive signal is output to the outside based on the calculation result.

  The hydraulic control circuit 40 includes a regulator valve (pressure regulating valve) 61, two solenoid valves 62 and 63, two shift valves 64 and 65, a relief valve 66, and the like.

  The discharge port of the first oil pump OP1 is connected to the inlet port 61a of the regulator valve 61. When the first oil pump OP1 is driven, oil is pumped up from the oil pan 51, and is supplied to the regulator valve 61 via the strainer 52. Oil is supplied. The oil pan 51 is provided with an oil temperature sensor 53 that detects the temperature of the oil stored in the oil pan 51. The oil temperature sensor 53 corresponds to the first temperature detecting means of the present invention.

  On the other hand, when the second oil pump OP <b> 2 is driven, the oil is pumped up from the oil pan 51 and supplied to the lubrication control circuit 54 via the strainer 52. The lubrication control circuit 54 is configured so that an appropriate hydraulic pressure can be supplied to the lubricating oil passage L2 even when the engine 10 is stopped when the vehicle moves forward. The lubrication control circuit 54 is provided with a relief valve 55 and two check valves (one-way valves) 56 for preventing aeration from occurring in the second oil pump OP2 when the vehicle is traveling backward.

  The regulator valve 61 regulates the hydraulic pressure discharged from the first oil pump OP1 and supplies a high hydraulic pressure (line pressure) that can operate the clutch 21 to the clutch main oil passage L4 on the clutch oil passage L3 side. The state and a second switching state in which a low hydraulic pressure at which the clutch 21 cannot be operated are supplied to the clutch base oil passage L4 on the clutch oil passage L3 side can be selectively switched. This switching is performed by the control pressure input from the first solenoid valve 62 to the regulator valve 61 via the first shift valve 64. The regulator valve 61 supplies the hydraulic pressure to the cooling / lubricating source oil passage L5 on the cooling oil passage L1 and the lubricating oil passage L2 side in both the first switching state and the second switching state.

  In the first switching state, the regulator valve 61 supplies a high line pressure from the first outlet port 61b to the first shift valve 64 via the clutch main oil passage L4. In the second switching state, the regulator valve 61 supplies a low line pressure from the first outlet port 61b to the first shift valve 64 via the clutch base oil passage L4. The regulator valve 61 supplies the residual pressure of the line pressure from the second outlet port 61c to the cooling / lubricating source oil passage L5 in both the first switching state and the second switching state.

  The solenoid valves 62 and 63 open according to the current value energized to the solenoids 62a and 63a, and output a control pressure according to the energized current value. When the energization is interrupted, the valves are closed and controlled. This is a normally closed linear solenoid valve that stops pressure output.

  The control pressure output from the first solenoid valve 62 is input to the first shift valve 64 as a back pressure that presses it toward the left side of the drawing. Thereby, the hydraulic pressure corresponding to the control pressure is supplied from the first shift valve 64 to the second shift valve 65.

  Further, the control pressure output from the first solenoid valve 62 is input to the regulator valve 61 via the first shift valve 64 as a back pressure that presses it toward the right side of the drawing. Thereby, switching of the regulator valve 61 between the first switching state and the second switching state is performed.

  The two shift valves 64 and 65 are connected in series between the clutch base oil passage L4 and the clutch oil passage L3. The second shift valve 65 communicates the clutch base oil passage L4 and the clutch oil passage L3, and supplies a hydraulic pressure (clutch pressure) to the clutch 21, and the clutch base oil passage L4 and the clutch oil passage L3. Is cut off, and the fourth switching state in which the clutch pressure is not supplied to the clutch 21 can be selectively switched. This switching is performed by a control pressure input from the second solenoid valve 63 to the second shift valve 65.

  In the third switching state, control pressure is input from the second solenoid valve 63 to the second shift valve 65, and the second shift valve 65 has its inlet port 65a and outlet port 65b communicated with each other, and the clutch base oil passage L4 and The line pressure supplied via the first shift valve 64 is used as the clutch pressure corresponding to the control pressure, and is supplied to the clutch oil passage L3.

  On the other hand, in the fourth switching state, no control pressure is input from the second solenoid valve 63 to the second shift valve 65, or the back pressure that presses the second shift valve 65 to the left side of the drawing is not sufficient. Since the control pressure is not input, the communication between the inlet port 65a and the outlet port 65b of the second shift valve 65 is blocked, and the clutch pressure is not supplied to the clutch oil passage L3.

  The relief valve 66 is provided in the cooling / lubricating source oil passage L5, and in the fifth switching state in which oil pressure is supplied from the cooling / lubrication source oil passage L5 to the cooling oil passage L1 and the lubricating oil passage L2, and the cooling / lubrication source oil passage The sixth switching state in which L5 is drained can be selectively switched.

  The control pressure input from the second solenoid valve 63 to the second shift valve 65 is further input to the relief valve 66 via the first shift valve 64 as back pressure that presses it toward the left side of the drawing. The As a result, the relief valve 66 is switched between the fifth switching state and the sixth switching state.

  As described above, the second solenoid valve 63 includes the third switching state of the second shift valve 65 and the fifth switching state of the relief valve 66, the fourth switching state of the second shift valve 65, and the sixth switching state of the relief valve 66. A control pressure that can be switched between states is output.

  Under normal conditions, the relief valve 66 is biased and held by a spring 66a at a closed position on the right side of the drawing. Accordingly, the hydraulic pressure of the cooling / lubricating source oil passage L5 is maintained during normal operation. However, when the control pressure output from the second solenoid valve 63 is input as a back pressure that presses the valve of the relief valve 66 toward the opening side on the left side of the drawing, the control pressure is set to the open position against the urging force of the spring 66a. The oil is drained from the drain port 66b.

(Operating state)
Hereinafter, the four operating states of the hydraulic control circuit 40 configured as described above and failure detection when the solenoid valves 62 and 63 in each operating state fail will be described with reference to FIG. Each operation state occurs according to the energization state to the solenoids 62a and 63a based on a command from the ECU 50. In addition, the hatching part in FIG. 3 shows the changed part from the normal time.

(First operating state)
The first operating state is a state in which a necessary amount of hydraulic pressure is supplied to the cooling oil passage L1 and the lubricating oil passage L2, and a high clutch pressure capable of operating the clutch 21 needs to be supplied. The first operating state is, for example, a state that occurs in an OD (overdrive) mode in which the clutch 21 is engaged and the vehicle is driven using the driving force of the engine 10.

  In the first operating state, the solenoids 62a and 63a of the first solenoid valve 62 and the second solenoid valve 63 are energized at normal times. The first solenoid valve 62 energized to the solenoid 62a outputs a control pressure, and this control pressure operates the first shift valve 64 and is input to the regulator valve 61, and the regulator valve 61 enters the first switching state. Therefore, a high line pressure is supplied from the regulator valve 61 to the clutch base oil passage L4. The energized second solenoid valve 63 outputs a control pressure to the second shift valve 65, and the second shift valve 65 enters the third switching state. Therefore, the high line pressure input to the second shift valve 65 is supplied to the clutch 21 via the second shift valve 65 and the high clutch pressure via the clutch oil passage L3.

  The control pressure output from the second solenoid valve 63 is input to the relief valve 66 through the two shift valves 64 and 65, and the relief valve 66 is in the sixth switching state. Therefore, the cooling / lubricating source oil passage L5 is drained, and no hydraulic pressure is supplied to the cooling oil passage L1 and the lubricating oil passage L2.

  Here, when the first solenoid valve 62 fails (OFF failure), the first solenoid valve 62 does not output the control pressure, and the control pressure is not input to the regulator valve 61. Therefore, a low line pressure is supplied to the clutch base oil passage L4, and no high clutch pressure is generated in the clutch oil passage L3. Therefore, by grasping that the clutch pressure has decreased by the hydraulic sensor 47, it is possible to detect the possibility that the first solenoid valve 62 has failed.

  However, such a state occurs not only when the first solenoid valve 62 has failed OFF, but also when at least one of the regulator valve 61 or the second shift valve 65 has failed. Accordingly, when it is detected that this state has been reached, the ECU 50 determines that at least one of the regulator valve 61, the first solenoid valve 62, or the second shift valve 65 has failed.

  On the other hand, when the second solenoid valve 63 fails (OFF failure), the second solenoid valve 63 does not output the control pressure, and the control pressure is not input to the relief valve 66. Therefore, the cooling / lubricating source oil passage L5 is not drained. However, the control pressure is not input from the second solenoid valve 63 to the second shift valve 65, and the clutch pressure supplied from the second shift valve 65 to the clutch oil passage L3 decreases. Therefore, the possibility that the second solenoid valve 63 has failed can be detected by grasping that the clutch pressure in the clutch oil passage L3 has decreased by the hydraulic sensor 47.

  However, this state occurs not only when the second solenoid valve 63 fails OFF, but also when the second shift valve 65 fails. Accordingly, when it is detected that this state has been reached, the ECU 50 determines that either one of the second solenoid valve 63 or the second shift valve 65 has failed.

(Second operating state)
The second operating state is a state in which the hydraulic pressure is supplied to the cooling oil passage L1 only when necessary, and it is not necessary to supply a high clutch pressure to the clutch 21. The second operating state is, for example, an ECVT mode in which the vehicle is driven using the driving force of the electric motor 11 and is generated when the electric motor 11 does not need to be cooled because of low temperature.

  In the second operating state, during normal operation, the solenoid 62a of the first solenoid valve 62 is not energized, and the solenoid 63a of the second solenoid valve 63 is energized. Since the solenoid 62a is not energized, the first solenoid valve 62 does not output the control pressure, and the regulator valve 61 to which no control pressure is input is in the second switching state. For this reason, a low line pressure is supplied from the regulator valve 61 to the clutch base oil passage L4, and a line pressure is supplied to the cooling / lubrication base oil passage L5. However, the second solenoid valve 63 energized to the solenoid 63a outputs a control pressure, and the relief valve 66 to which this control pressure is input is in the sixth operating state and is supplied to the cooling / lubricating source oil passage L5. Oil is drained.

  Here, when the first solenoid valve 62 fails (ON failure), the first solenoid valve 62 outputs a control pressure, and this control pressure is input to the regulator valve 61, and a high line pressure is applied to the clutch base oil passage L4. Will be supplied. At this time, the control pressure is input from the second solenoid valve 63 to the second shift valve 65, the second shift valve 65 is in the third switching state, and a high clutch pressure is supplied to the clutch oil passage L3. Accordingly, by grasping that the clutch pressure in the clutch oil passage L3 has increased by the hydraulic sensor 47, it is possible to detect the possibility that the first solenoid valve 62 has failed.

  On the other hand, when the second solenoid valve 63 fails (OFF failure), the second solenoid valve 63 does not output the control pressure, and the control pressure is not input to the relief valve 66, so that the relief valve 66 enters the fifth switching state. . Therefore, the cooling / lubricating source oil passage L5 is not drained. Then, oil is always supplied to the cooling / lubricating source oil passage L5 while the vehicle is traveling. Therefore, oil is supplied to the cooling oil passage L1 and the lubricating oil passage L2 via the cooling / lubricating source oil passage L5. The oil that has flowed into the cooling oil passage L <b> 1 is cooled by the oil cooler 44. Accordingly, the oil that has returned to the oil pan 51 via the cooling oil passage L1 has a low temperature, and the temperature value detected by the oil temperature sensor 53 decreases. Therefore, by grasping this temperature drop, it is possible to detect that the second solenoid valve 63 has failed.

(Third operating state)
The third operating state is a state in which the hydraulic pressure is supplied to the cooling oil passage L1 and the lubricating oil passage L2 only when necessary, and it is not necessary to supply a high clutch pressure to the clutch 21, but the clutch pressure can be supplied quickly. It is. The third operating state is a state that occurs when, for example, the clutch 21 is temporarily disengaged to perform rotation alignment in the OD (overdrive) mode in which the vehicle is driven using the driving force of the engine 10. .

  In the third operating state, during normal operation, the solenoid 62a of the first solenoid valve 62 is energized, but the solenoid 63a of the second solenoid valve 63 is not energized. The first solenoid valve 62 energized to the solenoid 62a outputs a control pressure, and the regulator valve 61 to which this control pressure is input is in a first switching state. Therefore, a high line pressure is supplied from the regulator valve 61 to the clutch base oil passage L4. However, the second solenoid valve 63 that is not energized to the solenoid 63a does not output the control pressure, the second shift valve 65 is in the third switching state, and the clutch pressure is not supplied to the clutch oil passage L3. However, at the time of rotation matching, by energizing the solenoid 63a and outputting the control pressure from the second solenoid valve 63, the second shift valve 65 is in the third switching state, and a high clutch pressure is supplied to the clutch oil passage L3, The clutch 21 can be fastened quickly.

  Here, when the first solenoid valve 62 fails (OFF failure), the first solenoid valve 62 does not output the control pressure, and the regulator valve 61 to which the control pressure is not input is in the second switching state. As a result, a low line pressure is supplied to the clutch base oil passage L4, and a line pressure is supplied to the cooling / lubrication base oil passage L5. At this time, the control pressure is not input from the second solenoid valve 63, the relief valve 66 is in the fifth switching state, the cooling / lubricating source oil passage L5 is not drained, and oil is supplied to the cooling oil passage L1 and the lubricating oil passage L2. Is supplied. The oil supplied to the cooling oil passage L1 is cooled by the oil cooler 44. Accordingly, the oil that has returned to the oil pan 51 via the cooling oil passage L1 has a low temperature, and the temperature value detected by the oil temperature sensor 53 decreases. Therefore, by grasping this temperature drop, it is possible to detect that the first solenoid valve 62 has failed.

  On the other hand, when the second solenoid valve 63 fails (ON failure), the second solenoid valve 63 outputs a control pressure, and the second shift valve 65 to which this control pressure is input is in the third switching state. Therefore, the line pressure supplied to the second shift valve 65 is regulated by the second shift valve 65, and a high clutch pressure is supplied to the clutch oil passage L3. Accordingly, by grasping that the clutch pressure in the clutch oil passage L3 has increased by the hydraulic sensor 47, it is possible to detect the possibility that the second solenoid valve 63 has failed.

(4th operation state)
The fourth operating state is a state where it is not necessary to supply a high clutch pressure to the clutch 21 and it is necessary to supply oil to the cooling oil passage L1 and the lubricating oil passage L2. The fourth operating state is, for example, when the engine 10 is not driven, such as at the time of idling stop, during the ECVT mode or EV mode in which the vehicle is driven using the driving force of the electric motor 11 except during low temperature, This is a state that occurs when starting, when the engine is stopped, or when idling.

  In the fourth operating state, at the time of normal operation, neither of the solenoids 62a and 63a of the two solenoid valves 62 and 63 is energized. Since the solenoid 62a is not energized, the first solenoid valve 62 does not output the control pressure, and the regulator valve 61 to which no control pressure is input is in the second switching state. For this reason, a low line pressure is supplied from the regulator valve 61 to the clutch base oil passage L4, and a line pressure is supplied to the cooling / lubrication base oil passage L5. Since the solenoid 63a is not energized, the second solenoid valve 63 does not output the control pressure, the relief valve 66 enters the fifth switching state, and oil is supplied to the cooling oil passage L1 and the lubricating oil passage L2.

  Here, when the first solenoid valve 62 fails (ON failure), the first solenoid valve 62 outputs a control pressure, and the regulator valve 61 to which this control pressure is input is in the first switching state. As a result, a high line pressure is supplied to the clutch base oil passage L4. At this time, no control pressure is input from the second solenoid valve 63, and the second shift valve 65 is in the fourth switching state, so that no clutch pressure is supplied to the clutch oil passage L3. However, since only the oil less than the required amount is supplied to the cooling oil passage L1, the electric motor 11 becomes high temperature, and the temperature value detected by the temperature sensor 43 increases. Therefore, by grasping this temperature rise, the possibility that the first solenoid valve 62 has failed can be detected.

  On the other hand, when the second solenoid valve 63 fails (ON failure), the second solenoid valve 63 outputs a control pressure, and the relief valve 66 to which this control pressure is input is in the sixth switching state. Therefore, the oil supplied from the regulator valve 61 to the cooling / lubricating source oil passage L5 is drained. Therefore, since no oil is supplied to the cooling oil passage L1, the electric motor 11 becomes high temperature, and the temperature value detected by the temperature sensor 43 increases. Therefore, by grasping this temperature rise, the possibility that the second solenoid valve 63 has failed can be detected.

  As described above, according to the transmission 100 of the present embodiment, the change in the hydraulic pressure detected by the hydraulic sensor 47, the temperature increase of the electric motor 11 detected by the temperature sensor 43, and the oil temperature detected by the oil temperature sensor 53. Since the ECU 50 determines the possibility of failure of the valves 61 to 66 in each operating state by the combination of lowering of the valve, even if any of the sensors 43, 47, 53 fails, the failure of the valves 61 to 66 is possible. Gender can be determined.

    As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to this. For example, the transmission 100 has been described. However, the transmission of the present invention is not limited to the transmission 100. For example, the present invention can be applied to a continuously variable transmission.

  In the above-described embodiment, the case where the regulator valve 61 that supplies oil to the cooling / lubricating source oil passage L5 connected to the cooling oil passage L1 and the lubricating oil passage L2 has been described. However, a regulator valve that supplies oil to the cooling source oil passage connected to the cooling oil passage L1 may be provided.

  Further, even if the second oil pump OP2 is not provided, the second oil pump OP2 may be driven by an electric motor.

  The hydraulic sensor 47 may be replaced with a hydraulic switch that cannot detect a linear value as in the operation sensor but can detect whether or not the hydraulic pressure threshold is exceeded. Further, a plurality of hydraulic sensors 47 or hydraulic switches may be provided as necessary. For example, the hydraulic sensor 47 or the hydraulic switch may be provided in an oil passage between the outlet port 64b of the first shift valve 64 and the inlet port 65a of the second shift valve 65. Also good.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Electric motor (cooled part), 12 ... Generator (cooled part), 18 ... Differential gear (lubricated part), 21 ... Clutch, 40 ... Hydraulic control circuit, 41 ... Cooled part, 42 ... lubricated part, 43 ... temperature sensor (second temperature detecting means), 44 ... oil cooler, 47 ... hydraulic sensor (hydraulic pressure detecting means), 50 ... ECU (operating state setting part, failure detecting part), 51 ... oil pan 53 ... Oil temperature sensor (first temperature detecting means) 61 ... Regulator valve (pressure regulating valve) 62 ... First solenoid valve 62a ... Solenoid (first solenoid) 63 ... Second solenoid valve 63a ... Solenoid (Second solenoid), 64 ... first shift valve (shift valve), 65 ... second shift valve (shift valve), 66 ... relief valve, 100 ... speed change , OP1 ... first oil pump (oil pump), L1 ... cooling oil passage, L2 ... lubricating oil passage, L3 ... clutch oil passage, L4 ... clutch base oil passage, L5 ... cooling / lubrication base oil passage (cooling source oil passage) ).

Claims (3)

An oil pump driven by an engine;
A clutch oil passage connected to the oil chamber of the clutch;
A cooling oil passage for guiding oil to the part to be cooled;
A first switching state in which the hydraulic pressure discharged from the oil pump is regulated and a high hydraulic pressure capable of operating the clutch is supplied to the clutch base oil path on the clutch oil path side, and The clutch is configured to be selectively switchable between a second switching state for supplying a low hydraulic pressure at which the clutch cannot be operated, and the cooling oil passage on the cooling oil passage side in the first switching state and the second switching state. A pressure regulating valve for supplying hydraulic pressure;
A third switching state that is provided in the clutch base oil passage and connects the clutch base oil passage and the clutch oil passage and a fourth switching state that shuts off the clutch base oil passage and the clutch oil passage are selected. A shift valve configured to be switchable automatically,
Provided in the cooling source oil passage, and selectively switchable between a fifth switching state for supplying hydraulic pressure from the cooling source oil passage to the cooling oil passage and a sixth switching state for draining the cooling source oil passage. A configured relief valve;
A first solenoid that operates to switch between the first switching state and the second switching state of the pressure regulating valve;
A second solenoid that operates to switch between the third switching state of the shift valve and the fifth switching state of the relief valve, and the fourth switching state of the shift valve and the sixth switching state of the relief valve. When,
Oil pressure detecting means for detecting the oil pressure of the clutch oil passage;
First temperature detecting means for detecting the temperature of the oil temperature;
Second temperature detecting means for detecting the temperature of the cooled part;
A first operation state for selecting the first switching state and the third switching state, and the second switching state and the sixth switching state are selected by controlling the operations of the first solenoid and the second solenoid. Four operations comprising a second operating state, a third operating state for selecting the first switching state and the fourth switching state, and a fourth operating state for selecting the second switching state and the fifth switching state An operating state setting unit configured to selectively set the state;
When the first operating state or the third operating state is set, at least one of the pressure regulating valve or the first solenoid, the shift valve, the relief, depending on a change in oil pressure detected by the oil pressure detecting means. When it is determined that at least one of the valve and the second solenoid has failed and the second operating state or the fourth operating state is set, the first temperature detecting unit or the second temperature detecting unit A failure detection unit that determines that at least one of the pressure regulating valve or the first solenoid or at least one of the shift valve, the relief valve, or the second solenoid has failed due to a change in temperature detected by A transmission comprising:   The transmission according to claim 1, wherein the cooled portion is an electric motor or a generator.   The failure detection unit determines that at least one of the pressure regulating valve or the first solenoid has failed when the temperature detected by the first temperature detection means is lowered when the second operation state is set. When the temperature detected by the second temperature detector rises when the fourth operating state is set, at least one of the pressure regulating valve and the first solenoid, or the shift valve, the relief valve, and the The transmission according to claim 1, wherein at least one of the second solenoids is determined to have failed.