JP4900683B2 - Hydraulic supply device - Google Patents

Description

  The present invention relates to a hydraulic pressure supply device, and more specifically, a transmission system that transmits power from an engine to a travel drive system via a hydraulic transmission mechanism, a mechanical hydraulic pump that is driven by the power of the engine, and an electric motor And an oil pressure supply apparatus provided with a control oil passage for supplying hydraulic oil from at least one of the mechanical hydraulic pump and the electric hydraulic pump to the transmission mechanism.

  In order to reduce CO2 and improve fuel efficiency, control (idle stop control) is performed to stop the engine when the vehicle is stopped. Further, in the hybrid car, control for stopping the engine is performed in a situation where power for traveling and power for charging are not required. A vehicle that performs this type of control includes a mechanical hydraulic pump driven by an engine, an electric hydraulic pump driven by an electric motor, and a hydraulic system that supplies hydraulic oil from these hydraulic pumps to the transmission mechanism. Thus, when the engine is stopped, the hydraulic oil from the electric hydraulic pump is supplied to the speed change mechanism, and for example, a speed change such as maintaining the speed change state even when the vehicle is stopped is configured.

  For example, Patent Document 1 includes a transmission system that transmits the driving force of the engine to a speed change mechanism (a continuously variable automatic speed change mechanism in the literature). In order to supply hydraulic oil to the transmission mechanism, a mechanical hydraulic pump driven by an engine (mechanical pump in the literature), an electric hydraulic pump driven by electric power from a battery (electric pump in the literature), these And a control unit (controller in literature). The control unit automatically stops the engine at the timing when the delay period has elapsed after the vehicle has stopped traveling, reached the idling state, and the condition for automatically stopping the engine is satisfied. In addition, the control unit starts the operation of the electric hydraulic pump before automatically stopping the engine, thereby gradually increasing the pressure of the hydraulic oil supplied from the electric hydraulic pump, so that the hydraulic oil having the required pressure can be obtained. Supply. Further, this control unit is configured such that when the engine is restarted, the electric hydraulic pump is stopped after the hydraulic oil pressure from the mechanical hydraulic pump rises to a sufficient value. .

  Thus, a hybrid vehicle can be mentioned as an example of operating the electric hydraulic pump when the engine is stopped. As an example, Patent Document 2 includes a transmission mechanism (transmission device in the literature) that transmits power from an engine and a motor generator to wheels, and a mechanical hydraulic pump (main oil pump in the literature) driven by the engine, An electric hydraulic pump driven by an electric motor (electric oil pump in the literature) and a control unit (ECU in literature) for controlling the engine, the transmission mechanism, and the electric hydraulic pump are provided. This control unit drives the electric hydraulic pump when the engine is stopped to maintain a sufficient transmission hydraulic pressure, so that the start clutch can be immediately engaged to start the vehicle when the start is started. It is a thing.

JP 2001-41067 A (paragraph numbers [0020] to [0047], FIGS. 1 to 10) JP-A-11-287316 (paragraph numbers [0023] to [0025], [0038], FIGS. 1 and 2)

  As shown in Patent Document 2, in a vehicle having an idling stop function for stopping the engine when the vehicle stops running, the hydraulic oil is supplied to the transmission mechanism by operating the electric hydraulic pump when the engine is stopped. Maintain supply. As a result, immediately after the engine is started at the start of running, hydraulic oil is supplied to the hydraulic clutch of the speed change mechanism to immediately switch to the transmission state, thereby enabling a smooth start without causing a shock.

  As a control valve for controlling the speed change mechanism, a plurality of hydraulic clutches are controlled by a spool provided inside the valve housing. The oil passage formed inside the valve housing becomes long and has a complicated shape. Pressure loss is likely to occur. Further, when the surplus flow of the valve housing is supplied to the transmission mechanism as lubricating oil, a part of the hydraulic oil is not supplied to the hydraulic clutch. In particular, a control valve having a spool inside the valve housing leaks a slight amount of hydraulic oil at the spool portion.

  For this reason, for example, in the case where the oil passage system is formed so that the hydraulic oil from the mechanical hydraulic pump and the hydraulic oil from the electric hydraulic pump are merged and supplied to the speed change valve, When the hydraulic pump is stopped, it is necessary to use an electric hydraulic pump having a capacity in consideration of leakage of hydraulic oil and pressure loss in the valve.

  However, in consideration of leakage of hydraulic oil and pressure loss in the valve, it is necessary to increase the capacity of the electric motor constituting the electric hydraulic pump and increase the capacity of the pump unit driven by this electric motor. In addition, a pump with a larger capacity may require cooling because of its large amount of heat generation, and there is room for improvement in terms of energy saving and cost of parts.

  An object of the present invention is to achieve downsizing and energy saving of a hydraulic pressure supply device that operates an electric hydraulic pump when the engine is stopped.

A feature of the present invention is that a transmission system that transmits power from an engine to a travel drive system via a hydraulic transmission mechanism, a mechanical hydraulic pump that is driven by the power of the engine, and an electric hydraulic pressure that is driven by an electric motor A pump and a control oil passage for supplying hydraulic oil from at least one of the mechanical hydraulic pump and the electric hydraulic pump to the transmission mechanism;
The speed change mechanism includes a hydraulic clutch that performs a speed change operation;
The control oil passage supplies a hydraulic oil from the mechanical hydraulic pump to a control valve that controls the hydraulic clutch, and a hydraulic oil from the control valve is supplied to the hydraulic clutch. And a second oil passage that directly supplies hydraulic oil from the electric hydraulic pump to the hydraulic clutch by supplying hydraulic oil from the electric hydraulic pump to the speed change oil passage .

According to this configuration, when the electric hydraulic pump is driven, the hydraulic oil from the electric hydraulic pump is supplied to the transmission oil passage through the second oil passage with respect to the hydraulic clutch of the transmission mechanism. Supplied directly. Therefore, the hydraulic clutch of the speed change mechanism is in a transmission state (connected state) with no leakage of hydraulic oil or pressure loss at the control valve, compared to the case where hydraulic oil from the electric hydraulic pump is supplied to the control valve. ) Can be maintained. As a result, a hydraulic supply device that can reduce the size and save energy has been configured in the case where hydraulic oil is supplied to the transmission mechanism by a mechanical hydraulic pump and an electric hydraulic pump.

  In the present invention, the electric hydraulic pump may be driven when the engine is stopped.

  According to this configuration, a hydraulic supply device that can reduce the size and save energy is configured for driving the electric hydraulic pump when the engine is stopped.

  In the present invention, the second oil passage is formed in the valve housing of the control valve, and the electric hydraulic pump is connected and fixed to the valve housing, and the hydraulic oil discharge portion in the electric hydraulic pump in the fixed connection state And the second oil passage may be in a positional relationship.

  According to this configuration, by connecting and fixing the electric hydraulic pump to the valve housing, the second oil passage formed in the valve housing and the hydraulic oil discharge portion of the electric hydraulic pump communicate with each other. It is not necessary to form a special oil path using tubes between the electric hydraulic pump and the hydraulic clutch, and it is not necessary to form a dedicated structure for connecting the electric hydraulic pump and the second oil path. .

  The present invention provides, as the electric hydraulic pump, a pump case that forms an internal space, an outer rotor that is rotatably disposed in the internal space and has an internal tooth portion, and an external tooth portion that engages with the internal tooth portion. And an inner rotor that is rotatably arranged in the outer rotor and that forms a pump space that repeats expansion and compression with the outer rotor, and communicates with the inner space, and discharges hydraulic oil from the pump space. A discharge portion, wherein the valve housing has an input port to which the hydraulic oil is supplied, and the pump case and the valve housing are connected and fixed so that the input port also serves as at least a part of the discharge portion. May be.

  According to this configuration, at least a part of the discharge portion of the electric hydraulic pump and the input port of the valve housing can be integrally formed, the formation of the discharge portion in the electric hydraulic pump can be reduced, and the hydraulic supply device can be downsized Can be realized even more.

  In the present invention, the electric motor may be a sensorless / brushless DC motor.

  According to this configuration, the electric motor that constitutes the electric hydraulic pump is configured by a sensorless / brushless DC motor, so that it becomes inoperable when hydraulic fluid enters, such as a DC motor having a structure using a commutator. It can be placed inside the oil pan without falling. In particular, when the pump case is connected and fixed to the valve housing, it becomes easy to dispose the electric hydraulic pump inside the oil pan.

  The present invention may include a torque converter in a transmission system between the engine and the speed change mechanism, and the second oil path may include a path for supplying hydraulic oil to a lockup clutch of the torque converter.

  According to this configuration, when the electric hydraulic pump is driven when the engine is stopped, the hydraulic oil from the electric hydraulic pump is directly supplied to the hydraulic clutch of the transmission mechanism via the second oil passage. At the same time, the torque is supplied to the lock-up clutch of the torque converter, and a transmission state is established between the engine in the stopped state and the wheels of the traveling system. As a result, for example, in a vehicle that performs idling stop, a braking force can be applied to the traveling system even when the brake is not operated. In the hybrid type vehicle, since the electric motor for traveling and the traveling drive system are directly connected, the driving force of the electric motor is directly transmitted to the wheels at the start of traveling, so that efficient traveling can be performed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
〔overall structure〕
As shown in FIG. 1, a traveling drive system is constructed in which power from the engine 1 is transmitted from the torque converter 2 to the transmission mechanism 3, and power shifted by the transmission mechanism 3 is transmitted from the differential gear 4 to the left and right wheels 5. Yes. In a vehicle such as a passenger car or a truck, this traveling drive system is an ECU (Electric Control Unit) 6 that controls to stop the engine 1 (stop idling) when traveling stops and to start the engine 1 when traveling starts. is there.

  The present invention is a hybrid type that uses the driving force of the electric motor during low-speed traveling, generates power in the engine 1, and travels using the driving force of the electric motor and the driving force of the engine during high loads such as during high-speed traveling. It can also be applied to a vehicle.

  The engine 1 is constituted by an internal combustion engine that is operated by fuel supplied from a fuel tank (not shown) and outputs a rotational driving force to a crankshaft (not shown). A front position of the engine 1 is provided with a mechanical hydraulic pump P1 to which power from the engine 1 is transmitted through an endless belt 7, and a generator 8 that generates electric power. A transmission system for transmitting power from the rear end of the crankshaft to the torque converter 2 is provided. A ring gear 10 is provided at the rear end portion of the crankshaft, and the engine 1 is started by transmitting power to the ring gear 10. A starter motor 11 is provided outside the engine 1.

  The electric power generated by the generator 8 is supplied to the battery 13 through the power control unit 12 and charged. The ECU 6 includes software that realizes the control of the torque converter 2 and the shift control of the transmission mechanism 3 based on a shift operation and an accelerator operation by a driver or a torque acting on a travel system, and travel. When the engine is stopped, software for performing idling stop control for stopping the engine 1 is provided after a preset time has elapsed since the stop of the traveling.

  Although not shown in detail in the drawing, the torque converter 2 includes a pump impeller that rotates with a driving force from the engine 1 inside a casing filled with fluid, a turbine liner that outputs the rotating driving force, The structure accommodates the stator. The torque converter 2 includes a hydraulically controlled lockup clutch LC that connects a system including a pump impeller and a system including a turbine liner.

  The speed change mechanism 3 includes a plurality of speed change gears (not shown) that are switched between a power transmission state and a power cut-off state by the operation of frictional multi-plate hydraulic clutches C1 to C4 built in the speed change mechanism 3. By actuating the hydraulic clutches C1 to C4, the hydraulic clutches C1 to C4 function to transmit the power shifted at the gear ratio of the transmission gear corresponding to the hydraulic clutch to the travel drive system. The speed change mechanism 3 may include three or fewer hydraulic clutches for shifting to a plurality of stages, or five or more.

  The transmission mechanism 3 is provided with an oil pan 3P at the bottom, and includes a control valve V for supplying and discharging hydraulic oil to and from the plurality of hydraulic clutches C1 to C4 inside the oil pan. The hydraulic pump P2 is connected and fixed (the connection structure will be described later).

[Hydraulic circuit]
As shown in FIG. 2, the hydraulic pressure supply apparatus of this invention is comprised. In this hydraulic control device, the control valve V selects the primary hydraulic valve 15 that supplies hydraulic oil to any one of the hydraulic clutches C1 to C4 and the hydraulic oil supplied via the primary valve 15. The valve housing 20 has a structure in which a secondary valve 16 that supplies the lockup clutch LC and supplies surplus oil to the lubrication system is accommodated.

  The valve housing 20 is made of aluminum die-casting, and the primary valve 15 (an example of a control valve for shifting the speed change mechanism) and the secondary valve 16 are formed by a spool operably provided inside the valve housing 20. Yes. The primary valve 15 and the secondary valve 16 employ a configuration of an electromagnetic valve that directly operates the spool by a driving force from an electromagnetic solenoid, or a configuration that operates the spool by a pilot pressure controlled by the electromagnetic valve, etc. An oil passage is formed integrally with the valve housing 20.

  The valve housing 20 is formed with a first input port 21a to which hydraulic fluid from the mechanical hydraulic pump P1 is supplied, and hydraulic fluid from the first input port 21a is supplied to the primary valve 15. A first oil passage 21 is formed. An intermediate oil passage 22 for supplying hydraulic oil via the primary valve 15 to the secondary valve 16 is formed, and transmission oil passages 23a to 23d for supplying hydraulic oil from the primary valve 15 to the hydraulic clutches C1 to C4 are formed. ing. Among these transmission oil passages 23a to 23d, a check valve CK is interposed in a transmission oil passage 23a that supplies hydraulic oil to the hydraulic clutch C1.

  The valve housing 20 is formed with a lockup control oil passage 24 for supplying hydraulic oil from the secondary valve 16 to the lockup clutch LC. A check valve CK is interposed in the lockup control oil passage 24. The surplus oil of the secondary valve 16 is supplied to the transmission mechanism 3 through the lubricating oil passage 25.

  Further, the valve housing 20 is formed with a second input port 26a to which hydraulic oil from the electric hydraulic pump P2 is supplied, and the hydraulic oil from the second input port 26a is received and the plurality of hydraulic pressures are received. A second oil passage 26 that supplies one hydraulic clutch C1 among the clutches C1 to C4 is formed. Further, a lockup maintenance oil passage 27 is formed which branches the hydraulic oil from the second oil passage 26 and supplies the hydraulic oil to the lockup clutch LC.

  As shown in the figure, the second oil passage 26 joins the transmission oil passage 23a on the hydraulic clutch C1 side with reference to a check valve CK formed in the transmission oil passage 23a. Similarly, the lockup maintenance oil passage 27 joins the lockup control oil passage 24 on the lockup clutch LC side with reference to a check valve CK formed in the lockup control oil passage 24. Further, the second oil passage 26 is provided with a check valve CK that prevents inconvenience of hydraulic oil flowing into the lockup control oil passage 24 when supplied from the primary valve 15 to the hydraulic clutch C1. ing. Further, when the hydraulic oil is supplied from the secondary valve 16 to the lockup clutch LC, the hydraulic oil flows into the electric hydraulic pump P2 into the lockup maintenance oil passage 27 that supplies the hydraulic oil to the lockup clutch LC. A check valve CK is installed to prevent this.

  Further, a supply port 28a communicating with a supply oil passage 28 for supplying hydraulic oil from the valve housing 20 to the electric hydraulic pump P2 is formed in the valve housing 20, and the supply oil passage 28 is stored in the oil pan 3P. It is comprised so that the done oil may be guide | induced.

[Electric hydraulic pump]
As shown in FIG. 3, the electric hydraulic pump P2 has a structure in which an electric motor M composed of a sensorless / brushless DC motor and a trochoidal hydraulic pump P are connected. In the electric motor M, a cylindrical internal space S is formed in a motor case 30 made of a resin material, and a plurality of cores 31 are arranged at positions surrounding the internal space S. A coil 32 is wound around the plurality of cores 31, and a connector portion 33 that supplies power to the plurality of coils 32 is provided. Further, a rotor 34 made of a permanent magnet is accommodated in the internal space S, and a drive shaft 35 that rotates integrally with the rotor 34 is provided.

  Unlike a motor having a commutator (commutator), a sensorless / brushless DC motor obtains a rotational driving force in a required direction without a commutator. As a specific example, in order to realize the rotation of the rotor 34, a rotating magnetic field is generated by supplying driving power composed of three-phase AC generated from DC power to each coil 32 from the connector portion 33. Is given a rotational force. Further, when the rotor 34 is rotated, an electromotive force generated in the coil 32 is fed back from the connector portion 33, whereby the rotational position of the rotor 34 is acquired to control the driving power.

  It is assumed that the electric power for the three-phase alternating current is generated by a dedicated board provided in the ECU 6, but the electric power for the three-phase alternating current is generated by processing in the microprocessor of the ECU 6. May be.

  The trochoid type hydraulic pump P has a bearing portion 40A that rotatably supports the drive shaft 35, and is disposed rotatably in the internal space and a pump case 40 that forms an internal space. An outer rotor 42 having an outer tooth 42 (not shown) and an outer tooth portion (not shown) that engages with the inner tooth portion. The outer rotor 42 is rotatably disposed in the outer rotor 42 and expands and compresses between the outer rotor 42 and the outer rotor 42. And an inner rotor 41 that forms a plurality of pump spaces 46 and 48. Of these pump spaces 46 and 48, pressure is applied to the hydraulic oil, the part that discharges the hydraulic oil is set in the discharge part 47, and the part that sucks the hydraulic oil (part where the negative pressure acts) is the suction part. 49.

  In the hydraulic pump P, a part of the hydraulic oil from the discharge part is supplied to the internal space S through a gap between the bearing part 40A and the drive shaft 35, and the hydraulic oil from the internal space S is supplied to the pump case. In 40, the return oil passage 43 parallel to the drive shaft 35 is returned to the suction portion, whereby the bearing portion 40A is lubricated and the electric motor M is cooled.

  The motor case 30 and the pump case 40 are fixed with bolts or using an adhesive, and the discharge portion of the pump case 40 is connected to the second input port 26a formed in the valve housing 20. The pump case 40 and the valve housing 20 are connected and fixed via bolts 45 in a form in which the suction portion of the pump case 40 is opposed to the supply port 28a. More specifically, the pump case 40 and the valve housing 20 are connected and fixed so that the second input port 26a of the valve housing 20 also serves as at least a part of the discharge portion 47 of the electric hydraulic pump P2.

  The electric hydraulic pump P2 is disposed at a position where it is immersed in the oil stored in the oil pan 3P. As described above, by connecting the pump case 40 and the valve housing 20, when the electric hydraulic pump P2 is operated, the hydraulic oil inside the oil pan 3P is sucked into the supply oil passage 28 and supplied. The air is sent from the port 28a to the suction portion of the pump space, and is sent to the second oil passage 26 through the discharge portion of the pump space and the second input port 26a.

  In the electric hydraulic pump P2, a suction part that sucks the hydraulic oil stored in the oil pan 3P is formed on the outer surface of the pump case 40 so that the hydraulic oil can be sucked without the valve housing 20. It is possible to configure. Further, in order to ensure suction even when the vehicle body is largely inclined, a straw-like suction pipe that guides hydraulic oil at the bottom of the oil pan 3P to the suction part may be provided. This suction pipe may be provided at the lower end of the supply oil passage 28 shown in FIG.

  From this configuration, when the engine 1 is operating, the ECU 6 performs control to stop the electric hydraulic pump P2. Further, the ECU 6 supplies hydraulic oil from the mechanical hydraulic pump P1 to any one of the hydraulic clutches C1 to C4 of the transmission mechanism 3 based on a shift operation or an accelerator operation by the driver or a torque acting on the traveling system. Thus, the optimum shift speed is selected and supplied to the lock-up clutch LC of the torque converter 2 to realize shift control. Thus, when the mechanical hydraulic pump P1 is operated, the pressure of the hydraulic oil in the speed change oil passage 23a or the pressure of the hydraulic oil in the lockup control oil passage 24 is the oil that sends out the hydraulic oil from the electric hydraulic pump P2. Although acting on the road, the check valve CK provided in the second oil path 26 and the lockup maintaining oil path 27 avoids the disadvantage of excessive pressure acting on the electric hydraulic pump P2. .

  Next, when the ECU 6 determines that the vehicle has stopped traveling, the ECU 6 performs control (idling stop control) to stop the engine 1 after a preset time has elapsed since the traveling stop. Before the hydraulic pressure of the mechanical hydraulic pump P1 falls below a set value due to the stop control of the engine 1, the ECU 6 supplies the hydraulic oil to the hydraulic clutch C1 and the lockup clutch LC by driving the electric hydraulic pump P2. To do.

  The timing for starting the drive of the electric hydraulic pump P2 may be time control based on the timing for stopping the engine 1, and a pressure sensor for measuring the pressure of the hydraulic oil from the mechanical hydraulic pump P1 is provided. It may be provided based on a signal from the pressure sensor.

  After the drive of the electric hydraulic pump P2 is started, the hydraulic oil from the electric hydraulic pump P2 is directly supplied from the second oil passage 26 to the hydraulic clutch C1 of the transmission mechanism 3. Therefore, for example, when compared with the hydraulic oil supplied from the electric hydraulic pump P2 to the control valve V, the hydraulic clutch C1 of the transmission mechanism 3 is free of hydraulic oil leakage or pressure loss at the control valve V. Can be maintained in the transmission state (connected state). Further, since hydraulic oil is supplied to the lock-up clutch LC of the torque converter 2, a transmission state is established between the engine 1 in a stopped state and the wheels 5 of the traveling system, and the traveling system is operated even when the brake is not operated. It is possible to apply a braking force to the.

  Incidentally, when the hydraulic pressure supply device of the present invention is applied to a hybrid type vehicle, the hydraulic clutch required for shifting is maintained in the transmission state when the engine is stopped, and at the same time the lock-up clutch LC of the torque converter 2 is set in the lock-up state. Therefore, the driving force from the electric motor for traveling is transmitted to the traveling system without waste, and efficient traveling appears.

  Further, when the electric hydraulic pump P2 is operated, the hydraulic oil is supplied from the second oil passage 26 to the transmission oil passage 23a. Since the transmission oil passage 23a includes the check valve CK, This avoids the inconvenience that hydraulic fluid flows unnecessarily from the transmission oil passage 23a toward the primary valve 15. Further, when the electric hydraulic pump P2 is driven, hydraulic oil is supplied from the lockup maintenance oil passage 27 to the lockup control oil passage 24. Since the lockup control oil passage 24 includes a check valve CK, the lockup control oil passage 24 is provided with a lockup. This avoids the inconvenience that hydraulic oil flows unnecessarily from the control oil passage 24 toward the secondary valve 16.

  Thus, in the hydraulic pressure supply device of the present invention, hydraulic oil is supplied from the electric hydraulic pump P2 to the hydraulic clutch for shifting and the lockup clutch LC of the torque converter 2 via the dedicated oil passage. It is not necessary to consider hydraulic oil leakage and pressure loss. As a result, the stationary state can be reliably maintained without increasing the size and capacity of the electric hydraulic pump P2. In particular, the electric hydraulic pump P2 is disposed at a position where it is immersed in the oil of the oil pan 3P, and the electric motor is actively fed into the electric motor M constituting the electric hydraulic pump P2. It is also possible to cool M well.

Block diagram showing the vehicle drive system and hydraulic system Hydraulic circuit diagram showing how hydraulic oil is supplied from a mechanical hydraulic pump and an electric hydraulic pump Cross section of electric hydraulic pump connected to valve housing

Explanation of symbols

1 Engine 2 Torque converter 3 Transmission mechanism (conduction system)
4 Differential gear (travel drive system)
5 wheels (travel drive system)
20 Valve housing 21 First oil passage (control oil passage)
26 Second oil passage (control oil passage)
40 Pump case 41 Outer rotor 42 Inner rotor 46, 48 Pump space 47 Discharge part C1-C4 Hydraulic clutch LC Lock-up clutch P1 Mechanical hydraulic pump P2 Electric hydraulic pump V Control valve

Claims (6)

A transmission system for transmitting power from the engine to a travel drive system via a hydraulic transmission mechanism, a mechanical hydraulic pump driven by the engine power, an electric hydraulic pump driven by an electric motor, and this mechanical type A control oil path for supplying hydraulic oil from at least one of the hydraulic pump and the electric hydraulic pump to the transmission mechanism;
The speed change mechanism includes a hydraulic clutch that performs a speed change operation;
The control oil passage supplies a hydraulic oil from the mechanical hydraulic pump to a control valve that controls the hydraulic clutch, and a hydraulic oil from the control valve is supplied to the hydraulic clutch. A hydraulic pressure supply device comprising: a second oil path that supplies hydraulic oil from the electric hydraulic pump directly to the hydraulic clutch by supplying hydraulic oil from the electric hydraulic pump to a speed change oil path .   The hydraulic pressure supply device according to claim 1, wherein the electric hydraulic pump is driven when the engine is stopped.   The second oil passage is formed in the valve housing of the control valve, and the electric hydraulic pump is connected and fixed to the valve housing. In this connected and fixed state, the hydraulic oil discharge portion and the second oil hydraulic pump in the electric hydraulic pump are connected. The hydraulic pressure supply device according to claim 1 or 2, wherein the hydraulic passage is in a positional relationship in communication with the oil passage. The electric hydraulic pump includes a pump case that forms an internal space, an outer rotor that is rotatably disposed in the internal space and has an internal tooth portion, and an external tooth portion that engages with the internal tooth portion. An inner rotor that is rotatably disposed inside and forms a pump space that repeats expansion and compression with the outer rotor, and a discharge portion that communicates with the internal space and discharges hydraulic oil from the pump space. Prepared,
The valve housing includes an input port to which the hydraulic oil is supplied,
The hydraulic pressure supply device according to claim 3, wherein the pump case and the valve housing are connected and fixed so that the input port also serves as at least a part of the discharge portion.   The hydraulic pressure supply device according to any one of claims 1 to 4, wherein the electric motor is configured by a sensorless brushless DC motor.   The transmission system between the engine and the transmission mechanism includes a torque converter, and the second oil path includes a path for supplying hydraulic oil to a lockup clutch of the torque converter. The hydraulic pressure supply device according to claim 1.

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