JP5182066B2 - Fluid pressure circuit structure of transmission - Google Patents

Description

  The present invention relates to a fluid pressure circuit structure of a transmission including an electric pump unit having a hydraulic pump driven by an electric motor, in addition to a hydraulic pump driven by an engine that supplies hydraulic pressure to a friction engagement element.

  As a conventional fluid pressure circuit structure of a transmission, a fluid of a transmission having an electric pump unit having a hydraulic pump driven by an electric motor, in addition to a hydraulic pump driven by an engine rotation that supplies hydraulic pressure to a friction engagement element A pressure circuit structure is known from Patent Document 1 and the like.

The electric pump unit includes an oil hose that is an oil passage for the working oil that sucks the working oil in the oil pan that stores the working oil set in the lower part of the transmission case and guides the working oil to the electric pump unit. Oil hoses that are hydraulic oil passages that generate hydraulic pressure in the unit and guide it to the hydraulic control unit in the transmission case are respectively attached via connectors. Each oil hose is formed in a substantially U shape, and each oil hose is set to a length that allows the displacement of the electric pump unit.
In addition, a check valve is set on a hydraulic circuit connecting the hydraulic pump driven by engine rotation and the hydraulic pump of the electric pump unit. This check valve stops the hydraulic oil discharged from the hydraulic pump driven by engine rotation from flowing toward the electric pump unit.
JP 2005-98338 A

  However, the conventional hydraulic circuit structure of the transmission has an oil hose and a check valve, which are the hydraulic control system of the electric pump unit, provided outside the transmission. Sometimes it was susceptible to vibration.

  The present invention has been made paying attention to the above problems, and provides a fluid pressure circuit structure of a transmission that can protect an electric pump unit from scattered objects and the like and can be made less susceptible to vibration during traveling. The purpose is to do.

  In order to achieve the above object, a sub valve provided with a sub suction path and a sub discharge path connected to the electric pump is disposed between the main valve and the electric pump and is accommodated in the lower part of the transmission case. The transmission fluid pressure circuit structure is as follows.

In the fluid pressure circuit structure of the transmission according to the present invention, the sub valve including the sub suction passage and the sub discharge passage connected to the electric pump attached to the transmission case is disposed between the main valve and the electric pump. And stored in the lower part of the mission case.
As a result, the sub-valve, which is the hydraulic system of the electric pump, can be protected from damage from scattered objects, and is less susceptible to vibration during traveling.
Moreover, even if the sub-valve has a variation in accuracy when assembled to the mission case, and the oil leaks, the oil leak can be kept in the mission case.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
The fluid pressure circuit structure of the transmission according to the present embodiment includes a transmission (T / M) that can connect an engine (E) and a motor generator (MG) on the input side, and the transmission (T / M). A transmission case (100) to be accommodated, and a main valve (110) provided at a lower portion of the transmission case (100) and capable of controlling a fluid pressure for fastening and releasing a frictional engagement element of the transmission (T / M); A mechanical pump (OP1) driven by input rotation to the transmission (T / M), sucking fluid from the main valve (110) side and supplying discharge pressure to the main valve (110) side, and the transmission case (100), a sub suction path (126) connected to a suction path (112) on the suction side and a discharge path (125) on the discharge side of the mechanical pump (OP1), and a sub discharge An electric pump (OP2) connected to (122) and driven by an electric motor, and the sub valve (120) including the sub suction path (126) and the sub discharge path (122) is the main valve. (110) is disposed between the electric pump (OP2) and is housed in a lower portion of the transmission case (100).

  The hydraulic circuit structure of the transmission according to the first embodiment of the present invention will be described with reference to FIGS.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle equipped with an automatic transmission T / M to which the transmission hydraulic circuit structure of the first embodiment is applied.
As shown in FIG. 1, the hybrid drive system according to the first embodiment includes an engine E, a flywheel F / W, a first clutch CL1, a motor generator MG, a damper DUM, a mechanical pump OP1, and an automatic transmission T. / M, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (drive wheel), and right rear wheel RR (drive wheel).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The output shaft of the engine E is provided with a flywheel F / W.

  The first clutch CL1 is a hydraulic multi-plate clutch or the like interposed between the engine E and the motor generator MG, and is based on a control command from a first clutch controller (not shown). Engagement / release including slip engagement and slip release is controlled by the control oil pressure generated by the one-clutch hydraulic unit.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control command from a motor generator controller 2 described later, three motor generators MG are generated. It is controlled by applying a phase alternating current. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the drive battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated by an external force. Alternatively, the drive battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission T / M via a damper DUM.

  The automatic transmission T / M is, for example, a transmission that automatically switches a stepped gear ratio such as forward 5 speed reverse 1 speed or forward 6 speed reverse 1 speed according to vehicle speed, accelerator opening, etc. It has a power train with a gear mechanism and frictional engagement elements.

  The input shaft of the automatic transmission T / M is provided with a mechanical pump OP1 using the engine E or the motor generator MG as a power source.

  The automatic transmission T / M incorporates a second clutch CL2 such as a hydraulic multi-plate clutch. The second clutch CL2 is not newly added as a dedicated clutch, and uses some frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission T / M. ing. The second clutch CL2 is controlled to be engaged and disengaged including slip engagement and slip release by a control hydraulic pressure generated by a main valve 110 in the mission case 100 described later based on a control command from an AT controller (not shown). Is done.

  The output shaft of the automatic transmission T / M is connected to the left rear wheel RL and the right rear wheel RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor generator controller 2, an inverter 3, a drive battery 4, a power distribution device 5, and a DC / DC converter 6. And a 12V battery 7, a DC / DC converter 8, a navigation monitor 9, an integrated controller 10, and an electric pump OP2. The engine controller 1, the motor generator controller 2, and the integrated controller 10 are connected via a CAN communication line (not shown) that can exchange information with each other.

  The engine controller 1 uses a 12V battery 7 as a power source, and sends a command for controlling the engine operating point (Ne, Te) according to a target engine torque command from the integrated controller 10 to, for example, a throttle valve actuator (not shown). Output.

The motor generator controller 2 uses a 12V battery 7 as a power source, inputs information from a resolver that detects the rotor rotational position of the motor generator MG, and receives a motor generator MG according to a target motor generator torque command or the like from the integrated controller 10. A command for controlling the motor operating point (Nm, Tm) is output to the inverter 3.
The 12V battery 7 is charged by a DC / DC converter 6 that transforms a DC high voltage distributed from a power distribution device 5 connected between the inverter 3 and the drive battery 4 via a high voltage line.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 inputs various information and operates the engine E according to a control command to the engine controller 1. Control, operation control of the motor generator MG, engagement / disengagement control of the first clutch CL1, and engagement / disengagement control of the second clutch CL2 are performed by a control command to the motor generator control controller 2.

  As shown in FIG. 1, the hybrid drive system of the first embodiment includes a first clutch CL1 that is hydraulically operated between an engine E and a motor generator MG, and the motor generator MG and the left and right rear wheels RL and RR. In this configuration, an automatic transmission T / M having a second clutch CL2 that is hydraulically operated is interposed, the engine E is not equipped with an alternator, and only the motor generator MG plays a role of supplying power to the system. Yes.

  As a pump for supplying hydraulic pressure to the automatic transmission T / M, a mechanical pump OP1 powered by the engine E and an electric pump OP2 having a function as a hydraulically driven generator are used in combination.

The mechanical pump OP1 is provided coaxially with the input shaft of the automatic transmission T / M and at the vehicle forward (arrow F direction) side end of the automatic transmission T / M.
The electric pump OP2 is driven by an electric motor (not shown), and is disposed close to the vehicle lower side of the mechanical pump OP1. Further, in the first embodiment, in the electric pump OP2, the pump portion is disposed below the electric motor portion of the vehicle and attached to the vehicle front side end portion of the transmission case 100.

  Next, a hydraulic circuit structure for connecting the automatic transmission T / M with the mechanical pump OP1 and the electric pump OP2 will be described.

  As shown in FIGS. 2 and 3, a general main valve 110 is mounted on the vehicle rear (arrow R direction) side portion of the transmission case 100 covering the automatic transmission T / M. Sub valve 120 is provided.

  The sub valve 120 is provided with a first discharge oil passage 121 from the mechanical pump OP1 and a second discharge oil passage 122 from the electric pump OP2. A first flapper valve 123 and a second flapper valve 124 urged in the valve closing direction are installed in both the discharge oil passages 121 and 122, respectively, and one discharge oil passage is provided at the tip of both the flapper valves 123 and 124. 125. The discharge oil passage 125 is connected to a discharge oil passage 111 of the main valve 110 of the mission case 100, and the discharge oil passage 111 is connected to a pressure regulator valve (not shown) in the main valve 110.

  On the other hand, a suction oil passage 112 formed in the main valve 110 passes through the mission case 100 and extends to the suction side of the mechanical pump OP1. The suction oil passage 112 is branched halfway and connected to the suction side of the electric pump OP <b> 2 via a sub suction oil passage 126 formed in the sub valve 120.

  The sub-valve body 127 shown in FIG. 4 forming the sub-valve 120 is fastened to the transmission case 100 with bolts 101 as shown in FIG. Further, as shown in FIGS. 4 and 5A, the sub suction oil passage 126 is connected to the communication hole 120a connected to the suction oil passage 112 of the main valve 110, and to the suction side of the electric pump OP2. The holes 120b communicate with each other and are formed in a substantially straight line.

The sub suction oil passage 126 is connected to the electric pump OP2 through the external pipe 126b of FIG. 2 from the tip of the communication hole 120b. Further, the second discharge oil passage 122 of the sub valve 120 and the electric pump OP2 are also connected via an external pipe 122b.
Further, the discharge oil passage 125 communicated with the discharge side of the first flapper valve 123 and the second flapper valve 124 is formed along the upper surface of the sub-valve body 127 as shown in FIG.

Next, the operation of the first embodiment will be described.
(When the engine is driven = When the electric pump is not driven)
When the normal engine E is driven, the mechanical pump OP1 is driven. The discharged oil from the mechanical pump OP1 is guided to the first discharged oil passage 121 of the sub-valve 120 through the transmission case 100 through the pump case and the front case (not shown).
Then, the discharge oil guided to the first discharge oil passage 121 opens the first flapper valve 123 of the sub valve 120, and discharges from the main valve 110 from the discharge oil passage 125 in the sub valve 120 via the transmission case 100. It is supplied from the oil passage 111 to a pressure regulator valve (not shown).

  The discharged oil that has opened the first flapper valve 123 is passed to the second flapper valve 124 on the electric pump OP2 side. At this time, the second flapper valve 124 acts as a check valve, Intrusion to the electric pump OP2 side is hindered.

(When the engine is not driven = when the electric pump is driven)
When the engine E is not driven, the electric pump OP2 is driven. By driving the electric pump OP2, hydraulic oil is sucked from the suction oil passage 112 of the main valve 110 into the electric pump OP2 through the sub suction oil passage 126 of the sub valve 120. Also, the discharge oil from the electric pump OP2 opens the second flapper valve 124 of the sub valve 120, and is supplied from the discharge oil path 125 to the pressure regulator valve (not shown) from the discharge oil path 111 of the main valve 110.
The oil discharged from the electric pump OP2 that has pushed down the second flapper valve 124 is passed to the first flapper valve 123 on the mechanical pump OP1 side. The first flapper valve 123 acts as a check valve, and the mechanical pump Intrusion into OP1 is prevented.

Next, the effect of Example 1 will be described.
a) The sub valve 120 was disposed between the electric pump OP2 and the main valve 110 and housed in the lower part of the transmission case 100 of the automatic transmission T / M. For this reason, the sub-valve 120, which is a hydraulic circuit portion connected to the electric pump OP2, can be protected from damage due to flying objects, and is less susceptible to vibration during traveling.
The main valve 110, the sub valve 120, the electric pump OP2, and the mechanical pump OP1 can be brought close to each other, and most of the hydraulic circuit structure that connects the electric pump OP2 and the main valve 110 can be accommodated in the sub valve 120 in the transmission case 100. .
Therefore, the external pipes 122b and 126b appearing outside the mission case 100 can be made extremely short, and are less susceptible to damage from scattered objects.
In addition, since the sub-valve 120 is accommodated in the mission case 100, even when oil leakage occurs due to variations in the mating surface accuracy and assembly accuracy when the sub-valve 120 is assembled to the mission case 100, Oil leakage can be retained in the mission case 100.

  b) Since the sub-valve 120 is fastened to the transmission case 100 with a plurality of bolts 101 and firmly fixed to the transmission case 100, vibration from the vehicle is difficult to propagate and stable hydraulic control is obtained.

c) The sub valve 120 is provided with both discharge circuits 121 and 122, both flapper valves 123 and 124, a discharge oil passage 125, and a sub suction oil passage 126, which are necessary when the electric pump OP2 is provided. Therefore, the main valve 110 of the hydraulic control system necessary for the normal automatic transmission T / M and the sub valve 120 of the hydraulic control system necessary for the hybrid vehicle can be individually installed in the mission case 100, and the valve function and space are increased. It was set as the structure which can be divided | segmented.
Therefore, according to the specification of the vehicle, only the main valve 110 is installed in a general vehicle other than the hybrid vehicle, and the sub-valve 120 is added to the hybrid vehicle specification, so that parts, facilities, Management can be shared, which makes it possible to reduce costs.

  d) By dividing the valve function and space between the main valve 110 and the sub-valve 120, when a failure occurs in the hydraulic control system, the maintenance point is narrowed down and the work efficiency is improved.

  e) Since the flapper valve type first flapper valve 123 and the second flapper valve 124 are provided in the sub-valve 120 as check valves, the sub valve 120 is installed in a horizontal posture as compared with a ball type check valve. The hydraulic control system can be stabilized. In addition, it is easy to secure a storage space, the pressure loss is small and efficient, the pressure pulsation on the discharge side is converged, chattering (vibration) hardly occurs, and the hydraulic control system can be stabilized.

  As described above, the hydraulic circuit structure of the transmission according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  For example, in the first embodiment, the flapper type is shown as the check valve, but a ball type may be used.

  In the first embodiment, an example in which both flapper valves 123 and 124 as check valves are installed in the sub-valve 120 is shown. However, the sub-valve 120 has at least a mechanical side discharge path, a sub discharge path, and a sub suction path. The check valve may be attached to the pump side.

  Moreover, although the thing using oil_pressure | hydraulic was shown as a fluid pressure circuit structure of a transmission, as fluid pressure, it is not limited to oil_pressure | hydraulic, Another liquid and gas can also be used.

  In the first embodiment, an example of application to a rear-wheel drive hybrid vehicle is shown, but the present invention can also be applied to a front-wheel drive hybrid vehicle and a four-wheel drive hybrid vehicle. Further, in the first embodiment, an example of application to a 1-motor 2-clutch type hybrid drive system has been shown, but an engine, a drive motor (motor generator), and a transmission (automatic transmission, continuously variable transmission, The present invention can also be applied to a hybrid drive system having only a power synthesis transmission, a power split transmission, and the like. In short, the present invention can be applied to any hybrid vehicle that includes an engine, a drive motor (motor generator), and a transmission to form a hybrid drive system, and only the motor generator plays a role of supplying power to the system. Moreover, although the example using the motor generator which can perform power running and regeneration (electric power generation) was shown as a drive motor, the drive motor which performs only power running may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a hydraulic circuit structure of a transmission according to a first embodiment is applied. FIG. 3 is a schematic plan view illustrating an outline of a main part of the hydraulic circuit structure of the transmission according to the first embodiment. 1 is a plan view showing a transmission case 100 to which a hydraulic circuit structure of a transmission according to a first embodiment is applied. It is a bottom view which shows the bottom face of sub valve body 127 of the hydraulic circuit structure of the transmission of Example 1. FIG. 4 is a cross-sectional view illustrating a main part of the hydraulic circuit structure of the transmission according to the first embodiment, where (a) illustrates a state cut along the SS and TT lines in FIG. 3, and (b) illustrates the U line in FIG. The state cut | disconnected by the -U line | wire is shown, (c) shows the state cut | disconnected by the VV line | wire of FIG.

Explanation of symbols

100 Mission case 110 Main valve 111 Discharge oil passage 112 Suction oil passage 120 Sub valve 121 First discharge oil passage (mechanism side discharge passage)
122 Second discharge oil passage (sub discharge passage)
123 First flapper valve (check valve)
124 Second flapper valve (check valve)
125 Discharge oil passage (discharge passage)
126 Sub suction oil passage (sub suction passage)
127 Sub valve body E Engine MG Motor generator OP1 Mechanical pump OP2 Electric pump T / M Automatic transmission (transmission)

Claims (3)

A transmission capable of connecting an engine and a drive motor to the input side;
A mission case that houses this transmission,
A main valve capable of controlling a fluid pressure provided at a lower portion of the transmission case and capable of engaging and releasing a frictional engagement element of the transmission;
A mechanical pump that is driven by an input rotation to the transmission, sucks fluid from the main valve side, and supplies a discharge pressure to the main valve side;
An electric pump provided at a lower portion of the transmission case, connected to a sub suction path and a sub discharge path connected to a suction path and a discharge path of the discharge side of the mechanical pump, and driven by an electric motor;
With
A sub-valve provided with the sub-suction passage and the sub-discharge passage is disposed between the main valve and the electric pump, and is accommodated in a lower portion of the transmission case. Construction.   The sub-valve is provided with a mechanism-side discharge path that guides the discharge pressure of the mechanical pump to the discharge path, and a check valve that guides the discharge pressure of the electric pump and the mechanical pump to the main valve side. The fluid pressure circuit structure of a transmission according to claim 1, wherein:   The fluid pressure circuit structure for a transmission according to claim 2, wherein a flapper valve is used as the check valve.

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