JP3487291B2 - Hydraulic control device for automatic transmission for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly, to a hydraulic control circuit which receives hydraulic oil supplied from an electric hydraulic on-pump, which passes through an oil cooler when the hydraulic oil required amount rapidly increases. The present invention relates to a technique for reducing the burden of suddenly increasing the discharge amount from a hydraulic pump by reducing the flow rate.

[0002]

2. Description of the Related Art An automatic transmission for a vehicle is provided with a hydraulic actuator for switching its gear ratio, and a hydraulic control device for controlling the hydraulic actuator is provided. A hydraulic pump functioning as a hydraulic source of this hydraulic control device is rotationally driven by an electric motor or an engine. In such a hydraulic control device, if the hydraulic pump is rotationally driven by the engine when the hydraulic fluid required amount suddenly increases, for example, when a rapid gear shift is required, the pump rotational speed is limited. Therefore, the line pressure is set to a high value in advance in preparation for a sudden increase in the required hydraulic oil amount, so that a large pump is required.

On the other hand, the hydraulic pump is rotatably driven independently of the engine by using a drive source such as an electric motor, and the hydraulic pump is driven at a high speed by the electric motor during gear shifting as compared with during steady running. A hydraulic control device that rotates to increase the discharge amount has been proposed. For example, this is the device described in Japanese Patent Laid-Open No. 11-189073. According to this, since the hydraulic oil is increased only when necessary, it is not necessary to constantly increase the pump discharge amount.

[0004]

However, according to the above-described conventional hydraulic control device, since the increase in the discharge amount is entirely covered by the increase in the rotation of the electric pump, the energy consumption increases and Relatedly, there is a drawback that the fuel efficiency of the vehicle is reduced.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hydraulic pressure for an automatic transmission for a vehicle capable of coping with a sudden increase in the required amount of hydraulic oil without significantly increasing energy consumption. It is to provide a control device.

[0006]

The first aspect of the present invention for achieving the above object is to use an operating fluid pumped from a hydraulic pump to provide an automatic transmission and an electric torque controller.
To control the rotation state of the planetary gear unit that constitutes the controller
A hydraulic control device for an automatic transmission for a hybrid vehicle of a type that controls the hydraulic friction engagement device of and recirculates excess hydraulic fluid through a return oil passage, and (a) is pressure-fed from the hydraulic pump. Hydraulic oil required amount increase determination means for determining whether or not the vehicle state in which the required amount of hydraulic oil has increased,
(b) When it is determined by the hydraulic oil required amount increase determination means that the vehicle is in a state in which the required amount of hydraulic oil pumped from the hydraulic pump has increased, the return flow rate of the return oil passage is reduced. And a flow rate reduction control means.

[0007]

[Effects of the First Invention] In this way, the recirculation flow rate reduction control means determines that the vehicle is in a state in which the required amount of hydraulic oil pumped from the hydraulic pump is increased by the hydraulic oil required amount increase determination means. In this case, since the return flow rate of the return oil passage is decreased, the amount of hydraulic oil in the hydraulic control circuit is increased by the decrease of the return flow rate, and it is not necessary to cover the increase in the rotational speed of the hydraulic pump. It is possible to cope with a sudden increase in the required amount of hydraulic oil without significantly increasing the energy consumption for driving the hydraulic pump, and the amount of power generation in the vehicle is correspondingly reduced to improve the fuel efficiency of the vehicle.

[0008]

A second aspect of the present invention for achieving the above object is to use an operating fluid pumped from a hydraulic pump to provide an automatic transmission and an electric torque controller.
To control the rotation state of the planetary gear unit that constitutes the controller
A hydraulic control device for an automatic transmission for a hybrid vehicle of a type for controlling the hydraulic friction engagement device of (1) to recirculate excess hydraulic fluid through an oil cooler. Hydraulic oil required amount increase determination means for determining whether or not the vehicle state in which the required amount of hydraulic oil to be pumped has increased, and (b) operation hydraulically pumped from the hydraulic pump by the hydraulic oil required amount increase determination means. When it is determined that the vehicle is in a state in which the required amount of oil has increased, an oil cooler flow rate reduction control unit that reduces the flow rate of the oil cooler is included.

[0009]

According to the second aspect of the invention, the oil cooler flow rate decrease control means determines that the vehicle is in a state in which the required amount of hydraulic oil pumped from the hydraulic pump is increased by the hydraulic oil required amount increase determination means. Since the flow rate of the oil cooler is reduced in the case of the above, it is not necessary to cover the increase in the rotational speed of the hydraulic pump by increasing the amount of hydraulic oil in the hydraulic control circuit by the decrease in the flow rate of the oil cooler. It is possible to cope with a rapid increase in the required amount of hydraulic oil without significantly increasing the energy consumption for driving the hydraulic pump, and the amount of power generation in the vehicle is correspondingly reduced to improve the fuel efficiency of the vehicle.

[0010]

Another aspect of the present invention is that, in the automatic transmission, a transmission belt is wound around a pair of variable pulleys having a variable effective diameter, and the variable pulley has its effective diameter changed by a hydraulic actuator. It is a belt type continuously variable transmission. With this configuration, in the hydraulic control device for the belt type continuously variable transmission that requires a relatively large amount of operation during gear shifting, the hydraulic oil for gear shifting does not significantly increase the power consumption for driving the electric hydraulic pump. It is possible to cope with the sudden increase in the required amount, and the amount of power generation in the vehicle is reduced accordingly, so that the fuel efficiency of the vehicle is improved.

Also, preferably, the means for determining increase in required amount of hydraulic fluid is configured such that the kickdown operation in which the accelerator pedal is greatly depressed, the manual gearshift operation in which the gear ratio is changed by the operation of the shift lever, or the sudden braking operation is performed. It is determined that the vehicle is in a state in which the required amount of the hydraulic oil pumped from the hydraulic pump has increased during the rapid deceleration by. By doing so, the electric hydraulic pump is driven during a kickdown operation in which the accelerator pedal is fully depressed, a manual gearshift operation in which the gear ratio is changed by operating the shift lever, or a sudden deceleration due to a sudden braking operation. It is possible to cope with a sudden increase in the required amount of hydraulic oil without significantly increasing the power consumption of the vehicle, and the amount of power generation in the vehicle is reduced accordingly, so that the fuel efficiency of the vehicle is improved.

Further, preferably, there is provided a throttle directly connected to the oil cooler and a bypass valve connected in parallel to the throttle to be opened and closed, and the oil cooler flow rate reduction control means is By closing the bypass valve, the flow rate of the oil cooler is reduced. By doing so, there is an advantage that the required amount of hydraulic oil can be secured promptly as compared with the case of increasing the rotation of the hydraulic pump.

Further, preferably, the hydraulic pump is rotationally driven by an electric motor. By doing so, it is possible to cope with a sudden increase in the hydraulic fluid required amount without increasing the power consumption for driving the hydraulic pump.

[0014]

Preferred embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 shows a vehicle drive unit, that is, a power transmission unit 10, provided with a hydraulic control device for an automatic transmission according to an embodiment of the present invention. The power transmission device 10 is a power transmission device for a so-called hybrid vehicle, and is a skeleton diagram schematically showing the configuration thereof. The power transmission device 10 includes an engine 14 such as an internal combustion engine that generates power by burning fuel, a motor generator 16 used as an electric motor and a generator, and a double pinion type planetary gear device 18.
The automatic transmission 12 is provided and is used by being installed horizontally in an FF (front engine / front drive) vehicle or the like. Sun gear 18 of the planetary gear unit 18
The engine 14 is connected to s, the motor generator 16 is connected to the carrier 18c, and the ring gear 18r is connected to the position-fixed case (transmission housing) 20 via the first brake B1. Also,
A pair of pinions (planetary gears) 18p that mesh with each other and mesh with the ring gear 18r and the sun gear 18s.
The carrier 18c that rotatably supports the first clutch C
1 is connected to the input shaft 22 of the automatic transmission 12, and the ring gear 18r is connected to the input shaft 22 via the second clutch C2.
It is designed to be connected to. The engine 14 and the motor generator 16 correspond to a prime mover of the vehicle, the motor generator 16 and the planetary gear device 18 correspond to a gear type power combining and distributing device or an electric torque converter, the sun gear 18s is the first rotating element, and the carrier 18c is the first rotating element. The two-rotation element and the ring gear 18r correspond to the third rotation element.

The automatic transmission 12 is a bell in this embodiment.
Toothless continuously variable transmission, effective diameter provided on the input shaft 22
Is provided on the input side variable pulley 24 and the output shaft 26.
Output variable pulley 28 with a variable effective diameter
Winding around the force side variable pulley 24 and the output side variable pulley 28
It is provided with the transmission belt 30 hung. This figure shows
Variable input side by no hydraulic actuator for shifting
By changing the effective diameter of the pulley 24, the gear ratio is changed.
γ (= input shaft rotation speed N_IN/ Output shaft rotation speed N _OUT )But
Controlled by a hydraulic actuator for tension control (not shown)
Therefore, if the effective diameter of the output side variable pulley 28 is changed,
The tension of the transmission belt 30
It is becoming necessary and well controlled. And
From the output shaft 26, through the counter gear 36, to the differential device 3
The power is transmitted to the large diameter gear 40 of No. 8 and the differential device 38
As a result, power is applied to the left and right drive wheels (front wheels in this embodiment) 42.
To be distributed.

FIG. 2 is a diagram for explaining the configuration of the hydraulic control device 44 provided in the vehicle. This hydraulic control device 4
4 includes a hydraulic control circuit 46 for power steering and a hydraulic control circuit 48 for power train (for shifting and running mode switching). The hydraulic control device 44 is provided with a first hydraulic pump 52 for power steering, which is rotationally driven by a common electric motor 50, and a second hydraulic pump 54 for gear shifting and traveling mode switching.
FIG. 3 shows the electric motor 50, the first hydraulic pump 52,
An example of an electric hydraulic pump in which the second hydraulic pump 54 is integrally configured is shown. In FIG. 3, a rotor 62 fixed to the longitudinal center of a shaft 60 rotatably supported by a bearing is housed in a motor housing 58 having a stator coil 56 on its inner peripheral surface. Thick disk-shaped rotors 64 and 66 of the first hydraulic pump 52 and the second hydraulic pump 54 fixed to the motor housing 58 are connected to both ends of the shaft 60, respectively. Housings 68 and 70 for each first hydraulic pump 52 and second hydraulic pump 54
Is fixed to the motor housing 58, and the rotors 64 and 6 are housed in the housings 68 and 70.
Cylindrical cam ring 7 in which 6 is fitted to form a pair of arc-shaped or crescent-shaped space k between them and their outer peripheral surfaces.
2 and 74 are fitted.

As shown in detail in FIG.
And 66 are provided with a plurality of vanes (blades) 76 that can project radially from the outer peripheral surface of the cam ring 72.
And 74 are housed in a pump chamber formed in the pump chamber, and the cross-sectional area increases and decreases in the circumferential direction between the outer peripheral surfaces of the rotors 64 and 66 and the inner peripheral surfaces of the cam rings 72 and 74 in the pump chamber. A crescent-shaped space k is formed. As a result, the tips of the vanes 76 protruding from the outer peripheral surfaces of the rotors 64 and 66 as they rotate pass through the crescent-shaped space k while slidingly contacting the inner peripheral surfaces 78 of the cam rings 72 and 74. The pump 52 and the second hydraulic pump 54 are adapted to suck and pump hydraulic oil.

Returning to FIG. 2, the first hydraulic pump 52 pumps the hydraulic oil recirculated into the oil tank 80 to the line oil passage 82. The second hydraulic pump 54 also pumps the hydraulic oil that has flowed back into the oil tank 80 to the line oil passage 82 via the check valve 84. The line pressure regulating valve 86 is a relief valve type valve, and regulates the line pressure by regulating the escape oil amount in accordance with a command from the electronic control unit, for example, to generate a predetermined line pressure. The lubricating pressure regulating valve 88 regulates the pressure of the surplus hydraulic oil flown out from the line pressure regulating valve 86 to a preset pressure that can be sent as lubricating oil, and caused it to flow out for this pressure regulation. Excess hydraulic oil is returned to the suction port of the second hydraulic pump 54 through the first return oil passage 85. The line pressure regulating valve 86 and the lubricating pressure regulating valve 88
And the second return oil passage 8 for cooling the lubricating oil.
7 is provided, and the working oil is also returned to the oil tank 80 through the oil cooler 89 provided in the second return oil passage 87. The lubricating oil pressure regulating valve 8
8 or between the line pressure regulating valve 86 and the oil cooler 89, a throttle 91 and a cooler control (bypass).
The valves 93 are provided in parallel, and the flow rate of the oil cooler 89 is switched by opening / closing the cooler control valve 93. The cooler control valve 93 is switching-controlled by, for example, an electromagnetic valve (not shown) which operates according to a command from the hybrid electronic control unit 122.

The hydraulic control circuit 46 for power steering uses the rotary valve 92 operated by the steering wheel 90 to operate the hydraulic oil supplied through the line oil passage 82 to assist steering of the front wheels. The driving force is supplied to the cylinder 94 and is generated according to the steering force applied to the steering wheel 90.

FIG. 5 is a diagram showing a main part of the hydraulic control circuit 48 for the power train. The clutch C1, which is a wet multi-plate hydraulic friction engagement device, is frictionally engaged by a hydraulic actuator. It is configured to control C2 and the first brake B1. In FIG. 5, a source pressure PC generated by an electric pump composed of the electric motor 50 and a second hydraulic pump 54 driven by the electric motor 50 and regulated by a pressure regulating valve 86 is transferred via a manual valve 98 to a shift lever 100. Is supplied to each of the clutches C1, C2 and the brake B1 according to the shift position. The shift lever 100 is a shift operation member operated by the driver, and has a plurality of operation positions, in this embodiment, “B”, “D”, “N”,
It is adapted to be selectively operated in five shift positions of "R" and "P". The manual valve 98 is mechanically connected to the shift lever 100 and switched according to the operation of the shift lever 100. It is like this.

The "B" position is a shift position in which a relatively large power source brake is generated due to a downshift of the transmission 12 during forward traveling, and the "D" position.
The position is a shift position for traveling forward, and in these shift positions, the source pressure PC is supplied from the output port 98a to the clutches C1 and C2. The original pressure PC is supplied to the first clutch C1 via the shuttle valve 102. The "N" position is a shift position that cuts off power transmission from the power source, and "R"
The position is a shift position to run backward, "P"
The position is a shift position in which the transmission of power from the power source is cut off and the rotation of the drive wheels is mechanically blocked by a parking lock device (not shown). In these shift positions, the original pressure is applied from the output port 98b to the first brake B1. PC is supplied. In the “R” position, the source pressure PC output from the output port 98b passes through the return port 98c and the output port 98d, and
The original pressure PC is supplied to the first clutch C1 through the shuttle valve 102 and the control valve 104.

Clutch C1, C2 and brake B1
Control valves 104, 106, 108, respectively.
Is provided, and the hydraulic pressure PC of the first clutch C1 is provided by them.
1, the hydraulic pressure PC2 of the second clutch C2 and the hydraulic pressure PB1 of the brake B1 are independently controlled. Clutch C
The first hydraulic pressure PC1 is regulated by the ON-OFF solenoid valve 110, and the clutch C2 and the brake B1 are regulated by the linear solenoid valve 112.

In the power transmission device 10 of the hybrid vehicle, the traveling modes shown in FIG. 6 are established according to the operating states of the clutches C1, C2 and the brake B1. That is, in the "B" position or the "D" position, any one of the "ETC mode", the "direct connection mode", and the "motor running mode (forward)" is established, and in the "ETC mode", the second clutch C2 is engaged. Engagement and first clutch C1 and first brake B
In the state where 1 is opened, in other words, the sun gear 18s, the carrier 18c, and the ring gear 18r are relatively rotatable, the engine 14 and the motor generator 16 are operated together to apply torque to the sun gear 18s and the carrier 18c to rotate the ring gear 18r. To drive the vehicle forward. In "direct connection mode", clutches C1, C
With the second clutch B1 engaged and the first brake B1 released, the engine 14 is operated to drive the vehicle forward.
In the "motor traveling mode (forward)", the first clutch C1 is engaged and the second clutch C2 and the first clutch C1 are engaged.
With the brake B1 released, the motor generator 1
6 is operated to drive the vehicle forward. In the “motor traveling mode (forward)”, the motor generator 16 is regeneratively controlled when the accelerator is off to generate electric power with the kinetic energy of the vehicle to generate the battery 114 (see FIG. 7)
The vehicle can be charged and a braking force can be generated in the vehicle.

FIG. 7 shows the main part of the electronic control unit provided in the hybrid vehicle of this embodiment. In FIG. 7, the brake electronic control unit 118 includes a CPU, RA
It is composed of a so-called microcomputer including M, ROM, an input / output interface, a steering wheel 90 or a front wheel steering angle θ _ST from a sensor (not shown), a brake operation signal B generated by operating a brake pedal, front and rear wheels. Each wheel speed V _W , yaw rate Y, etc. are input. The CPU of the electronic brake control device 118 processes an input signal in accordance with a program stored in advance, and performs anti-lock brake control that stabilizes the vehicle behavior particularly during braking on a low μ road, and particularly during turning traveling on a low μ road. The turning behavior control for suppressing the oversteering or the understeering and stabilizing the vehicle behavior is executed. The automatic shift electronic control unit 120 is also composed of a microcomputer similar to the above, and from a sensor (not shown), vehicle speed V, input shaft rotation speed N _IN , output shaft rotation speed N _OUT , accelerator pedal operation amount θ _ACC , shift. Lever 1
Shift position P _{SH of} 00, the temperature T of the hydraulic oil of the power steering hydraulic control circuit 46 or the power train hydraulic control circuit 48 detected by the oil temperature sensor 121.
_OIL etc. is input. Electronic control device 120 for automatic transmission
The CPU processes the input signal according to a program stored in advance, and operates the accelerator pedal operation amount θ _ACC and the vehicle speed V.
A target gear ratio γ _M is determined based on the above, and the actual gear ratio γ of the automatic transmission 12 is controlled to match the target gear ratio γ _M to optimize the power generation or transmission efficiency. The gear ratio is set to γ.

The hybrid electronic control unit 122 is also composed of a microcomputer similar to the above, and
The brake electronic control unit 118 and the automatic shift electronic control unit 120 are connected via a communication line so that necessary signals can be exchanged between them.
Signals such as the SOC of the battery 114 remaining charge and the rotation speed of the electric motor 50 are input to the hybrid electronic control unit 122, and the CPU of the hybrid electronic control unit 122 stores in advance. The input signal is processed according to the executed program, and the operating position of the shift lever 100, the remaining charge SOC of the battery 114, the accelerator pedal operation amount θ
ON-OFF solenoid valve 11 that is selected based on _ACC , brake operation signal, etc. so that the selected traveling mode is established.
0 and the linear solenoid valve 112
1 and C2 or the engagement pressure of the brake B1 is controlled.
Further, the hybrid electronic control device 122 executes starter control for starting the engine 14 by rotationally driving the motor generator 16 with the brake B1 engaged. In addition, the hybrid electronic control unit 1
Reference numeral 22 denotes a first hydraulic pressure control device 44 that functions as a hydraulic pressure source.
The rotational speeds of the hydraulic pump 52 and the second hydraulic pump 54,
That is, the rotational speed N _OP of the common electric motor 50 that drives them is controlled as necessary and sufficient. Inverter 124
In order to control the rotation speed N _OP of the electric motor 50 while charging the battery 114 with the generated energy output from the motor generator 16 by the regeneration control according to a command from the hybrid electronic control unit 122. For example, a three-phase AC drive current of several hundreds of volts is supplied to the electric motor 50. In FIG. 7, the Hall element 126 is attached to the electric motor 50 to detect the rotation speed of the electric motor 50, that is, the rotation speed N _OP of the first hydraulic pump 52 and the second hydraulic pump 54. , Functions as a rotation speed sensor.

FIG. 8 shows the hybrid electronic control unit 1 described above.
No. 22 control function, that is, hydraulic pressure for power train
When the required amount of hydraulic oil increases in the control circuit 48
The rotation speed of the second hydraulic pump 54 should be increased so much.
In order to quickly secure the amount of hydraulic oil, cooler 89
Focusing on cooler flow rate control that reduces the flow rate
It is a functional block diagram. In Figure 8, hydraulic oil required amount
The increase determination means 130 is pressure-fed from the second hydraulic pump 54.
Whether the vehicle condition is such that the required amount of hydraulic oil is increased.
judge. For example, this hydraulic oil requirement increase determination means 1
30 is a kick dow with a large depression on the accelerator pedal
The accelerator pedal operation amount θ_ACC Based on
Kick down determination means 132 and shift lever 100
The gear ratio of the automatic transmission 12 is changed by the operation of
The operation position P _SHJudge based on
The manual gear shift determination means 134 and, for example, a brake pedal
The sudden deceleration state of the vehicle by sudden braking operation using
With the rapid deceleration determination means 136,
When operating the kickdown with a deep depression, operate the shift lever.
The gear ratio is changed depending on the
Or required amount of hydraulic oil during sudden deceleration due to sudden braking operation
Is an increased vehicle condition.

The recirculation flow rate reduction control means, that is, the oil cooler flow rate reduction control means 138 is in a vehicle state in which the required amount of hydraulic oil pressure-fed from the second hydraulic pump 54 by the hydraulic oil required amount increase determination means 130 is increased. If it is determined that the oil cooler 8 is output by outputting a command to close the cooler control valve 93 that was open until then.
The flow rate of the working oil passing through 9 and returned to the oil tank 80, that is, the return flow rate is reduced.

FIG. 9 shows the rotational speed of the second hydraulic pump 54 when the required amount of hydraulic oil increases in the main part of the control operation of the hybrid electronic control unit 122, that is, in the power train hydraulic control circuit 48. It is a flow chart which mainly explains cooler flow rate control which reduces the passage flow rate of cooler 89 in order to secure the amount of hydraulic oil quickly, without raising so much. In the cooler flow rate control of FIG. 9, at SB1 corresponding to the kick down determination means 132, it is determined whether or not the kick down operation for performing rapid acceleration is performed by the driver. This S
When the determination of B1 is negative, SB2 corresponding to the manual shift determination means 134 determines whether or not the manual shift is performed. If the determination in SB2 is negative, the S corresponding to the sudden deceleration determination means 136 is executed.
In B3, it is determined whether or not it is a sudden deceleration shift in which the gear is downshifted toward the maximum gear ratio γ _max when the vehicle is rapidly decelerated by the sudden braking operation. If the determination in SB3 is negative, in SB4, the command to open the cooler control valve 93 is output, and the flow rate of the hydraulic oil that passes through the oil cooler 89 and flows back to the oil tank 80 is maintained at a normal value. It However, if any of the above SB1 to SB3 is affirmed, the SB5 corresponding to the cooler flow rate reduction control means 138 outputs a command to close the cooler control valve 93 that has been open until then. The flow rate of the hydraulic oil passing through the cooler 89 and flowing back to the oil tank 80 is reduced. As a result, even when the required amount of hydraulic oil in the power train hydraulic control circuit 48 suddenly increases, the amount of hydraulic oil is secured more quickly than when the rotation speed of the second hydraulic pump 54 is increased. .

As described above, according to this embodiment, the oil cooler flow rate decrease control means 138 (SB5) causes the hydraulic oil required amount increase determination means 130 (SB1 to SB3) to drive the second hydraulic pump 54 to the power train. When it is determined that the vehicle is in a state in which the required amount of hydraulic oil to be pressure-fed to the hydraulic control circuit 48 is increased, the flow rate of the oil cooler 89 is decreased, and the hydraulic control is performed by the decrease amount of the oil cooler 89. Since the amount of hydraulic oil in the circuit 48 is increased, it is not necessary to cover the increase in the rotation speed of the second hydraulic pump 48 alone, and the hydraulic oil is required without significantly increasing the power consumption for driving the second hydraulic pump 48. It is possible to cope with a rapid increase in the amount of power generation, and the amount of power generation in the vehicle is reduced accordingly, so that the fuel efficiency of the vehicle is improved.

Further, according to the present embodiment, the automatic transmission 12
Has a transmission belt 30 wound around a pair of variable pulleys 24, 28 each having a variable effective diameter.
Is a belt type continuously variable transmission whose effective diameter can be changed by a hydraulic actuator (not shown). Therefore, in the hydraulic control circuit 48 of the belt type continuously variable transmission which requires a relatively large amount of operation at the time of gear shifting, Hydraulic pump 5
It is possible to cope with a sudden increase in the required amount of hydraulic oil due to a shift without significantly increasing the power consumption for driving No. 4, and to reduce the amount of power generation in the vehicle by that amount to improve the fuel efficiency of the vehicle.

Further, according to the present embodiment, the hydraulic oil required amount increase determining means 130 (SB1 to SB3) is a manual gear ratio that is changed by the operation of the shift lever during the kick down operation in which the accelerator pedal is greatly depressed. During a gear shifting operation or during a sudden deceleration due to a sudden braking operation, it is determined that the vehicle is in a state in which the required amount of hydraulic oil pumped from the hydraulic pump has increased. At the time of manual shift operation in which the gear ratio is changed by operating the shift lever, or during rapid deceleration due to sudden braking operation, the hydraulic oil required amount is increased without significantly increasing the power consumption for driving the second hydraulic pump 54. Can be coped with, and the amount of power generation in the vehicle can be reduced accordingly and the fuel efficiency of the vehicle can be improved.

Further, according to the present embodiment, the oil cooler 8
A throttle 91 directly connected to the throttle valve 9 and a bypass valve 93 connected in parallel to the throttle 91 to be opened and closed are provided, and the oil cooler flow rate reduction control unit 138 closes the bypass valve 93. Cooler 89
Therefore, there is an advantage that the required amount of hydraulic oil is secured promptly as compared with the case where the rotation of the second hydraulic pump 54 is increased.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the surplus hydraulic oil is recirculated into the oil tank 80 through the oil cooler 89 provided in the second return oil passage 87, and the return oil passage 87 is supplied with the excess hydraulic oil. A diaphragm 91 provided in parallel
By opening and closing the cooler control valve 93 of the cooler control (bypass) valve 93,
Although the flow rate of the oil cooler 89 can be switched, the throttle 91 and the cooler control valve 9
3 may be provided in the first return oil passage 85, or may be provided together with the oil passage 87.

Further, in the above-described embodiment, instead of the throttle 91 and the cooler control valve 93 provided in parallel with the second return oil passage 87, a flow rate control valve capable of adjusting the flow rate stepwise or continuously is provided. It doesn't matter if it is given.

[0037]

Further, although the automatic transmission 12 mounted on the vehicle of the above-described embodiment is a belt type continuously variable transmission, it is provided by selectively connecting the constituent elements of a plurality of sets of planetary gear units. It may be an automatic transmission that shifts gears.
Further, in the above-described embodiment, the common electric motor 50 rotationally drives the first hydraulic pump 52 and the second hydraulic pump 54 respectively, but a pair of electric motors independently drive the first hydraulic pump 52 and the second hydraulic pump. You may make it rotate 54.

The above description is merely one embodiment of the present invention, and the present invention can be variously modified without departing from the spirit thereof.

[Brief description of drawings]

FIG. 1 is a skeleton diagram schematically illustrating a configuration of a power transmission device of a vehicle to which a hydraulic control device for an automatic transmission for a vehicle according to an embodiment of the present invention is applied.

FIG. 2 is a hydraulic circuit diagram schematically illustrating the configuration of a hydraulic control device provided in the vehicle of FIG.

FIG. 3 is a partially cutaway view for explaining a configuration of an electric hydraulic pump provided in the hydraulic control device of FIG.

FIG. 4 is a diagram illustrating a rotor and vanes in the electric hydraulic pump of FIG.

5 is a diagram showing a main part of the drive train hydraulic control circuit of FIG. 3;

6 is a diagram illustrating a correspondence relationship between a traveling mode of the vehicle in FIG. 1 and an operation of a hydraulic friction engagement device provided in a hydraulic control device thereof.

FIG. 7 is a diagram schematically illustrating a main part of an electronic control device provided in the vehicle of FIG.

8 is a functional block diagram illustrating a main part of a control function of the hybrid electronic control device of FIG. 7.

9 is a flowchart illustrating a main part of control operation of the hybrid electronic control device of FIG. 7. FIG.

[Explanation of symbols]

12: automatic transmission 24, 28: variable pulley 30: electric belt 50: electric motor 54: second hydraulic pump (hydraulic pump) 87: second return oil passage (return oil passage) 89: oil cooler 130: hydraulic oil required Amount increase determination means 138: Oil cooler flow rate reduction control means (recirculation flow rate reduction control means)

Continuation of front page (56) References JP-A-11-189073 (JP, A) JP-A-5-118424 (JP, A) JP-A-62-137462 (JP, A) (58) Fields investigated (Int .Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (6)

(57) [Claims] [Claim 1] with a hydraulic fluid pumped from the hydraulic pump, and an automatic transmission, a planetary gear instrumentation constituting the electric torque converter
A hydraulic control device for a hybrid vehicle automatic transmission of a type that controls a hydraulic friction engagement device for controlling a rotation state of a stationary device, and recirculates an excess amount of hydraulic oil through a return oil passage. Hydraulic fluid required amount increase determination means for determining whether or not the vehicle state in which the required amount of hydraulic fluid pumped from the pump has increased, and hydraulic fluid pressure-fed from the hydraulic pump by the hydraulic fluid required amount increase determination means When it is determined that the vehicle is in an increased required amount, the recirculation flow rate reduction control means for reducing the recirculation flow rate of the return oil passage is included.
Hydraulic control system for automatic transmission for hybrid vehicles. 2. Using the hydraulic fluid pumped from the hydraulic pump, and an automatic transmission, a planetary gear instrumentation constituting the electric torque converter
A hydraulic control device for a hybrid vehicle automatic transmission of a type for controlling a hydraulic friction engagement device for controlling a rotation state of a stationary device, and recirculating an excessive amount of hydraulic oil through an oil cooler, From the hydraulic pump by the hydraulic oil required amount increase determination means for determining whether or not the vehicle condition is such that the required amount of hydraulic oil pumped from the vehicle is increased. A hydraulic control device for an automatic transmission for a hybrid vehicle, comprising: an oil cooler flow rate reduction control unit that reduces the flow rate of the oil cooler when it is determined that the vehicle state is in an increased required amount. . 3. In the automatic transmission, a transmission belt is wound around a pair of variable pulleys having a variable effective diameter, and the pair of variable pulleys have a belt type non-operating belt whose effective diameter is changed by a pair of hydraulic actuators. The hydraulic control device for an automatic transmission for a hybrid vehicle according to claim 2, which is a stepped transmission. 4. The hydraulic fluid required amount increase determination means is configured to perform a kickdown operation in which the accelerator pedal is largely depressed, a manual gearshift operation in which a gear ratio is changed by operating a shift lever, or a sudden deceleration due to a sudden braking operation. 4. The method according to claim 3, wherein the vehicle condition is such that the required amount of hydraulic oil pumped from the hydraulic pump has increased.
Hydraulic control system for automatic transmission for hybrid vehicles. Wherein said hydraulic pump is one of the high of claims 1 to 4 is intended to be rotatably driven by an electric motor
Hydraulic control system for automatic transmissions for brid vehicles. 6. The electric torque converter includes an internal combustion engine and an electric power guide.
Power is output from the motor to the output member via the planetary gear unit.
The three rotating elements of the planetary gear set
Either one of the
Causes the other two rotating elements to rotate in opposite directions
The brakes that selectively fix the rotating elements
And one of the other rotating elements
The internal combustion engine is connected to the rotating element, and the electric motor is further connected.
A first for selectively connecting the connected rotating element to the output member;
Clutch and rotating element fixed by said brake
Is provided with a second clutch for connecting the output member.
The hybrid vehicle according to any one of claims 1 to 5,
Hydraulic control device for dual-purpose automatic transmission.