JP2017072194A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission provided with a reversible oil pump in a hydraulic passage connecting a primary pulley pressure receiving chamber and a secondary pulley pressure receiving chamber, and capable of saving energy in a case of fixing a transmission ratio.SOLUTION: An automatic transmission includes: a first pulley 2 including a first pulley pressure receiving chamber 24; a second pulley 3 including a second pulley pressure receiving chamber 34; a belt 4 wound around the first pulley 2 and the second pulley 3; a hydraulic passage 5c configured to connect the first pulley pressure receiving chamber 24 and the second pulley pressure receiving chamber 34; a reversible oil pump 54 provided on the hydraulic passage 5c; and a sealing mechanism 55 provided on a passage connecting the reversible oil pump 54 and the first pulley pressure receiving chamber 24 in the hydraulic passage 5c, and configure to seal the first pulley pressure receiving chamber 24 in a closed state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic transmission in which a reversible oil pump is provided in a hydraulic path connecting a primary pulley pressure receiving chamber and a secondary pulley pressure receiving chamber.

  As an automatic transmission, a continuously variable transmission capable of continuously changing a gear ratio has been put into practical use, for example, as a vehicle transmission.

  In a continuously variable transmission, a belt (including a chain) is wound around a primary pulley and a secondary pulley, the belt is pressed against both pulleys, and the frictional force generated by this pressing force is used to transmit power between the belt and each pulley. Is going.

  At this time, the frictional force between the pulley and the belt is achieved by applying a pressing force of the pulley, that is, a pulley thrust force using hydraulic pressure.

  As a technique for controlling the hydraulic pressure in a continuously variable transmission, for example, there is a hydraulic control device for a belt-type continuously variable transmission disclosed in Patent Document 1.

  In the device disclosed in Patent Document 1, the oil discharged from the first oil pump is subjected to pressure regulation after the hydraulic chamber of the driving pulley (primary pulley pressure chamber) and the hydraulic chamber of the driven pulley (secondary pulley pressure chamber). And a second oil pump (reversible oil pump) that reversibly discharges oil into an oil passage that connects these hydraulic chambers (the discharge direction can be switched between a forward direction and a reverse direction). Is provided.

  Conventionally, the oil discharged from the hydraulic chamber of one pulley whose belt winding diameter decreases has been drained without being used to increase the belt winding diameter of the other pulley.

  On the other hand, in the apparatus disclosed in Patent Document 1, oil is sucked from the hydraulic chamber of the pulley in which the belt winding diameter decreases by driving the second oil pump while appropriately switching the discharge direction at the time of shifting. The oil to be drained is eliminated by supplying this oil to a pulley having an increased belt winding diameter.

JP 04-157256

  Here, in Patent Document 1 (see the second page, lower right column, lines 9-12), when the gear ratio is not changed, it is necessary to supply and discharge oil to the hydraulic chambers of both the driving pulley and the driven pulley. It is described that the second oil pump is not driven.

  However, in reality, in the apparatus described in Patent Document 1, it is necessary to operate the second oil pump even when the gear ratio is not changed, and it is assumed that energy is consumed to drive the second oil pump. Is done.

  In the device described in Patent Document 1, the reason why the second oil pump needs to be operated even when the gear ratio is not changed is as follows.

  That is, since there is an oil leak from the second oil pump between the hydraulic chamber of the driving pulley and the hydraulic chamber of the driven pulley, the hydraulic chamber of the driving pulley and the hydraulic chamber of the driven pulley even when not shifting. The second oil pump must be driven to such an extent that each pressure is maintained at a normal pressure. For example, when there is a difference in the set pressure of the hydraulic chamber between the driving pulley and the driven pulley, it is necessary to drive the second oil pump in order to maintain this pressure difference.

  The present invention has been devised in view of the above-described problems, and fixes a gear ratio in an automatic transmission having a reversible oil pump in a hydraulic path connecting a primary pulley pressure receiving chamber and a secondary pulley pressure receiving chamber. An object of the present invention is to provide an automatic transmission that can save energy in situations.

  (1) In order to achieve the above object, an automatic transmission according to the present invention includes a first pulley having a first pulley pressure receiving chamber, a second pulley having a second pulley pressure receiving chamber, and the first pulley. A belt wound around the second pulley, a hydraulic path connecting the first pulley pressure receiving chamber and the second pulley pressure receiving chamber, a reversible oil pump provided on the hydraulic path, and the hydraulic path And a sealing mechanism having a valve body that is provided on a path connecting the reversible oil pump and the first pulley pressure receiving chamber and seals the first pulley pressure receiving chamber in a closed state. .

  (2) When the valve body is in an open state, the hydraulic pressure is allowed to escape from the first pulley pressure receiving chamber, and the opening mechanism includes an opening mechanism capable of holding the valve body in the open state. preferable.

  (3) The sealing mechanism is a check valve, and the opening mechanism is an open mode in which the valve body of the check valve is restricted to a position separated from a valve seat and held in the open state, and the valve body It is preferable to have a restricting member that can be set to any one of the operation modes of the normal mode that does not restrict the position, and a drive unit that drives the restricting member.

  (4) a source pressure generating mechanism that generates a source pressure of the hydraulic pressure supplied to the hydraulic path, and a source pressure path in which the source pressure generating mechanism is installed, the source pressure path being connected to the reversible oil pump; It is preferable that the hydraulic path is connected to the second pulley pressure receiving chamber.

(5) It is preferable to have a branch path provided by branching from the hydraulic path, and a flow rate adjusting mechanism provided on the branch path.
The branch path is preferably connected to at least one of the lubricating oil line and the drain line.

  (6) The branch path is provided to be branched from the hydraulic path between the reversible oil pump and the sealing mechanism, and the main oil pump is driven by a vehicle traveling engine, and the reversible oil pump Is preferably driven by a motor.

  (7) It is preferable that the first pulley is a driving pulley and the second pulley is a driven pulley to which the rotation of the driving pulley is transmitted via the belt.

  (8) The first pulley is a driving pulley, the second pulley is a driven pulley to which the rotation of the driving pulley is transmitted via the belt, and controls the operation of the reversible oil pump. 1 control means and second control means for setting the operation mode of the check valve by controlling the operation of the drive unit, and the first control means is configured to move the driven side when downshifting. The operation of the reversible oil pump is controlled so as to supply hydraulic pressure to the pulley, and in the case of upshifting, the operation of the reversible oil pump is controlled so as to supply hydraulic pressure to the driving pulley, and the gear ratio is changed. If not, the reversible oil pump is stopped and the second control means sets the check valve in the open mode when downshifting, while not changing the gear ratio when upshifting. In this case, it is preferable that the said check valve and the normal mode.

  In the automatic transmission according to the present invention, in an automatic transmission in which a reversible oil pump is provided in a hydraulic path connecting the first pulley pressure chamber and the second pulley pressure chamber, when the gear ratio is not changed, a sealing mechanism is used. By sealing the first pulley pressure receiving chamber, it is possible to prevent hydraulic pressure leakage from the reversible oil pump, and hence hydraulic pressure leakage from the first pulley pressure receiving chamber. As a result, it is possible to prevent the hydraulic pressure of the first pulley pressure receiving chamber from decreasing due to leakage, and it is not necessary to operate the reversible oil pump to prevent hydraulic pressure leakage, and no energy is required to operate the reversible oil pump. It becomes.

  Therefore, according to the automatic transmission of the present invention, it is possible to save energy in a scene where the gear ratio is fixed.

1 is a schematic diagram illustrating an overall configuration of a continuously variable transmission as a first embodiment of the present invention. It is a schematic diagram which shows the structure of the solenoid valve which concerns on 1st Embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on 1st Embodiment of this invention. It is a schematic diagram which shows the whole structure of the continuously variable transmission as 2nd Embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on 2nd Embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
Note that each embodiment described below is merely an example, and there is no intention of excluding various modifications and technical applications that are not explicitly described in the following embodiment.
Each configuration of each of the following embodiments can be implemented with various modifications without departing from the spirit thereof, can be selected as necessary, or can be appropriately combined.

[1. First Embodiment]
[1-1. Overall configuration of continuously variable transmission]
FIG. 1 is a schematic diagram showing an overall configuration of a continuously variable transmission (automatic transmission) as a first embodiment of the present invention.

  The overall configuration of a continuously variable transmission as a first embodiment of the present invention will be described with reference to FIG.

The continuously variable transmission 100 is an automatic transmission for a vehicle, and includes a torque converter (not shown), a variator 1, a hydraulic circuit 5, and a control device 6.
The variator 1 includes a primary pulley (driving pulley) 2, a secondary pulley (driven pulley) 3, and a belt (including a chain) 4 wound around these primary pulley 2 and secondary pulley 3. It is configured.

  The primary pulley 2 has a primary shaft 23, and the primary shaft 23 is connected to a vehicle engine (not shown) via the torque converter or the like.

  The secondary pulley 3 has a secondary shaft 33 arranged in parallel with the primary shaft 23, and this secondary shaft 33 is connected to drive wheels (not shown) via a reduction mechanism, a differential mechanism, etc. (not shown). .

  The primary pulley 2 includes a fixed sheave 21 and a movable sheave 22 disposed to face the fixed sheave 21.

  The fixed sheave 21 is fixed to the primary shaft 23.

  The movable sheave 22 is provided so as to be locked in the rotational direction with respect to the primary shaft 23 and to be movable in the axial direction of the primary shaft 23.

  The sheave surface 21a of the fixed sheave 21 and the sheave surface 22a of the movable sheave 22 that face each other are formed in a conical shape in which the distance between the sheave surface 21a and the sheave increases gradually toward the outer peripheral side (outer in the radial direction). A V-shaped cross-section is formed between the surface 22a and the surface 22a.

  Similarly, the secondary pulley 3 includes a fixed sheave 31 and a movable sheave 32 disposed to face the fixed sheave 31. The fixed sheave 31 is fixed to the secondary shaft 33, and the movable sheave 32. Is provided so as to be locked in the rotational direction with respect to the secondary shaft 33 and movable in the axial direction of the secondary shaft 33.

  The sheave surface 31a of the fixed sheave 31 and the sheave surface 32a of the movable sheave 32 that face each other are formed in a conical shape in which the distance between the sheave surface 31a gradually increases toward the outer peripheral side, and between the sheave surface 31a and the sheave surface 32a. A V-shaped groove having a V-shaped cross section is formed.

  Here, a primary pulley pressure receiving chamber 24 is disposed adjacent to the movable sheave 22 of the primary pulley 2. The primary pulley pressure receiving chamber 24 is formed surrounded by a back surface 22b of the movable sheave 22 and a partition member 25 fixed to the primary shaft 23 so as to face the back surface 22b.

  Similarly, a secondary pulley pressure receiving chamber 34 is disposed adjacent to the movable sheave 32 of the secondary pulley 3. The secondary pulley pressure receiving chamber 34 is surrounded by a back surface 32b of the movable sheave 32 and a partition member 35 fixed to the secondary shaft 33 so as to face the back surface 32b.

  The movable sheave 22 moves in the axial direction on the primary shaft 23 in accordance with the hydraulic pressure supplied into the primary pulley pressure receiving chamber 24, and the span of the V groove, that is, the sheave surface 21 a of the fixed sheave 21 and the sheave of the movable sheave 22. The distance between the surface 22a is changed, and the effective diameter of the primary pulley 2 (the winding radius of the belt 4 with respect to the primary pulley 2) Rp is adjusted.

  Similarly, the movable sheave 32 moves in the axial direction on the secondary shaft 33 according to the hydraulic pressure supplied into the secondary pulley pressure receiving chamber 34, and the V groove span, that is, the sheave surface 31 a of the fixed sheave 31 and the movable sheave 31. The effective diameter of the secondary pulley 3 (the winding radius of the belt 4 with respect to the secondary pulley 3) Rs is adjusted by changing the distance between the 32 sheave surfaces 32a.

  As described above, the effective diameter Rp of the primary pulley 2 and the effective diameter Rs of the secondary pulley 3 are changed by the hydraulic pressure supplied to the primary pulley pressure receiving chamber 24 and the secondary pulley pressure receiving chamber 34, thereby changing the speed of the continuously variable transmission 100. The ratio is changed.

  The continuously variable transmission 100 is provided with the hydraulic circuit 5 for supplying hydraulic pressure to the primary pulley pressure receiving chamber 24 and the secondary pulley pressure receiving chamber 34.

  The hydraulic circuit 5 includes an oil pan 51, a main oil pump 52, a pressure regulating valve 53, a sub oil pump 54, a check valve (sealing mechanism) 55, an electromagnetic drive device (opening mechanism) 56, a source pressure path 5a, and a hydraulic path 5c. And is configured.

  The original pressure path 5a is a path for supplying the line pressure P0 to the hydraulic path 5c, and the oil path 5a1 that connects the oil pan 51 and the main oil pump 52, and the oil that connects the main oil pump 52 and the pressure regulating valve 53. An oil passage connected to the passage 5a2 and an intermediate portion (hereinafter also referred to as a connecting portion) 5c3 'of an oil passage 5c3, which will be described later, constituting the hydraulic passage 5c and communicating the oil passage 5c3 (hydraulic passage 5c) and the pressure regulating valve 53. 5a3.

  The hydraulic path 5 c connects the primary hydraulic chamber 24 and the secondary hydraulic chamber 34, and includes an oil passage 5 c 1 that connects the primary pulley pressure receiving chamber 24 and the check valve 55, a check valve 55, and a sub oil pump 54. And an oil passage 5c3 that communicates between the sub oil pump 54 and the secondary pulley pressure receiving chamber 34.

  The hydraulic circuit 5 will be further described. The main oil pump 52 is driven by the vehicle running engine, and pumps oil sucked from the oil pan 51 via the oil passage 5a1 to the oil passage 5a2.

  The oil sent from the main oil pump 52 to the oil passage 5a2 is regulated to the line pressure P0 by the pressure regulating valve 53.

  The hydraulic pressure (hereinafter referred to as “primary pressure”) Pp supplied to the primary pulley pressure receiving chamber 24 and the hydraulic pressure (hereinafter referred to as “secondary pressure”) Ps supplied to the secondary pulley pressure receiving chamber 34 are sub-oil pumps 54 with the line pressure P0 as the original pressure. Is regulated by.

  Therefore, the main oil pump 52 and the pressure regulating valve 53 constitute the original pressure generating mechanism of the present invention.

  In the hydraulic path 5 c, a sub oil pump 54 is provided between the connection portion 5 c 3 ′ with the original pressure path 5 a and the primary pulley pressure receiving chamber 24. In other words, the original pressure path 5 a is connected to the hydraulic path 5 c between the sub oil pump 54 and the secondary pulley pressure receiving chamber 34.

  Further, a check valve 55 is provided in the hydraulic path 5c between the sub oil pump 54 and the primary pulley pressure chamber 24 to prevent the flow of oil from the primary pulley pressure chamber 24 to the sub oil pump 54 in the natural state. It has been. Here, the natural state means a state in which the check valve 55 is not held in an open state by an electromagnetic driving device 56 described in detail later.

  An oil passage 5b is connected to an intermediate portion 5a3 'of the oil passage 5a3, and oil from the oil passage 5a3 (original pressure passage 5a) is lubricated by the continuously variable transmission 100 via the oil passage 5b. It is supplied as lubricating oil to necessary locations (for example, sheave surfaces 21a, 22a, 31a, 32a) (hereinafter, oil passage 5b is also referred to as lubricating oil passage 5b).

  In addition, a return oil passage (not shown) is provided between the above-described portion requiring lubrication and the oil pan 51, and the oil after lubrication is returned to the oil pan 51.

[1-2. Details of sub oil pump, check valve and electromagnetic drive unit]
FIG. 2 is a schematic diagram showing the configuration of the electromagnetic valve according to the first embodiment of the present invention.
With reference to FIG. 2 in addition to FIG. 1, the sub oil pump 54, the check valve 55, and the electromagnetic drive device 56, which are the main parts of the continuously variable transmission as the first embodiment of the present invention, will be described.

  In this embodiment, the sub oil pump 54 is an electric pump that is driven by an electric motor (not shown), and electric power is supplied to the electric motor from an in-vehicle battery (not shown).

  The sub oil pump 54 is a reversible pump. The reversible pump referred to in the present invention means a pump capable of selectively pumping fluid in either one of a first direction and a second direction different from the first direction. A specific example of the reversible pump is a vane pump capable of rotating a rotor shaft for sending out oil in the reverse direction.

  Therefore, the sub oil pump 54 can selectively perform both the pressure feeding of the oil toward the primary pulley pressure receiving chamber 24 and the pressure feeding of the oil toward the secondary pulley pressure receiving chamber 34.

  As described above, the check valve 55 is a valve having a function of blocking the flow of oil from the primary pulley pressure receiving chamber 24 toward the sub oil pump 54 in a natural state, and is a normal mode that is brought into a natural state by the electromagnetic drive device 56. And the operation mode is changed to any one of the open mode.

  In other words, the check valve 55 is forcibly held in an open state that allows both inflow and outflow of oil to the primary pulley pressure receiving chamber 24 in the open mode, and in the normal mode, oil is supplied to the primary pulley pressure receiving chamber 24. While it is in an open state with respect to inflow, it is in a closed state with respect to the outflow of oil from the primary pulley pressure receiving chamber 24.

  Specifically, as shown in FIG. 2, the check valve 55 includes a valve body 55a and a valve seat 55b.

  The valve body 55a is movable between a valve opening position (position shown in FIG. 2) separated from the valve seat 55b and a valve closing position seated on the valve seat 55b.

  The electromagnetic drive device 56 is disposed on the opposite side of the valve body 55a with respect to the valve seat 55b, and includes a solenoid part (drive part) 56a and a drive shaft (regulation member) 56b.

  As will be described later, the solenoid unit 56a responds to a control command from the control device 6, and the drive shaft 56b is moved to the solenoid unit 56a side from the valve seat 55b in the first position (the solid line in FIG. 2). And a second position (a position indicated by a broken line in FIG. 2) where the tip of the valve seat 55b extends from the valve seat 55b.

  At the first position of the drive shaft 56b, the drive shaft 56b does not contact the valve body 55a of the check valve 55. Therefore, the valve body 55a is in a free state in which movement is not restricted by the drive shaft 56b, and the check valve 55 is in the normal mode.

  At the second position of the drive shaft 56b, the drive shaft 56b contacts the valve body 55a. Accordingly, the valve body 55a is pushed out by the drive shaft 56b and held in an open state separated from the valve seat 55b, and the check valve 55 is in the open mode.

[1-3. Control device]
The configuration of the control device 6 will be described with reference to FIG.

  FIG. 3 is a block diagram showing the configuration of the control device according to the first embodiment of the present invention.

  The control device 6 includes a target gear ratio calculation unit 6a, an actual gear ratio calculation unit 6b, a gear ratio change determination unit 6c, a sub oil pump control unit (first control unit) 6d, and a solenoid control unit (second control unit) 6e. I have. The target gear ratio calculation unit 6a, the actual gear ratio calculation unit 6b, the gear ratio change determination unit 6c, the sub oil pump control unit 6d, and the solenoid control unit 6e may be configured by separate hardware (control devices). .

  The control device 6 receives detection signals from various sensors such as a vehicle speed sensor 61, a primary rotation sensor 62, a secondary rotation sensor 63, a throttle opening sensor 64, and an accelerator opening sensor 65.

  The vehicle speed sensor 61 detects the vehicle speed V, the primary rotation sensor 62 detects the rotation speed of the primary pulley 2 (hereinafter referred to as primary rotation speed) Np, and the secondary rotation sensor 63 detects the rotation speed of the secondary pulley 3 (hereinafter referred to as secondary rotation). Ns is detected, the throttle opening sensor 64 detects the throttle opening TV, and the accelerator opening sensor 65 detects the accelerator opening (accelerator pedal depression amount) Ac.

  The target gear ratio calculation unit 6a calculates the target gear ratio ip * based on the vehicle speed V, the primary rotation speed Np, and the throttle opening TV.

  The actual gear ratio calculation unit 6b calculates the actual gear ratio ip based on the primary rotation speed Np and the secondary rotation speed Ns.

  The gear ratio change determination unit 6c acquires the target gear ratio ip * from the target gear ratio calculation unit 6a and the actual gear ratio ip from the actual gear ratio calculation unit 6b. The actual gear ratio ip and the target gear ratio ip Based on *, it is determined whether to change the gear ratio to the low side (downshift), to change the gear ratio to the high side (upshift), or to maintain the current gear ratio.

  Specifically, the gear ratio change determination unit 6c determines that the target gear ratio ip * is smaller than the actual gear ratio ip, and the absolute value of the difference between the target gear ratio ip * and the actual gear ratio ip is a predetermined value Δipd (Δipd > 0) (ip * <ip, | ip * −ip |> Δipd), it is determined that an upshift is performed, and the target speed ratio ip * is larger than the actual speed ratio ip, and the target speed ratio ip *. If the absolute value of the difference between the actual speed ratio ip and the actual speed ratio ip is larger than the predetermined value Δipd (ip *> ip, | ip * −ip |> Δipd), it is determined that the downshift occurs, and the target speed ratio ip * and the actual speed ratio ip * When the absolute value of the difference from the gear ratio ip is equal to or smaller than a predetermined value Δipd (| ip * −ip | ≦ Δipd), it is determined that the gear ratio is not changed.

  Further, the gear ratio change determination unit 6c acquires the accelerator opening degree Ac from the accelerator opening degree sensor 65, and when the accelerator pedal is depressed based on the accelerator opening degree Ac, the depression amount of the accelerator pedal or the depression of the accelerator pedal is determined. If the speed is equal to or higher than the predetermined speed and the downshift is not prohibited, it is determined that a step down downshift (hereinafter referred to as a step down) is performed.

  Note that kickdown is a subordinate concept of stepping down, and a downshift executed when the accelerator pedal is fully depressed (when the accelerator opening is maximum) is called kickdown.

  The sub oil pump control unit 6d acquires the determination result information Sc from the transmission ratio change determination unit 6c, and controls the sub oil pump 54 based on the determination result information Sc.

  Specifically, when the determination result information Sc indicates a downshift, the oil is pumped in the direction indicated by the arrow Ad in FIG. 1 (that is, the secondary pulley 3 side, hereinafter also referred to as the downshift direction Ad). Thus, the operation of the sub oil pump 54 is controlled.

  Further, when the determination result information Sc indicates that the sub-oil pump control unit 6d is to upshift, the sub oil pump control unit 6d supplies oil in the direction indicated by the arrow Au (that is, the primary pulley 2 side, hereinafter also referred to as the upshift direction Au). Pump.

  The sub oil pump control unit 6d stops the sub oil pump 54 when the determination result information Sc indicates that the speed ratio is not changed.

  Here, if the frictional force between the primary pulley 2 and the belt 4 or the frictional force between the secondary pulley 3 and the belt 4 is smaller than the driving force on the belt 4 (hereinafter referred to as belt driving force), the belt slip occurs. May occur.

  Therefore, a pressure for applying a pulley, that is, a hydraulic pressure that applies a pulley thrust so that the frictional force between the primary pulley 2 and the belt 4 and the frictional force between the secondary pulley 3 and the belt 4 do not fall below the belt driving force. Is set according to the engine torque.

The control device 6 includes a pressure regulating valve control unit (not shown) that controls the opening degree of the pressure regulating valve 53 (that is, adjusts the line pressure P0). The sub oil pump control unit 6d, in addition to the start and stop control of the sub oil pump 54 and the control in the pressure feeding direction, cooperates with the pressure regulating valve control unit so that the primary pressure Pp and the secondary pressure Ps have the lower limit value Pmin. The output of the sub oil pump 54 is controlled so as not to fall below.
For example, when the oil is pumped in the upshift direction Au by the sub oil pump 54 during the upshift, the secondary pressure Ps is reduced by the suction of the sub oil pump 54. The opening of the pressure valve 53 is controlled to increase the line pressure P0.

  The solenoid control unit 6e acquires the determination result information Sc from the gear ratio change determination unit 6c, and controls the check valve based on the determination result information Sc.

  Specifically, when the determination result information Sc is downshifted, the solenoid control unit 6e controls the electromagnetic driving device 56 to set the check valve 55 to the open mode.

  As a result, the check valve 55 is forcibly opened to allow oil to flow in the downshift direction Ad (that is, to allow oil to flow from the primary pulley pressure receiving chamber 24 to the secondary pulley pressure receiving chamber 34). Downshift is possible.

  Further, when the determination result information Sc is to be upshifted, the solenoid control unit 6e controls the electromagnetic drive device 56 to set the check valve 55 to the normal mode.

  As a result, the check valve 55 is opened due to the action of hydraulic pressure for the oil flow in the upshift direction Au (that is, the inflow of oil from the secondary pulley pressure receiving chamber 34 to the primary pulley pressure receiving chamber 24). Upshifts are possible.

  Further, when the determination result information Sc indicates that the speed ratio is not changed, the solenoid control unit 6e controls the electromagnetic drive device 56 to set the check valve 55 to the normal mode.

  As a result, the check valve 55 is closed with respect to the oil flow in the downshift direction Ad, so that oil leakage from the primary pulley pressure receiving chamber 24 is prevented.

[1-4. Shift control]
When downshifting is performed, the check valve 55 is set to the open mode, and the operation of the sub oil pump 54 is controlled so as to pump oil in the downshift direction Ad.

  As a result, oil is supplied from the primary pulley pressure receiving chamber 24 to the secondary pulley pressure receiving chamber 34 via the check valve 55 that is forcibly opened, and oil is also supplied from the source pressure path 5 a to the secondary pulley pressure receiving chamber 34. Supplied, the primary oil pressure Pp decreases while the secondary pressure Ps increases.

  Therefore, the movable sheave 32 moves to the fixed sheave 31 side, the effective diameter Rs of the secondary pulley 3 is increased, and the effective diameter Rp of the primary pulley 2 is decreased, thereby downshifting.

  When the upshift is performed, the check valve 55 is set to the normal mode and is in an open state with respect to the oil flow in the upshift direction Au, and the sub oil pump 54 performs the oil in the upshift direction Au. The operation is controlled to pump.

  As a result, oil is supplied from the secondary pulley pressure receiving chamber 34 and the original pressure path 5a to the primary pulley pressure receiving chamber 24 via the check valve 55, and the primary pressure Pp increases while the secondary pressure Ps decreases.

  Therefore, the primary pressure Pp rises, the movable sheave 22 moves to the fixed sheave 21 side, the effective diameter Rp of the primary pulley 2 increases, the effective diameter Rs of the secondary pulley 3 decreases, and the upshift is performed. .

  When the speed ratio is not changed (when the speed ratio is fixed), the check valve 55 is controlled to the normal mode and is closed with respect to the oil flow in the downshift direction Ad, and the sub oil pump 54 is closed. Is stopped.

  As a result, the primary pressure Pp and the secondary pressure Ps are respectively maintained, the effective diameter Rp of the primary pulley 2 and the effective diameter Rs of the secondary pulley 3 are respectively maintained, and consequently the transmission ratio is maintained.

  At this time, since the line pressure P0 is supplied to the secondary pulley pressure receiving chamber 34 via the original pressure path 5a, the hydraulic pressure leaking from the secondary pulley pressure receiving chamber 34 via the sub oil pump 54 is covered, and the secondary pressure Ps is maintained. The line pressure P0 and thus the secondary pressure Ps are regulated by the pressure regulating valve 53 so as to exceed the lower limit Pmin.

[1-5. Action / Effect]
In the continuously variable transmission 100 according to the first embodiment of the present invention, the check valve 55 is set to the normal mode when the gear ratio is not changed. In the normal mode, the check valve 55 is in a closed state with respect to the flow of oil from the primary pulley pressure receiving chamber 24 toward the secondary pulley pressure receiving chamber 34, so that the hydraulic pressure from the primary pulley pressure receiving chamber 24 passes through the sub oil pump 54. Can be prevented from leaking.

  Accordingly, it is unnecessary to operate the sub oil pump 54 in order to prevent the hydraulic pressure from the primary pulley pressure receiving chamber 24 from leaking, and power consumption for operating the sub oil pump 54 which is an electric pump is reduced. It becomes unnecessary.

  Therefore, according to the continuously variable transmission 100 of the first embodiment of the present invention, it is possible to save energy in a scene where the transmission gear ratio is fixed.

  When downshifting, the drive shaft 56b of the electromagnetic drive device 56 is extended to place the check valve 55 in the open mode (forcibly opened), so that the primary pulley pressure receiving chamber 24 and the secondary pulley pressure receiving chamber are set. Since the flow of oil toward 34 is allowed, it is possible to downshift by supplying hydraulic pressure to the secondary pulley pressure receiving chamber 34 while saving energy in a situation where the gear ratio is fixed.

  Further, when downshifting, oil is pumped toward the secondary pulley pressure receiving chamber 34 by the sub oil pump 54, so that the secondary pulley pressure receiving chamber 34 can be quickly boosted, and the downshift can be performed early. Can do.

  For example, scenes that require early execution of downshifting include acceleration when kicking down when overtaking on a highway, or gear ratio is shifted to the low side before suddenly decelerating and stopping. There is a scene (hereinafter referred to as LOW return).

  In a kick-down scene, the engine speed is often low at the start of a shift, and in a scene where the engine decelerates rapidly, the engine speed decreases at a stretch during the shift. For this reason, in such a situation where kick-down or LOW return is performed, it is assumed that only the engine-driven main oil pump 52 cannot secure the output necessary to complete the downshift early.

  Since the continuously variable transmission 100 of this embodiment includes an electric sub oil pump 54, the sub oil pump 54 secures necessary hydraulic pressure even in a situation where kick down or LOW return is performed. You can downshift early.

  In the continuously variable transmission 100, the main pressure path 5a for supplying the line pressure P0, which is the main pressure, is connected to the hydraulic path 5c between the sub oil pump 54 and the secondary pulley pressure receiving chamber 34. Here, since the check valve 55 is provided in the hydraulic path 5c between the sub oil pump 54 and the primary pulley pressure receiving chamber 24, the check valve 55 is located upstream of the check valve 55 with respect to the supply of the original pressure. The sub oil pump 54 is arranged.

  Since the sub oil pump 54 is stopped when the gear ratio for sealing the primary pulley pressure receiving chamber 24 is fixed, the presence of the sub oil pump 54 in the upstream stop state causes the check valve 55 to be connected to the main pressure path 5a. The supplied original pressure hardly acts.

  Contrary to this configuration, assuming that the source pressure path 5a is connected to the hydraulic path 5c between the sub oil pump 54 and the primary pulley pressure receiving chamber 24, the source pressure from the source pressure path 5a is Since it acts directly on the check valve 55, the check valve 55 is opened. For this reason, in order to seal the primary pulley pressure receiving chamber 24 when the transmission ratio is fixed, the sub oil pump 54 must be driven in the downshift direction Ad in order to cancel the original pressure.

  Therefore, by connecting the original pressure path 5a to the hydraulic path 5c between the sub oil pump 54 and the secondary pulley pressure receiving chamber 34, as described above, the operation of the sub oil pump 54 when the speed ratio is fixed is performed. It is unnecessary.

  Here, as a typical scene where it is desired to fix the gear ratio, there is a case of constant speed traveling on a highway. Since it is high-speed traveling on an expressway, the gear ratio is fixed at the highest (minimum gear ratio). Since the gear ratio is the highest, the primary pressure Pp is higher than the secondary pressure Ps.

  Since the check valve 55 seals the primary pulley pressure receiving chamber 24 when the transmission ratio is fixed, the high primary pressure Pp can be held by the check valve 55 without operating the sub oil pump 54.

  If the check valve 55 is used to seal not the high pressure primary pulley pressure receiving chamber 24 but the low pressure secondary pulley pressure receiving chamber 34 when the speed ratio is fixed, the primary pressure Pp is increased to a high level while the speed ratio is fixed. In order to maintain the pressure, the line pressure P 0 must be increased by the sub oil pump 54 and continuously supplied to the primary pulley pressure receiving chamber 24.

  When the high pressure primary pulley pressure receiving chamber 24 is sealed by the check valve 55 as in the present embodiment, the secondary pressure Ps supplied to the secondary pulley pressure receiving chamber 34 is low while the speed ratio is fixed. Therefore, it is not necessary to increase the line pressure P0 by the sub oil pump 54, or even if the line pressure P0 is increased by the sub oil pump 54, the amount of increase is small.

  In other words, the primary pulley pressure receiving chamber 24 is used as a target sealed by the check valve 55, so that the gear ratio can be fixed more efficiently than in the case where the target sealed by the check valve 55 is the secondary pulley pressure receiving chamber 34.

[2. Second Embodiment]
[2-1. Overall configuration of continuously variable transmission]
The overall configuration of a continuously variable transmission as a second embodiment of the present invention will be described with reference to FIG. The same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 4 is a schematic diagram showing an overall configuration of a continuously variable transmission as a second embodiment of the present invention.

  As shown in FIG. 4, the continuously variable transmission 100A of the second embodiment is different from the continuously variable transmission 100 (see FIG. 1) of the first embodiment in (1) the check valve 55 and the sub-transmission. A point where a branch path 5g is provided from the hydraulic path 5c between the oil pump 54 and (2) a lubricating oil path provided by branching from an intermediate portion 5a3 'of the oil path 5a3 (original pressure oil path 5a). There are three differences: the point 5b is deleted (see FIG. 1), and (3) the sub oil pump 54A, which is a reversible oil pump, is driven by a motor generator having a power generation function.

  In the branch path 5g, an oil path 5g1, a spool valve 57 as a flow rate adjusting mechanism, and an oil path 5g2 are provided in this order from the upstream side in the oil flow direction, and a flow rate sensor 66 is provided in the oil path 5g2.

  The spool valve 57 includes a cylindrical sleeve 57a and a spool 57d that is movable in the axial direction B of the sleeve 57a in a valve chamber in the sleeve 57a.

  An inlet port 57b and an outlet port 57c penetrating inward and outward are formed on the cylindrical peripheral surface of the sleeve 57a.

  By adjusting the position of the spool 57d in the axial direction B, the opening degree of the inlet port 57b and the outlet port 57c and the flow rate of oil flowing from the outlet port 57c can be adjusted.

  The position of the spool 57d in the axial direction B is adjusted by adjusting the pilot pressure acting on the end of the spool 57d in the axial direction B. The pilot pressure is adjusted by controlling the opening of a pilot pressure adjustment valve provided in the pilot pressure line (the pilot pressure line and the pilot pressure adjustment valve are not shown).

  The flow sensor 66 detects the oil amount F flowing through the branch path 5g in the oil path 5g2 on the downstream side of the spool valve 57.

  Although not shown, the oil passage 5g2 branches into a lubricating oil passage and a drain oil passage. Since the oil path 5g1 and the oil path 5g2 (branch path 5g) also serve as the lubricating oil path, the lubricating oil path 5b provided by branching from the original pressure path 5a in the first embodiment is as described above in the present embodiment. It has been deleted.

  Other configurations (except for the control device 6A described later) are the same as those in the first embodiment, and the description thereof is omitted.

[2-2. Control device]
The configuration of the control device 6A will be described with reference to FIG.
FIG. 5 is a block diagram showing a configuration of a control device according to the second embodiment of the present invention.

  As shown in FIG. 5, the control device 6 </ b> A according to the second embodiment has an oil amount F from the flow rate sensor 66 and an engine rotation speed sensor 67 with respect to the control device 6 (see FIG. 3) according to the first embodiment. The difference is that the engine rotational speed Ne is input, and a spool valve control unit 6f for controlling the opening degree of the spool valve 57 is provided.

  The spool valve control unit 6f controls the opening degree of the spool valve 57 based on the oil amount F and the engine rotational speed Ne (specifically, a pilot pressure adjustment valve that regulates the pilot pressure supplied to the spool valve 57). ).

  Specifically, the spool valve control unit 6f feedback-controls the pilot pressure of the spool valve 57 based on the oil amount F detected by the flow sensor 66 so that the lubricating oil becomes an appropriate amount.

  Further, the spool valve controller 6f increases the opening degree of the inlet port 57b and the outlet port 57c as the engine rotational speed Ne increases.

  That is, as the engine rotational speed Ne increases, the flow rate of oil pumped from the engine-driven main oil pump 52 (see FIG. 4) causes the oil pressure Pp of the primary pulley pressure receiving chamber 24 and the oil pressure Ps of the secondary pulley pressure receiving chamber 34 to be increased. When the flow rate is higher than the necessary flow rate to obtain, excess oil is allowed to flow as a drain into the branch path 5g and further to the drain oil path ahead.

[2-3. Action / Effect]
In the continuously variable transmission 100A according to the second embodiment of the present invention, a branch path 5g branched from the hydraulic path 5c and connected to a drain oil path or a lubricating oil path is provided, and a spool valve 57 is interposed in the branch path 5g. Therefore, by controlling the opening degree of the spool valve 57, the drain oil amount and the lubricating oil amount can be made appropriate.

  Further, when traveling at a high speed and a constant speed, the transmission ratio is fixed, so that the sub oil pump 54A is stopped from being driven by the motor generator, but is pumped from the main oil pump 52 driven by the engine. Of the oil, excess oil passes through the sub oil pump 54A, and then flows as a drain through the spool valve 57 to the branch path 5g and further to the drain oil path ahead.

  By using the motor mounted on the sub oil pump 54A as a motor generator as in this embodiment, the motor generator can be driven by the excess oil to generate electric power. By storing this generated power in a battery, excess work of the main oil pump 52 can be recovered as electricity.

[3. Others]
(1) In the said embodiment, although the 1st pulley of this invention was made into the primary pulley 2 which is a drive side pulley, it is good also considering the 1st pulley of this invention as the secondary pulley 3. FIG.

  That is, instead of providing a sealing mechanism such as a check valve 55 on the primary pulley 2 side, a sealing mechanism such as a check valve may be provided on the secondary pulley 3 side. In this case, the check valve in the natural state is in an open state with respect to the oil flow in the downshift direction Ad, and is in a closed state with respect to the oil flow in the upshift direction Au.

  Thus, when sealing the secondary pulley 3 with a sealing mechanism, it is preferable to provide an opening mechanism for forcibly opening the sealing mechanism when upshifting.

  Alternatively, a sealing mechanism and an opening mechanism may be provided on the primary pulley 2 side, and a sealing mechanism and an opening mechanism may be provided on the secondary pulley 3 side.

  (2) In the above embodiment, the sealing mechanism is configured by the check valve 55 and the opening mechanism is the electromagnetic drive device 56 that separates the valve body 55a of the check valve 55 from the valve seat 55b. The opening mechanism is not limited to the electromagnetic drive device 56, and is not limited to the stop valve.

  For example, in the above-described embodiment, an open / close control valve (for example, a general solenoid-driven open / close control valve) that simply opens and closes the hydraulic path 5c at the position where the check valve 55 is disposed, instead of the check valve 55. ) May be provided.

  This open / close control valve is opened during downshifts and upshifts, and is closed when the gear ratio is fixed. In this case, the opening / closing control valve constitutes both a sealing mechanism and an opening mechanism.

  (3) In the above-described embodiment, the sub oil pump 54 is driven by the electric pump. However, the sub oil pump 54 may be driven by the vehicle running engine in the same manner as the main oil pump 52.

  When the sub oil pump 54 is driven by an engine for driving a vehicle, a clutch is provided between the sub oil pump 54 and the engine. Need to be fixed.

  Furthermore, it is necessary to provide a reversing mechanism to reverse the rotation of the engine so that the sub oil pump 54 can be rotated in the reverse direction.

  Even in this case, it is not necessary to drive the sub oil pump 54 by the engine in a scene where the transmission gear ratio is fixed, and the engine load can be reduced to save energy.

1 Variator 2 Primary pulley (first pulley, drive pulley)
3 Secondary pulley (second pulley, driven pulley)
4 Belt 5 Hydraulic circuit 5a Original pressure path 5a3 'Intermediate part of oil path 5a3 5b Lubricating oil path 5c Hydraulic path 5c3' Intermediate part of oil path 5c3 5g Branch path 6, 6A Control device 6c Gear ratio change determination part 6d Sub oil pump Control unit (first control means)
6e Solenoid control unit (second control means)
21 Fixed sheave of primary pulley 2 (first fixed sheave)
21a Sheave surface of fixed sheave 21 22 Movable sheave of primary pulley 2 (first movable sheave)
23 Primary shaft 24 Pressure receiving chamber of primary pulley 2 (first pulley pressure receiving chamber, primary pulley pressure receiving chamber)
31 Secondary sheave 3 fixed sheave (second fixed sheave)
31a Sheave surface of fixed sheave 31 32 Movable sheave of secondary pulley 3 (second movable sheave)
33 Secondary shaft 34 Pressure receiving chamber of secondary pulley 3 (second pulley pressure receiving chamber, secondary pulley pressure receiving chamber)
52 Main oil pump 53 Pressure regulating valve 54, 54A Sub oil pump (reversible oil pump)
55 Check valve (sealing mechanism)
55a Valve body of check valve 55 55b Valve seat of check valve 55 56 Electromagnetic drive device (opening mechanism)
56a Solenoid part (drive part) of electromagnetic drive device 56
56b Drive shaft (regulator member) of the electromagnetic drive device 56
57 Spool valve (flow rate adjustment mechanism)
100,100A continuously variable transmission Au upshift direction Ad downshift direction

(8) The first pulley is a driving pulley, the second pulley is a driven pulley to which the rotation of the driving pulley is transmitted via the belt, and controls the operation of the reversible oil pump. comprising a first control means, and second control means for setting the operation mode before Kigyakutomeben, the first control means, in the case of downshifting, the to supply oil pressure to the driven pulley When the operation of the reversible oil pump is controlled and upshifted, the operation of the reversible oil pump is controlled to supply hydraulic pressure to the driving pulley, and when the speed ratio is not changed, the reversible oil pump is controlled. The second control means sets the check valve in the open mode when downshifting, and sets the check valve in the normal mode when upshifting or when changing the gear ratio. It is preferable that the.

Claims (8)

A first pulley having a first pulley pressure receiving chamber;
A second pulley having a second pulley pressure receiving chamber;
A belt wound around the first pulley and the second pulley;
A hydraulic path connecting the first pulley pressure receiving chamber and the second pulley pressure receiving chamber;
A reversible oil pump provided on the hydraulic path;
A sealing mechanism provided on a path connecting the reversible oil pump and the first pulley pressure chamber in the hydraulic path, and having a valve body that seals the first pulley pressure chamber in a closed state. The automatic transmission is a feature. The valve body allows the hydraulic pressure to escape from the first pulley pressure receiving chamber when in the open state,
The automatic transmission according to claim 1, further comprising an opening mechanism capable of holding the valve body in the opened state. The sealing mechanism is a check valve;
The release mechanism is in an operation mode of either an open mode in which the valve body of the check valve is separated from a valve seat and held in the open state, or a normal mode in which the position of the valve body is not restricted. The automatic transmission according to claim 2, further comprising a settable restricting member and a drive unit that drives the restricting member. An original pressure generating mechanism for generating an original pressure of hydraulic pressure supplied to the hydraulic path;
A source pressure path in which the source pressure generating mechanism is installed,
The automatic transmission according to any one of claims 1 to 3, wherein the original pressure path is connected to the hydraulic path between the reversible oil pump and the second pulley pressure receiving chamber. Machine. A branch path provided by branching from the hydraulic path;
The continuously variable transmission according to any one of claims 1 to 4, further comprising a flow rate adjusting mechanism provided on the branch path. The branch path is provided to branch from the hydraulic path between the reversible oil pump and the sealing mechanism,
The main oil pump is driven by a vehicle running engine,
The automatic transmission according to claim 5, wherein the reversible oil pump is driven by a motor. The first pulley is a driving pulley, and the second pulley is a driven pulley to which the rotation of the driving pulley is transmitted via the belt. The automatic transmission according to one item. The first pulley is a driving pulley, the second pulley is a driven pulley to which rotation of the driving pulley is transmitted via the belt;
First control means for controlling the operation of the reversible oil pump, and second control means for setting the operation mode of the check valve by controlling the operation of the drive unit,
The first control means controls the operation of the reversible oil pump so as to supply hydraulic pressure to the driven pulley when downshifting, and supplies hydraulic pressure to the driving pulley when upshifting. If the operation of the reversible oil pump is controlled so as not to change the gear ratio, the reversible oil pump is stopped,
The second control means sets the check valve in the open mode when downshifting, and sets the check valve in the normal mode when upshifting or when changing the gear ratio. The automatic transmission according to claim 3, wherein the automatic transmission is characterized.

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