JP2017096456A - Line pressure control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable proper control to a line pressure providing no hindrance to operation of plural hydraulic oil utilization parts with a simple configuration.SOLUTION: A line pressure control device 60 controls a line pressure in a dual clutch device 20 which has a first clutch 21 (first hydraulic oil chamber 26A) using supplied hydraulic oil, and a second clutch 22 (second hydraulic oil chamber 29A ). The line pressure control device is configured to have: linear solenoid valves 65, 66 which are provided respectively corresponding to the first hydraulic oil chamber 26A and the second hydraulic oil chamber 29A, and adjust and supply hydraulic oil of the line pressure to the first hydraulic oil chamber 26A and the second hydraulic oil chamber 29A; a shuttle valve 67 selecting and outputting hydraulic oil of a highest pressure between hydraulic pressures of hydraulic oil supplied to the first hydraulic oil chamber 26A and the second hydraulic oil chamber 29A; and a relief valve 68 adjusting the line pressure such that it becomes equal to or lower than a pressure which is higher by a predetermined pressure than the hydraulic oil outputted by the shuttle valve 67.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a line pressure control device that controls the line pressure of a hydraulic fluid device having a plurality of hydraulic fluid utilization units that adjust and use the line pressure independently.

  2. Description of the Related Art Conventionally, there is known a dual clutch device that has two clutches capable of connecting and disconnecting power from a drive source such as an engine by hydraulic oil pressure, and that can switch a drive force transmission path from the drive source to the transmission to two systems It has been.

  In order to control the connection / disconnection of each clutch of such a dual clutch device independently, for example, a linear solenoid valve is provided corresponding to each clutch, and each linear solenoid valve adjusts the hydraulic oil of the line pressure independently. Thus, hydraulic oil devices that are supplied to each clutch are used.

  If the line pressure is always maintained at a high pressure in the hydraulic oil device, a large amount of power for driving the hydraulic pump is required, and there is a problem that energy is wasted.

  On the other hand, for example, Patent Literature 1 discloses a technique for suppressing the source pressure from becoming higher than necessary.

JP 2013-2480 A

  In the case of controlling the line pressure, for example, the hydraulic oil device may be provided with a relief valve and a linear solenoid valve that supplies a pilot pressure for controlling the pressure at which the relief valve relieves. Thus, when the linear solenoid valve is provided, there is a problem that the cost is increased, and a process for controlling the linear solenoid valve by the control unit must be executed.

  Furthermore, when there are multiple hydraulic oil use sections that are used by adjusting the line pressure, it is necessary to adjust the line pressure so that the operation of each hydraulic oil use section does not hinder the operation. The line pressure necessary for operation must be specified and the line pressure must be adjusted, which further increases the cost.

  Then, an object of this invention is to provide the technique which can be appropriately controlled by the simple structure with the line pressure which does not have trouble in operation | movement of a some hydraulic oil utilization part.

  In order to achieve the above-mentioned object, a line pressure control device according to an aspect of the present invention is a line pressure control device that controls a line pressure in a hydraulic oil device having a plurality of hydraulic oil utilization units that use supplied hydraulic oil. A plurality of hydraulic oil amount adjustment valves that are provided corresponding to each of the operating part use units, adjust the hydraulic oil of the line pressure, and supply the corresponding hydraulic oil use units, and a plurality of hydraulic oil amount adjustments A selection output unit that selects and outputs the hydraulic oil having the highest pressure among the hydraulic oil pressures supplied to each hydraulic oil utilization unit from the valve, and the line pressure is higher than the hydraulic oil output by the selection output unit. A line pressure adjusting valve that adjusts the pressure to be equal to or lower than a high pressure by a predetermined pressure.

  In the line pressure control device, the selection output unit may include at least one shuttle valve that outputs hydraulic oil having a high pressure among the hydraulic oils supplied to the two hydraulic oil utilization units.

  In the above line pressure control device, the hydraulic oil device is a dual clutch device having a first clutch and a second clutch that can switch a driving force transmission path from the drive source to the transmission between two systems. The part may be a first clutch and a second clutch.

  In the line pressure control device, the hydraulic oil amount adjustment valve may be a linear solenoid valve.

  The line pressure control device further includes a relief valve for relieving the hydraulic oil of the line pressure so that the line pressure becomes an allowable maximum pressure when the line pressure becomes higher than a predetermined allowable maximum pressure. May be.

  ADVANTAGE OF THE INVENTION According to this invention, it can control appropriately by the simple structure to the line pressure which does not have trouble in operation | movement of a some hydraulic oil utilization part.

It is a typical lineblock diagram showing a dual clutch type transmission provided with a dual clutch device concerning one embodiment of the present invention. It is a block diagram of the hydraulic-oil control apparatus which concerns on one Embodiment of this invention. It is a block diagram of the hydraulic-oil control apparatus which concerns on the modification of this invention.

  Hereinafter, a line pressure control device according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram showing a dual clutch transmission including a dual clutch device according to an embodiment of the present invention.

  The dual clutch transmission 1 is connected to an output shaft 11 of an engine 10 that is a drive source.

  The dual clutch transmission 1 includes a dual clutch device 20 as an example of a hydraulic oil device having first and second clutches 21 and 22, and a transmission mechanism 30.

  The first clutch (hydraulic oil utilization unit) 21 is, for example, a wet multi-plate clutch, and rotates integrally with the clutch hub 23 that rotates integrally with the output shaft 11 of the engine 10 and the first input shaft 31 of the transmission mechanism 30. A first clutch drum 24; a plurality of first clutch plates 25; a first space 21A around the plurality of first clutch plates 25; a first piston 26 that presses the first clutch plate 25; And a hydraulic chamber 26A.

  When the first piston 26 strokes to the output side (right direction in FIG. 1) due to the pressure of hydraulic oil (hydraulic pressure) supplied to the first hydraulic chamber 26A, the first clutch plate 25 is pressed against the first clutch 21. Thus, a connection state for transmitting torque is established. On the other hand, when the operating hydraulic pressure in the first hydraulic chamber 26A is released, the first piston 26 is stroked to the input side (left direction in FIG. 1) by the urging force of a spring (not shown), and the first clutch 21 transmits power. It becomes the cutting state which interrupts. In the following description, the state in which torque is transmitted via the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at different rotational speeds is referred to as a half-clutch state of the first clutch 21. In other words, a state in which torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at the same rotational speed is referred to as a clutch engaged state of the first clutch 24 or a fully engaged state. Called. Hydraulic fluid is supplied to the first space 21A in order to discharge frictional heat and the like generated in the first clutch plate 25.

  The second clutch (operating oil utilization unit) 22 is, for example, a wet multi-plate clutch, and includes a clutch hub 23, a second clutch drum 27 that rotates integrally with the second input shaft 32 of the transmission mechanism 30, and a plurality of sheets. A second clutch plate 28, a second space 22A around the plurality of second clutch plates 28, a second piston 29 press-contacting the second clutch plate 28, and a second hydraulic chamber 29A are provided.

  In the second clutch 22, when the second piston 29 is stroked to the output side (right direction in FIG. 1) by the hydraulic pressure supplied to the second hydraulic chamber 29 </ b> A, the second clutch plate 28 is pressed to transmit torque. Connection state. On the other hand, when the operating hydraulic pressure is released, the second piston 29 is stroked to the input side (left direction in FIG. 1) by a biasing force of a spring (not shown), and the second clutch 22 is in a disconnected state in which torque transmission is interrupted. Become. In the following description, the state in which the torque is transmitted via the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at different rotational speeds is referred to as the half-clutch state of the second clutch 22. The clutch hub 23 and the second clutch drum 27 rotate at the same rotational speed, and the state in which torque is transmitted through the second clutch plate 28 is the clutch engaged state of the second clutch 22 or the fully engaged state. Called. Hydraulic fluid is supplied to the second space 29A in order to discharge frictional heat and the like generated in the second clutch plate 28.

  The transmission mechanism 30 includes a sub-transmission unit 40 disposed on the input side and a main transmission unit 50 disposed on the output side. The transmission mechanism 30 includes a first input shaft 31 and a second input shaft 32 provided in the auxiliary transmission unit 40, an output shaft 33 provided in the main transmission unit 50, and these shafts 31 to 33 in parallel. The counter shaft 34 is provided. The first input shaft 31 is inserted into a hollow shaft that penetrates the second input shaft 32 in the axial direction so as to be relatively rotatable. A propeller shaft connected to a vehicle drive wheel (not shown) via a differential device or the like is connected to the output end of the output shaft 33.

  The auxiliary transmission unit 40 is provided with a first splitter gear pair 41 and a second splitter gear pair 42. The first splitter gear pair 41 includes a first input main gear 43 fixed to the first input shaft 31, and a first input sub gear 44 fixed to the sub shaft 34 and constantly meshing with the first input main gear 43. It has. The second splitter gear pair 42 includes a second input main gear 45 fixed to the second input shaft 32, and a second input sub gear 46 fixed to the sub shaft 34 and constantly meshing with the second input main gear 45. It has.

  The main transmission unit 50 is provided with a plurality of output gear pairs 51 and a plurality of sync mechanisms 55. The output gear pair 51 includes an output sub gear 52 fixed to the sub shaft 34, and an output main gear 53 that is rotatably provided on the output shaft 33 and always meshes with the output sub gear 52. The synchronization mechanism 55 has a known structure, and includes a dog clutch (not shown). The operation of the synchro mechanism 55 is controlled by a control unit 90 which will be described later. Depending on an accelerator opening detected by an accelerator opening sensor (not shown), a speed detected by a speed sensor (not shown), etc. The output main gear 53 is selectively switched to an engaged state (gear-in) or a non-engaged state (neutral state). The number of output gear pairs 51 and the synchronization mechanism 55, the arrangement pattern, and the like are not limited to the illustrated examples, and can be changed as appropriate without departing from the spirit of the present invention.

  Next, a hydraulic oil control device as an example of a line pressure control device that supplies hydraulic oil to the first hydraulic chamber 26A and the second hydraulic chamber 29A will be described.

  FIG. 2 is a configuration diagram of a hydraulic oil control device according to an embodiment of the present invention.

  The hydraulic oil control device 60 includes an oil tank 61, a filter 62, an oil pump 63, a relief valve 64, a first linear solenoid valve 65 as an example of a hydraulic oil amount adjustment valve, and an example of a hydraulic oil amount adjustment valve. A second linear solenoid valve 66, a first hydraulic chamber 26A, a second hydraulic chamber 29A, a shuttle valve 67 as an example of a selection output unit, a relief valve 68 as an example of a line pressure adjustment valve, and piping 70 to 85 and a control unit 90. In FIG. 2, a plurality of oil tanks 61 are shown, but they may be the same oil tank or different oil tanks.

  The oil tank 61 stores hydraulic oil. The filter 62 removes impurities such as metal powder in the hydraulic oil supplied from the oil tank 61 to the oil pump 63. The oil pump 63 sucks hydraulic oil from the oil tank 61 through the filter 62 and supplies it to the downstream pipe 71 through the pipe 70. In the present embodiment, the oil pump 63 is driven by the power of the engine 10, for example.

  The pipe 71 is branched into pipes 72 to 76 and the like. A relief valve 64 is connected to the pipe 72. The pipe 72 is connected to the input port of the relief valve 64. A pipe 85 is connected to the output port of the relief valve 64.

  The relief valve 64 can take a state in which the pipe 72 and the pipe 85 are communicated with each other and a state in which the pipe 72 and the pipe 85 are shut off depending on the position of a spool (not shown). A spring 64 s is connected to one end of the relief valve 64 in the moving direction of the spool so as to move the spool to a state where the pipe 72 and the pipe 85 are shut off, and the other end of the relief valve 64 is connected to the spool. The pilot pressure from the piping 73 is supplied so that the piping 72 and the piping 85 are moved to a state where they are communicated with each other. When the pilot pressure from the pipe 73 (corresponding to the pressure of the pipe 71) exceeds the maximum pressure (allowable maximum pressure) allowed as the line pressure, the urging force by the spring 64s is connected to the pipe 72 and the pipe 85. Is adjusted to move to a state of communication. With such a configuration, the relief valve 64 recirculates the hydraulic oil in the pipe 72 to the upstream pipe 85 when the line pressure of the pipe 71 becomes higher than the allowable maximum pressure. Therefore, the line pressure in the pipes 72 to 76 can be maintained within the allowable maximum pressure range.

  A first linear solenoid valve 65 is connected to the downstream side of the pipe 75. The first linear solenoid valve 65 is connected to the pipe 77. The first linear solenoid valve 65 adjusts the amount of hydraulic fluid that flows from the pipe 75 to the pipe 77, that is, mainly supplied to the first hydraulic chamber 26A, based on a control signal from the speed change control unit 91 described later. Thus, the pressure in the first hydraulic chamber 26A is adjusted.

  The pipe 77 is branched into a pipe 79 and a pipe 81. The pipe 79 is connected to the first hydraulic chamber 26A. The first piston 26 moves in a stroke according to the pressure of the hydraulic oil in the first hydraulic chamber 26A. As the pressure of the hydraulic oil in the first hydraulic chamber 26A increases, the connection state of the first clutch 21 becomes stronger. When the pressure of the hydraulic oil exceeds a predetermined pressure, the first clutch 21 is completely engaged (clutch Contact).

  The pipe 81 is connected to one port of the shuttle valve 67. The pressure of the hydraulic oil flowing in the pipe 81 corresponds to the pressure of the hydraulic oil in the first hydraulic chamber 26A and the pressure of the hydraulic oil flowing in the pipe 77, that is, substantially the same pressure.

  A second linear solenoid valve 66 is connected to the downstream side of the pipe 76. The second linear solenoid valve 66 is connected to the pipe 78. The second linear solenoid valve 66 adjusts the amount of hydraulic oil that flows from the pipe 76 to the pipe 78, that is, mainly supplied to the second hydraulic chamber 29A, based on a control signal from the speed change control unit 91 described later. .

  The pipe 78 is branched into a pipe 80 and a pipe 82. The pipe 80 is connected to the second hydraulic chamber 29A. The second piston 29 moves according to the pressure of the hydraulic oil in the second hydraulic chamber 29A. Here, the higher the hydraulic oil pressure in the second hydraulic chamber 29A, the stronger the connection state of the second clutch 22, and when the hydraulic oil pressure exceeds a predetermined pressure, the second clutch 22 is completely engaged. State (clutch engagement).

  The pipe 82 is connected to the other port of the shuttle valve 67. The pressure of the hydraulic oil flowing through the pipe 82 corresponds to the pressure of the second hydraulic chamber 29A and the pressure of the hydraulic oil flowing through the pipe 78, that is, substantially the same pressure.

  As described above, the piping 81 is connected to one port and the piping 82 is connected to the other port of the shuttle valve 67. The shuttle valve 67 is connected to a pipe 83 for supplying the pilot pressure Pclh to the relief valve 68 to an output port. The shuttle valve 67 outputs the hydraulic oil having the higher pressure of the hydraulic oil flowing through the pipe 81 and the hydraulic oil flowing through the pipe 82 to the pipe 83. In addition, in order to suppress the pressure fluctuation of the hydraulic oil in the pipes 81 and 82, the flow path cross-sectional area of the pipe 83 is smaller than the flow path cross-sectional area of the pipes 81 and 82.

  According to the shuttle valve 67, the pressure of the hydraulic oil flowing through the pipe 81 (corresponding to the internal pressure of the first hydraulic chamber 26A) and the pressure of the hydraulic oil flowing through the pipe 82 (corresponding to the internal pressure of the second hydraulic chamber 29A) The hydraulic oil having the higher pressure can be output to the relief valve 68 through the pipe 83 as the pilot pressure Pclh.

  A relief valve 68 is connected to the downstream side of the pipe 74. A pipe 84 is connected to the relief valve 68. The relief valve 68 can be switched between a state in which the pipe 74 and the pipe 84 are communicated and a state in which the pipe 74 and the pipe 84 are communicated. A hydraulic pressure (corresponding to a line pressure) from the pipe 74 is supplied to one end of a spool (not shown) of the relief valve 68 so as to act in a direction in which the spool communicates with the pipe 74 and the pipe 84. On the other hand, the other end of the spool is connected with a spring 68s that urges the spool in a direction that shuts off the pipe 74 and the pipe 84, and shuts off the spool from the pipe 74 and the pipe 84. The pilot pressure Pclh is supplied from the pipe 83 so as to act in the direction to be in the state of being activated. The biasing force by the spring 68s is set to be a predetermined pressure (margin pressure) Pm.

  With such a configuration, the relief valve 68 recirculates the hydraulic oil in the pipe 74 to the pipe 84 when the hydraulic pressure (line pressure) of the pipe 74 becomes higher than the pilot pressure Pclh + the margin pressure Pm. Therefore, the line pressure in the pipe 74 can be maintained in the range of the pilot pressure Pclh + the margin pressure Pm or less. Here, since the pilot pressure Pclh is the higher hydraulic pressure of the hydraulic oil supplied to the first hydraulic chamber 26A and the second hydraulic chamber 29A, the line pressure is set to the first hydraulic chamber 26A and the second hydraulic chamber 26A. It can be adjusted to a pressure higher than the highest hydraulic pressure required by the hydraulic chamber 29A by a margin pressure Pm. For this reason, the line pressure can be maintained at a pressure that does not hinder the operation of the first clutch 21 and the second clutch 22. When the pilot pressure Pclh + the margin pressure Pm exceeds the allowable maximum pressure of the line pressure, the line pressure is appropriately maintained at the allowable maximum pressure by the relief valve 64.

  The control unit 90 performs various controls of the engine 10, the dual clutch device 20, the speed change mechanism 30, the hydraulic oil control device 60, and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like. ing. In order to perform these various controls, sensor values of various sensors are input to the control unit 90.

  In addition, the control unit 90 includes a shift control unit 91 as a part of functional elements. In the present embodiment, this functional element is described as being included in the control unit 90 that is an integral piece of hardware, but may be provided in separate hardware.

  The speed change control unit 91 determines whether or not a speed change for changing the clutch to be connected is necessary based on information such as an accelerator opening degree from a not-shown accelerator opening degree sensor and a vehicle speed from a vehicle speed sensor. In addition, when the shift control unit 91 determines that a shift to change the clutch to be connected is necessary, the shift control unit 91 supplies a linear solenoid valve (operating oil to one of the clutches (21 or 22) in the contact state ( 65 or 66), a control signal for stopping the supply of hydraulic oil to the hydraulic chamber (26A or 29A) is transmitted to control the clutch to the disengaged state, while the other clutch in the disengaged state is controlled. A control signal for starting and increasing the supply of hydraulic oil to the hydraulic chamber is transmitted to the linear solenoid valve that supplies the hydraulic oil, and the clutch is controlled to be in an engaged state.

  Next, the line pressure control operation by the hydraulic oil control device 60 will be described.

  The shuttle valve 67 supplies the hydraulic oil on the side of the hydraulic pressure of the first hydraulic chamber 26A (the hydraulic pressure of the piping 81) and the hydraulic pressure of the second hydraulic chamber 29A (the hydraulic pressure of the piping 82), which has a higher pressure, to the piping 83. To supply.

  The relief valve 68 recirculates the hydraulic oil in the pipe 74 to the pipe 84 when the line pressure in the pipe 74 becomes higher than the pilot pressure Pclh + the margin pressure Pm from the pipe 83. Therefore, the line pressure can be adjusted to the pilot pressure Pclh + the margin pressure Pm.

  As described above, according to the hydraulic fluid control device 60 according to the present embodiment, the shuttle valve 67 causes the internal pressure of the first hydraulic chamber 26A (the hydraulic pressure of the piping 81) and the internal pressure of the second hydraulic chamber 29A (the piping). The hydraulic oil with the higher pressure is output to the relief valve 68 as a pilot pressure, and the line pressure is adjusted to the pilot pressure Pclh + the margin pressure Pm or less by the relief valve 68. In order to control the line pressure, it is not necessary to provide a linear solenoid valve, and the control unit 90 does not need to perform a special process for controlling the line pressure. In addition, since the line pressure can be maintained within a range below the required pressure by a marginal pressure, the line pressure does not have to be maintained at a high pressure, so the power for driving the oil pump 63 is reduced. It is also possible to do.

  Next, a hydraulic oil control device according to a modification will be described.

  FIG. 3 is a configuration diagram of a hydraulic oil control device according to a modification of the present invention. FIG. 3 shows only the configuration corresponding to the downstream side of the branch position of the piping 74 of the hydraulic oil control device shown in FIG.

  The hydraulic oil control device 60 according to the modified example is newly provided with a hydraulic oil utilization unit 105 that uses hydraulic oil, a shuttle valve 107, and a third linear solenoid valve 101 as an example of a hydraulic oil amount adjustment valve. A pilot pressure is supplied to the valve 68 through a pipe 108 connected to the shuttle valve 107. Here, in this modification, the shuttle valves 67 and 107 correspond to the selection output unit.

  The hydraulic oil utilization unit 105 is not limited to a clutch, and may be any configuration as long as it uses hydraulic oil adjusted from the line pressure.

  A pipe 83 of the shuttle valve 67 is connected to a port at one end of the shuttle valve 107. Therefore, the pressure of the hydraulic oil flowing through the pipe 81 (corresponding to the internal pressure of the first hydraulic chamber 26A) and the pressure of the hydraulic oil flowing through the pipe 82 (the internal pressure of the second hydraulic chamber 29A) are provided at one end of the shuttle valve 107. The hydraulic oil with the higher pressure is supplied.

  The pipe 102 is connected to the downstream side of the part connected to the pipe 76 of the pipe 71. A third linear solenoid valve 101 is connected to the pipe 102. The third linear solenoid valve 101 is connected to the pipe 103. The third linear solenoid valve 101 adjusts the amount of hydraulic oil that flows from the pipe 102 to the pipe 103 based on the control signal, that is, mainly supplied to the hydraulic oil utilization unit 105.

  The pipe 103 is branched into a pipe 104 and a pipe 106. The pipe 104 is connected to the hydraulic oil utilization unit 105.

  The pipe 106 is connected to the other port of the shuttle valve 107. The pressure of the hydraulic oil flowing through the pipe 106 corresponds to the pressure supplied to the hydraulic oil utilization unit 105 and the pressure of the hydraulic oil flowing through the pipe 106, that is, substantially the same pressure.

  As described above, the pipe 83 is connected to one port of the shuttle valve 107 and the pipe 106 is connected to the other port. The shuttle valve 107 is connected to a pipe 108 for supplying the pilot pressure Pclh to the relief valve 68 to an output port. The shuttle valve 107 includes hydraulic oil flowing through the pipe 83 (that is, the pressure of hydraulic oil flowing through the pipe 81 (corresponding to the internal pressure of the first hydraulic chamber 26A), and the pressure of hydraulic oil flowing through the pipe 82 (in the second hydraulic chamber 29A). Hydraulic oil having a higher pressure within the internal pressure) and hydraulic oil flowing through the pipe 106 (that is, hydraulic oil used in the hydraulic oil utilization unit 105). Is output to the pipe 108. That is, the shuttle valve 107 outputs the hydraulic oil having the highest pressure among the hydraulic oil supplied to the first hydraulic chamber 26 </ b> A, the second hydraulic chamber 29 </ b> A, and the hydraulic oil utilization unit 105 to the pipe 108.

  The relief valve 68 recirculates the hydraulic oil in the pipe 74 to the pipe 84 when the line pressure in the pipe 74 becomes higher than the pilot pressure Pclh + the margin pressure Pm from the pipe 108. Therefore, the line pressure can be adjusted to the pilot pressure Pclh + the margin pressure Pm.

  As described above, according to the hydraulic oil control device 60 according to the modification, the shuttle valve 67 and the shuttle valve 107 cause the internal pressure of the first hydraulic chamber 26A (the pressure of the hydraulic oil flowing through the pipe 81) and the second hydraulic pressure. The hydraulic oil having the highest pressure among the internal pressure of the chamber 29A (pressure of the hydraulic oil flowing through the pipe 82) and the pressure of hydraulic oil supplied to the hydraulic oil utilization unit 105 (pressure of the hydraulic oil flowing through the pipe 106) is selected. The pilot pressure Pclh is output to the relief valve 68, and the line pressure can be adjusted to the pilot pressure Pclh + the margin pressure Pm by the relief valve 68. Therefore, a linear solenoid valve is required to control the line pressure. In addition, the control unit 90 does not need to perform a special process for controlling the line pressure.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, in the above-described embodiment, one or more shuttle valves are provided in order to output the hydraulic oil having the highest pressure among the hydraulic oils supplied to the plurality of hydraulic oil utilization units. However, the present invention is not limited thereto, and the shuttle valve may not be provided as long as the hydraulic oil having the highest pressure among the hydraulic oils supplied to the plurality of hydraulic oil utilization units can be output.

  Further, the combination of the plurality of hydraulic oil utilization parts may be a combination of only the same type or a combination including different types. In short, the operation is to adjust and use the hydraulic oil of the line pressure. Any combination may be used as long as it is an oil utilization part.

  Moreover, in the said embodiment, although the dual clutch apparatus 20 was taken as an example as a hydraulic oil apparatus, this invention is not restricted to this, The hydraulic oil apparatus which has multiple hydraulic oil utilization parts which adjust and utilize a line pressure is used. It can be applied to.

DESCRIPTION OF SYMBOLS 1 Dual clutch type transmission 10 Engine 11 Output shaft 20 Dual clutch apparatus 21 1st clutch 22 2nd clutch 26,29 Piston 26A 1st hydraulic chamber 29A 2nd hydraulic chamber 30 Transmission mechanism 60 Hydraulic oil control device 64 Relief valve 65 1st 1 linear solenoid valve 66 2nd linear solenoid valve 67 shuttle valve 68 relief valve 101 3rd linear solenoid valve 105 hydraulic oil utilization part 107 shuttle valve

Claims (5)

A line pressure control device for controlling a line pressure in a hydraulic oil device having a plurality of hydraulic oil utilization units that use supplied hydraulic oil,
A plurality of hydraulic oil amount adjustment valves that are provided corresponding to each of the working part use parts, adjust the working oil of the line pressure, and supply the hydraulic oil to the corresponding working oil use parts;
A selection output unit that selects and outputs the hydraulic oil having the highest pressure among the hydraulic oil pressures of the hydraulic oil supplied from the hydraulic oil amount adjustment valves to the hydraulic oil utilization units;
A line pressure adjusting valve that adjusts the line pressure so as to be equal to or lower than a pressure higher than the hydraulic oil output by the selection output unit by a predetermined pressure;
A line pressure control device. 2. The line pressure control device according to claim 1, wherein the selection output unit has at least one shuttle valve that outputs hydraulic oil having a high pressure among hydraulic oils supplied to two hydraulic oil utilization units. The hydraulic oil device is a dual clutch device having a first clutch and a second clutch capable of switching a driving force transmission path from a driving source to a transmission between two systems,
The line pressure control device according to claim 1, wherein the hydraulic oil utilization unit is the first clutch and the second clutch. The line pressure control device according to any one of claims 1 to 3, wherein the hydraulic oil amount adjustment valve is a linear solenoid valve. 5. The apparatus according to claim 1, further comprising: a relief valve that relieves hydraulic fluid at a line pressure so that the line pressure becomes the allowable maximum pressure when the line pressure becomes higher than a predetermined allowable maximum pressure. The line pressure control device according to any one of the above.

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