JP5447462B2 - Hydraulic control device - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission for a vehicle capable of transmitting power applied to an input member to an output member by changing a gear ratio to a plurality of stages by engaging / disengaging a plurality of hydraulic clutches.

  Conventionally, this type of hydraulic control device includes a plurality of friction engagement elements, a plurality of hydraulic servos that engage and disengage the plurality of friction engagement elements, and a plurality of engagements that control the engagement pressure supplied to the hydraulic servo. A solenoid valve for controlling the combined pressure, a primary regulator valve that adjusts the hydraulic pressure from the oil pump driven by the power from the engine to generate line pressure, and the line pressure when the shift position is set to the driving position And a source pressure switching valve that can switch the supply / cutoff of line pressure to / from a plurality of engagement pressure control solenoid valves according to the signal pressure. (For example, refer to Patent Document 1). When the shift position is set to the driving position and the signal pressure based on the line pressure is supplied from the solenoid valve, the original pressure switching valve of this hydraulic control device applies the line pressure to the plurality of solenoid valves for controlling the engagement pressure. Forms a supply position for supply, and shuts off the line pressure for a plurality of solenoid valves for controlling the engagement pressure when the shift position is set to the parking position and no signal pressure based on the line pressure is supplied from the solenoid valve. Form a position. In this way, manual valves and actuators for operating manual valves that perform the same function by switching the supply / shutoff of line pressure to a plurality of engagement pressure solenoid valves with the main pressure switching valve according to the shift position The control unit for driving the actuator can be omitted.

JP 2010-84873 A

  In an automobile equipped with the hydraulic control device as described above, for example, by performing so-called idle stop control, the engine operation may be stopped while the shift position is maintained at the traveling position. In such a case, the oil pump is also stopped when the engine is stopped, and the line pressure is not generated. Therefore, the main pressure switching valve forms a blocking position even though the shift position is maintained at the driving position. To do. Therefore, even if the oil pump is driven as the engine is restarted and the signal pressure based on the line pressure is supplied to the main pressure switching valve, it takes time to switch the main pressure switching valve from the shut-off position to the supply position again. Therefore, the line pressure may not be supplied to the engagement pressure control solenoid valve promptly.

  The hydraulic control device according to the present invention can supply the hydraulic pressure to the solenoid valve that regulates the hydraulic pressure to the hydraulic clutch even if the hydraulic pressure is not generated by stopping the operation of the prime mover while the shift position is maintained at the traveling position. The main purpose is to maintain a valve that switches between a supply state and a shut-off state that interrupts the supply of hydraulic pressure to the solenoid valve.

  The hydraulic control apparatus according to the present invention employs the following means in order to achieve the main object described above.

The hydraulic control device of the present invention is
In the hydraulic control device for an automatic transmission for a vehicle that can transmit the power applied to the input member to the output member by changing the gear ratio to a plurality of stages by engaging / disengaging a plurality of hydraulic clutches,
A plurality of solenoid valves for regulating the hydraulic pressure supplied to the plurality of hydraulic clutches;
A first pump driven by power from a prime mover;
A second pump driven by electric power;
A line pressure generating valve that adjusts the hydraulic pressure from the first pump to generate a line pressure;
When the shift position is a travel position, a supply state is formed so that the line pressure can be supplied to the plurality of solenoid valves, and when the shift position is a non-travel position, the plurality of solenoid valves A line pressure supply valve that forms a shut-off state that shuts off the supply of the line pressure to
When the shift position is the traveling position and the first pump is driven, the line pressure supply valve forms the supply state by the pressure based on the line pressure, and the shift position is the traveling position. When the first pump is not driven, the supply state is formed by the hydraulic pressure from the second pump.

  The hydraulic control apparatus according to the present invention includes a first pump driven by power from a prime mover, a second pump driven by electric power, a plurality of solenoid valves for regulating hydraulic pressure supplied to a plurality of hydraulic clutches, and a shift position. Forms a supply state in which the line pressure can be supplied to the plurality of solenoid valves when the is in the traveling position, and the line pressure is supplied to the plurality of solenoid valves when the shift position is the non-traveling position. And a line pressure supply valve that forms a shut-off state for shutting off the power. When the shift position is the traveling position and the first pump is driven by the power from the prime mover, the line pressure supply valve forms a supply state by the pressure based on the line pressure, and the shift position travels. When the first pump is not driven at this position, the supply state is formed by the hydraulic pressure from the second pump driven by electric power. Thus, when the shift position is the traveling position, even if the first pump stops and the line pressure is no longer generated due to the stoppage of the operation of the prime mover, the hydraulic pressure from the second pump driven by electric power The line pressure supply valve can be maintained in the supply state. Therefore, the line pressure can be restarted without requiring time to switch the line pressure supply valve from the stage where the prime mover is restarted, the first pump is driven by the power from the prime mover, and the line pressure is generated by the line pressure generation valve. The line pressure can be quickly supplied to the plurality of solenoid valves via the supply valve.

  Further, the line pressure supply valve may have an input port for inputting hydraulic pressure from the second pump, and in the middle of an oil passage connecting the discharge port of the second pump and the input port, An orifice may be arranged. As a result, when the second pump is stopped, it is possible to suppress the oil from suddenly flowing out from the line pressure supply valve to the discharge port side of the second pump through the input port and the oil passage. It is possible to suppress the line pressure supply valve from being immediately switched from the supply state to the shut-off state as the second pump is stopped.

  Further, the line pressure supply valve includes a plunger that is movably disposed in the axial direction, a spool that is movably disposed coaxially with the plunger and that can form the supply state and the shut-off state, and the spool And a spring that biases the plunger toward the plunger side, and the spool is formed on the opposite side of the first pressure receiving surface that receives the biasing force of the spring and from the second pump. A first pressure receiving surface that receives the hydraulic pressure from the second pump and that faces the second pressure receiving surface of the spool. And a second pressure receiving surface that is formed on the opposite side of the pressure receiving surface and that receives a pressure based on the line pressure. As a result, when the first pump is driven, a pressure based on the line pressure acts on the second pressure receiving surface of the plunger, and the plunger moves the spool in a direction opposite to the biasing direction of the spring. That is, when the first pump is driven, the supply state is maintained by the thrust applied to the second pressure receiving surface of the plunger overcoming the urging force of the spring by the action of the pressure based on the line pressure. On the other hand, when the first pump is not driven, the supply state is maintained by overcoming the urging force of the spring by the thrust applied to the second pressure receiving surface of the spool by the action of the hydraulic pressure from the second pump. . As a result, the supply state can be formed by the action of the hydraulic pressure from the second pump without making the second pressure receiving surface of the spool larger than the first pressure receiving surface of the plunger.

  The line pressure supply valve has at least a first input port for inputting a hydraulic pressure from the second pump so that a hydraulic pressure acts on the second pressure receiving surface of the spool at least in the supplied state, and at least from the shut-off state. And a second input port for inputting the hydraulic pressure from the second pump so that the hydraulic pressure acts on the second pressure receiving surface of the spool before switching to the supply state. As a result, when the second pump is driven, the supply of hydraulic pressure from the second pump to the first input port of the line pressure supply valve is delayed due to, for example, the low oil temperature, and the second of the spool Even if the hydraulic pressure acting on the pressure receiving surface is insufficient and the line pressure supply valve is switched from the supply state to the cutoff state, the hydraulic pressure from the second pump supplied to the second input port is used as the second pressure receiving surface of the spool. It is possible to change the line pressure supply valve from the shut-off state to the supply state.

  Further, when the first pump is driven, a first state is formed in which hydraulic pressure from a solenoid valve corresponding to a starting clutch that is engaged when the vehicle starts among the plurality of solenoid valves is supplied to the starting clutch. In addition, a clutch supply pressure switching valve that forms a second state in which the hydraulic pressure from the second pump is supplied to the starting clutch when the first pump is not driven may be provided. It may be driven before the first pump stops with the stoppage of the prime mover due to the execution of stop control. Thereby, even if the operation of the prime mover is stopped by the execution of the idle stop control, the first pump stops and the line pressure is not generated, the hydraulic pressure from the second pump driven by electric power is changed to the clutch supply pressure switching valve. To the starting clutch, and the starting clutch can be maintained in a state immediately before engagement, for example. Accordingly, the prime mover is restarted in response to the start request to the vehicle, the first pump is driven and the line pressure is generated, and the line pressure is supplied to the solenoid valve corresponding to the start clutch via the line pressure supply valve. Sometimes the starting clutch can be engaged more quickly. Further, by driving the second pump before the first pump stops due to the stoppage of the operation of the prime mover, the line pressure supply valve can be switched from the supply state to the cutoff state when the first pump stops. While suppressing well, when a 1st pump stops, it becomes possible to maintain a starting clutch more in the state just before engagement.

  The second pump may be an electromagnetic pump. Thereby, the hydraulic control apparatus can be made compact and the cost can be reduced. However, the second pump may be an electric pump.

It is a schematic block diagram of the motor vehicle 10 which is a vehicle carrying the power transmission device 20 including the hydraulic control device 50 according to the embodiment of the present invention. 2 is a system diagram showing a hydraulic control device 50. FIG. It is explanatory drawing which shows a mode that the hydraulic pressure Pemop from the electromagnetic pump EMOP is supplied to the 1st and 2nd input ports 65, 66 when the line pressure supply valve 60 is a supply state. FIG. 6 is an explanatory diagram showing a state in which a hydraulic pressure Pemop from an electromagnetic pump EMOP is supplied to the first and second input ports 65 and 66 when the line pressure supply valve 60 is in a shut-off state.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of an automobile 10 that is a vehicle equipped with a power transmission device 20 including a hydraulic control device 50 according to an embodiment of the present invention. An automobile 10 shown in FIG. 1 includes an engine 12 as a power generation source that is an internal combustion engine that outputs power by an explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil and air, and an engine that controls the engine 12. Electronic control unit (hereinafter referred to as "engine ECU") 14, a brake electronic control unit (hereinafter referred to as "brake ECU") 15 for controlling an electronically controlled hydraulic brake unit (not shown), and a fluid transmission device (starting device) ) 23, stepped automatic transmission 30, hydraulic control device 50 that supplies and discharges hydraulic oil (working fluid) to and from them, a shift electronic control unit (hereinafter referred to as “shift ECU”) 21 that controls these, and the like The left and right drive wheels D are connected to a crankshaft (not shown) of the engine 12 and power from the engine 12 as a power generation source. And a power transmission device 20 for transmitting to.

  As shown in FIG. 1, the engine ECU 14 has an accelerator opening Acc from an accelerator pedal position sensor 92 that detects a depression amount (operation amount) of an accelerator pedal 91, a vehicle speed V from a vehicle speed sensor 99, and rotation of a crankshaft. A signal from various sensors such as a crankshaft position sensor (not shown) for detecting the engine, a signal from the brake ECU 15 and the shift ECU 21 and the like are input, and based on these signals, the engine ECU 14 Controls fuel injection valves, spark plugs, etc. The engine ECU 14 of the embodiment stops the operation of the engine 12 when the normal engine 12 is idling with the stop of the automobile 10 and responds to a start request to the automobile 10 when the accelerator pedal 91 is depressed. The automatic start / stop control (hereinafter referred to as “idle stop control”) for restarting the engine is configured to be executable.

  The brake ECU 15 includes a master cylinder pressure detected by the master cylinder pressure sensor 94 when the brake pedal 93 is depressed, a vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), an engine ECU 14 and a transmission ECU 21. The brake ECU 15 controls a brake actuator (hydraulic actuator) (not shown) and the like based on these signals. The transmission ECU 21 of the power transmission device 20 is accommodated in the transmission case 22. The shift ECU 21 includes a shift position sensor that detects an operation position of the shift lever 95 for selecting a desired shift position from among a plurality of shift positions (a parking position, a neutral position, a reverse position, and a drive position in the embodiment). The shift position SP from 96, the vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), signals from the engine ECU 14 and the brake ECU 15 and the like are input, and the transmission ECU 21 transmits fluid based on these signals. The device 23, the automatic transmission 30 and the like are controlled.

  The engine ECU 14, the brake ECU 15 and the speed change ECU 21 are each configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, an RAM for storing data, It has an output port and a communication port (both not shown). The engine ECU 14, the brake ECU 15 and the transmission ECU 21 are connected to each other via a bus line or the like, and exchange of data necessary for control is executed between these ECUs as needed.

  The power transmission device 20 includes a fluid transmission device 23 housed inside the transmission case 22, an oil pump (mechanical pump) 29 (see FIG. 2) as a hydraulic pressure generation source, an automatic transmission 30, and the like. The fluid transmission device 23 is configured as, for example, a well-known fluid type torque converter, and transmits power from the engine 12 to the input shaft of the automatic transmission 30 via a pump impeller, a turbine runner, or the like (all not shown). . The oil pump 29 as a hydraulic pressure generation source includes a pump assembly including a pump body and a pump cover, and external gears (both not shown) connected to a pump impeller (not shown) of the fluid transmission device 23 via a hub. It is comprised as a gear pump provided, and is connected to the hydraulic control device 50. When the engine 12 is in operation, the external gear is rotated by the power from the engine 12, whereby the hydraulic oil stored in the oil pan (not shown) is sucked by the oil pump 29 through the strainer. And is discharged from the oil pump 29. Therefore, during operation of the engine 12, the oil pump 29 can generate the hydraulic pressure required by the fluid transmission device 23 and the automatic transmission 30, and supply hydraulic oil to lubricated parts such as various bearings. .

  The automatic transmission 30 is configured, for example, as an 8-speed transmission, and includes a planetary gear mechanism (not shown), a plurality of clutches C1, C2, C3 for changing a power transmission path from the input side to the output side, and C4 and brakes B1 and B2, a one-way clutch (not shown), and the like are included. The output shaft of the automatic transmission 30 is connected to the drive wheels DW via a gear mechanism and a differential mechanism (both not shown). The clutches C <b> 1 to C <b> 4 and the brakes B <b> 1 and B <b> 2 operate by receiving and supplying hydraulic oil from the hydraulic control device 50. The automatic transmission 30 provides a forward speed and a reverse speed of 1st to 8th speeds by combining clutches C1 to C4 and engagement or release of the brakes B1 and B2. When the first forward speed is set in the automatic transmission 30 according to the embodiment, only the clutch C1 is engaged except when an engine brake is generated.

  FIG. 2 is a system diagram showing a hydraulic control device 50 that supplies and discharges hydraulic oil to and from the fluid transmission device 23 and the automatic transmission 30 described above. As shown in FIG. 2, the hydraulic control device 50 adjusts the hydraulic oil from the oil pump 29 to generate a line pressure PL, a regulator valve (primary regulator valve) 51, and a modulator valve that generates a constant modulator pressure Pmod. 52. A line pressure supply valve 60 that switches the supply state of the line pressure PL from the regulator valve 51 according to the shift position SP, and a switching valve that switches the supply destination of the line pressure PL from the line pressure supply valve 60 according to the shift position SP. 70, C1, C2 and C4 which regulate the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 and supply them to the corresponding ones of the clutches C1, C2 and C4 and the brake B1. Linear solenoid valve SLC1, LC2 and SLC4, B1 linear solenoid valve SLB1, C3 linear solenoid valve SLC3 that regulates and outputs the line pressure PL from the regulator valve 51, respectively, modulates the modulator pressure Pmod from the modulator valve 52 according to the shift position SP, and signals Solenoid valves S1 to S3 that generate solenoid valve pressures Ps1 to Ps3 as pressure, shuttle valve 53 connected to the output ports of solenoid valves S1 and S2, and C3 solenoid valve pressure Pslc3 from C3 linear solenoid valve SLC3 to clutch C3 C3-B2 supply state that enables supply of the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 to the brake B2. And a C3-B2 switching valve 80 capable of forming a B2 supply state in which the brake B2 can be supplied with the C3 solenoid valve pressure Pslc3 from the C3 linear solenoid valve SLC3, and is driven by electric power from an auxiliary battery (not shown). An electromagnetic pump EMOP that sucks and discharges hydraulic oil from the oil pan, a first state in which the C1 solenoid valve pressure Pslc1 from the C1 linear solenoid valve SLC1 can be supplied to the clutch C1, and a hydraulic pressure Pemop from the electromagnetic pump EMOP to the clutch C1 A C1 switching valve 85 capable of forming a second state in which the gas can be supplied.

  The regulator valve 51 of the embodiment is controlled from a linear solenoid valve (not shown) that regulates hydraulic oil from the oil pump 29 according to the accelerator opening Acc or the throttle valve opening of the engine 12 and outputs a control pressure. Driven by pressure. The modulator valve 52 according to the embodiment is a pressure regulating valve that regulates the line pressure PL from the regulator valve 51 by using the biasing force of the spring and the feedback pressure to generate a substantially constant modulator pressure Pmod.

  The line pressure supply valve 60 has a line pressure applied to the switching valve 70 side (linear solenoid valves SLC1, SLC2, SLC4 and SLB1 side or brake B2 side) when the shift position SP is the driving position (drive position and reverse position). A supply state that enables supply of PL can be formed, and when the shift position SP is a non-travel position (parking position and neutral position), the supply of the line pressure PL to the switching valve 70 is cut off. It is a spool valve capable of forming a state. When the shift position SP is the drive position, the switching valve 70 converts the line pressure PL (drive range pressure Pd) supplied from the regulator valve 51 via the line pressure supply valve 60 to the linear solenoid valves SLC1, SLC2, SLC4, and A forward supply state that can be supplied to the SLB 1 can be formed, and the line pressure PL (reverse range pressure Pr) supplied from the regulator valve 51 via the line pressure supply valve 60 when the shift position SP is the reverse position. ) Can be supplied to the brake B2 via the C3-B2 switching valve 80. The line pressure supply valve 60 and the switching valve 70 function in the same manner as a manual valve that is included in a general hydraulic control device and operates in conjunction with a shift lever.

  The C1 linear solenoid valve SLC1 regulates the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 according to the current value applied from an auxiliary battery (not shown) to the clutch C1. This is a normally closed linear solenoid valve that generates the supplied C1 solenoid valve pressure Pslc1. The C2 linear solenoid valve SLC2 regulates the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 according to the current value applied from an auxiliary battery (not shown) to the clutch C2. This is a normally closed linear solenoid valve that generates the supplied C2 solenoid valve pressure Pslc2. The C3 linear solenoid valve SLC3 adjusts the line pressure PL from the regulator valve 51 according to a current value applied from an auxiliary battery (not shown) to generate a C3 solenoid valve pressure Pslc3 supplied to the clutch C3 or the brake B2. This is a normally closed linear solenoid valve. The C4 linear solenoid valve SLC4 adjusts the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 according to the current value applied from an auxiliary battery (not shown) to the clutch C4. This is a normally closed linear solenoid valve that generates the supplied C4 solenoid valve pressure Pslc4. The B1 linear solenoid valve SLB1 adjusts the line pressure PL supplied from the regulator valve 51 via the line pressure supply valve 60 and the switching valve 70 according to the current value applied from an auxiliary battery (not shown) to the brake B1. This is a normally closed linear solenoid valve that generates the supplied B1 solenoid valve pressure Pslb1. These linear solenoid valves SLC1 to SLC4 and SLB1 (current applied to each) are all controlled by the transmission ECU 21.

  The solenoid valve S1 outputs the modulator pressure Pmod from the modulator valve 52 as a signal pressure when the shift position SP is the parking position or the neutral position, and when the shift position SP is the drive position and the first forward speed is set. Is a normally closed solenoid that outputs as a solenoid valve pressure Ps1. The solenoid valve S2 is a normally closed solenoid valve that outputs the modulator pressure Pmod from the modulator valve 52 as the solenoid valve pressure Ps2 as a signal pressure and supplies it to the switching valve 70 when the shift position SP is the reverse position. . When the shift position SP is a parking position or a neutral position, the solenoid valve S3 outputs the modulator pressure Pmod from the modulator valve 52 as the solenoid valve pressure Ps3 as a signal pressure and supplies it to the line pressure supply valve 60. Type solenoid valve. These solenoid valves S1 to S3 (current applied to each) are all controlled by the transmission ECU 21. The shuttle valve 53 inputs the solenoid valve pressure Ps1 from the solenoid valve S1 and the solenoid valve pressure Ps2 from the solenoid valve S2, and uses the larger of the solenoid valve pressures Ps1 and Ps2 as a signal pressure to the line pressure supply valve 60. This is the maximum pressure selection valve to be supplied. When only one of the solenoid valve pressures Ps1 and Ps2 is input, the shuttle valve 53 outputs the input one hydraulic pressure. The solenoid valves S1 to S3, the speed change ECU 21 and the shuttle valve 53 that control them constitute a hydraulic shift-by-wire device together with the above-described line pressure supply valve 60 and switching valve 70.

  The C3-B2 switching valve 80 can supply the C3 solenoid valve pressure Pslc3 from the C3 linear solenoid valve SLC3 to the clutch C3 and the line pressure supply valve 60 when the solenoid valve pressure Ps1 is not output from the solenoid valve S1. Then, a C3-B2 supply state (hydraulic supply path shown by a solid line in FIG. 2) is formed in which the line pressure PL supplied from the regulator valve 51 via the switching valve 70 can be supplied to the brake B2. On the other hand, when the solenoid valve pressure Ps1 is output from the solenoid valve S1, the C3-B2 switching valve 80 inputs the solenoid valve pressure Ps1 as a signal pressure, and inputs the brake B2 from the C3 linear solenoid valve SLC3. A B2 supply state (hydraulic pressure supply path indicated by a broken line in FIG. 2) in which the C3 solenoid valve pressure Pslc3 can be supplied is formed.

  The electromagnetic pump EMOP is stopped when the operation of the engine 12 is stopped by the idle stop control described above, and the line pressure PL from the regulator valve 51 is not generated when the operation of the oil pump 29 is stopped (the line pressure from the regulator valve 51). This is used to supply hydraulic pressure to the clutch C1 as a starting clutch that is engaged when the first forward speed is set to keep the automatic transmission 30 in the starting standby state when the PL is lowered. The electromagnetic pump EMOP has a known configuration in which hydraulic oil is generated by sucking and discharging hydraulic oil from an oil pan as a rectangular wave current is applied to a coil of a solenoid unit (not shown). It is controlled by the ECU 21. By using such an electromagnetic pump, the hydraulic control device 50 can be made compact and the cost can be reduced. However, an electric pump driven by electric power may be used instead of the electromagnetic pump EMOP. The electromagnetic pump EMOP is driven immediately before the oil pump 29 stops due to the stop of the operation of the engine 12 by idle stop control, for example, when the rotational speed of the engine 12 falls below a predetermined threshold.

  When the oil pump 29 is driven by power from the engine 12, the C1 switching valve 85 inputs the modulator pressure Pmod from the modulator valve 52 as a signal pressure, and uses the C1 solenoid valve pressure Pslc1 from the C1 linear solenoid valve SLC1. A first state (hydraulic pressure supply path indicated by a solid line in FIG. 2) that allows supply to the clutch C1 is formed. The C1 switching valve 85 clutches the hydraulic pressure Pemop from the electromagnetic pump EMOP when the oil pump 29 is not driven by the power from the engine 12 and the modulator pressure Pmod as the signal pressure is not input from the modulator valve 52. A second state (a hydraulic pressure supply path indicated by a dotted line in FIG. 2) that can be supplied to C1 is formed.

  Here, when idle stop control is executed by the engine ECU 14 and the operation of the engine 12 is stopped, it is not necessary to keep the clutch C1 in a completely engaged state. For this reason, in the embodiment, as the electromagnetic pump EMOP, the clutch C1 can be set to a state immediately before engagement (immediately before the completion of engagement) while the operation of the engine 12 is stopped (to the extent that the stroke in the hydraulic servo can be eliminated). The one that can generate the hydraulic pressure is used. As a result, it is possible to keep the automatic transmission 30 properly in the start standby state between the time when the engine 12 is stopped and the time when the engine 12 is restarted, and the performance (pump capacity) required for the electromagnetic pump EMOP is reduced. By doing so, the electromagnetic pump EMOP and thus the entire power transmission device 20 can be reduced in size.

  Next, the line pressure supply valve 60 and the switching valve 70 described above will be described in detail.

  As shown in FIG. 2, the line pressure supply valve 60 includes a plunger 600 that is axially movable in the valve body, a spool 601 that is coaxially movable with the plunger 600 in the valve body, A spring 602 that biases the spool 601, a line pressure input port 61 that communicates with the output port of the regulator valve 51 via an oil passage, a line pressure output port 62, and an output port of the shuttle valve 53 via an oil passage. A signal pressure input port 63 and a holding pressure input port 64 communicate with each other. In the embodiment, when the shift position SP is the drive position and the line pressure PL is generated by the regulator valve 51, the line pressure PL is supplied to the holding pressure input port 64 as the holding pressure. The spring chamber 603 that accommodates the spring 602 of the line pressure supply valve 60 communicates with the output port of the solenoid valve S3 via an oil passage. Furthermore, the line pressure supply valve 60 has a first input port 65 and a second input port 66 that communicate with the discharge port of the electromagnetic pump EMOP via an oil passage. An orifice 90 is disposed in the middle of the oil passage connecting the discharge port of the electromagnetic pump EMOP and the first input port 65, and the second input port 66 is connected to the orifice 90 and the first input port 65 of the oil passage. Is connected to an oil passage branched off from between. The oil passage that connects the discharge port of the electromagnetic pump EMOP and the first input port 65 is an oil passage that is not supplied with hydraulic pressure based on the line pressure PL, that is, oil that is supplied with an oil passage based on the line pressure PL. The hydraulic pressure from the electromagnetic pump EMOP is directly supplied to the first input port 65 without passing through the path.

  The spool 601 is formed from a first pressure receiving surface 601a that receives the biasing force of the spring 602, and an electromagnetic pump EMOP that is formed on the opposite side of the first pressure receiving surface 601a and that is supplied to the first or second input ports 65 and 66. And a second pressure receiving surface 601b for receiving the hydraulic pressure Pemop. The plunger 600 is opposed to the second pressure receiving surface 601b of the spool 601 and receives the hydraulic pressure Pemop from the electromagnetic pump EMOP supplied to the first or second input port 65, 66, and the first pressure receiving surface 600a. A signal is formed between the second pressure receiving surface 600b that is formed on the opposite side of the first pressure receiving surface 600a and receives the hydraulic pressure supplied to the holding pressure input port 64, and between the first pressure receiving surface 600a and the second pressure receiving surface 600b. The third and fourth pressure receiving surfaces 600c and 600d receive the solenoid valve pressure Ps1 or Ps2 supplied to the pressure input port 63. In the embodiment, the first and second pressure receiving surfaces 601a and 601b of the spool 601 and the first and third pressure receiving surfaces 600a and 600c of the plunger 600 have the same area. Further, the first and third pressure receiving surfaces 600a and 600c of the plunger 600 have a larger area than the second and fourth pressure receiving surfaces 600b and 600d.

  The attached state of the line pressure supply valve 60 is the right half in FIG. In the mounted state of the line pressure supply valve 60, the plunger 600 and the spool 601 are urged upward in the figure by the urging force of the spring 602, whereby the line pressure input port 61 connected to the output port of the regulator valve 51 and the line pressure Communication with the output port 62 is blocked. When the solenoid valve pressure Ps1 from the solenoid valve S1 or the solenoid valve pressure Ps2 from the solenoid valve S2 is supplied to the signal pressure input port 63 of the line pressure supply valve 60 via the shuttle valve 53, the solenoid valve pressure Ps1 or The thrust applied to the plunger 600 by the action of Ps2 overcomes the urging force of the spring 602 to move the plunger 600 and the spool 601 downward in the figure, and the line pressure supply valve 60 includes a line pressure input port 61 and a line pressure output port. The state of the left half in FIG. When the line pressure PL is supplied to the holding pressure input port 64 of the line pressure supply valve 60, the line pressure PL acts regardless of whether the solenoid valve pressure Ps1 or Ps2 is supplied to the signal pressure input port 63. The thrust applied to the plunger 600 overcomes the urging force of the spring 602, and the line pressure supply valve 60 is maintained in the supply state. Further, the solenoid valve pressure Ps1 is supplied from the solenoid valve S1 to the signal pressure input port 63 of the line pressure supply valve 60 via the shuttle valve 53, and the solenoid valve pressure Ps3 is supplied from the solenoid valve S3 to the spring chamber 603. Sometimes, the thrust applied to the spool 601 by the action of the solenoid valve pressure Ps3 and the urging force of the spring 602 overcome the thrust applied to the plunger 600 and the spool 601 by the action of the line pressure PL and the solenoid valve pressure Ps1 as the holding pressure. Then, the plunger 600 and the spool 601 are moved upward in the drawing, and the line pressure supply valve 60 forms a shut-off state.

  Further, when the hydraulic pressure Pemop is supplied from the electromagnetic pump EMOP to the first and second input ports 65 and 66 when the line pressure PL as the holding pressure is no longer supplied to the holding pressure input port 64, The thrust applied to the spool 601 overcomes the urging force of the spring 602 to move the spool 601 downward in the drawing, and the plunger 600 is pressed upward in the drawing by the action of the hydraulic pressure Pemop. The state shown in FIG. 3, that is, the supply state, is formed in which the pressure input port 61 and the line pressure output port 62 communicate with each other. Further, even if the line pressure PL as the holding pressure is not supplied to the holding pressure input port 64 and the line pressure supply valve 60 forms a cut-off state, the first and second input ports 65 and 66 are supplied with hydraulic pressure from the electromagnetic pump EMOP. If Pemop is supplied, the line pressure supply valve 60 forms the supply state shown in FIG. 3 by the action of the hydraulic pressure Pemop. In this way, when the hydraulic pressure Pemop is applied from the electromagnetic pump EMOP to the oil chamber between the plunger 600 and the spool 601, the plunger 600 and the spool 601 can be separated from each other within the valve body. Without making the second pressure receiving surface 601b larger than the first pressure receiving surface 600a of the plunger 600, it is possible to form a supply state by the action of the hydraulic pressure Pemop.

  As shown in FIG. 2, the switching valve 70 includes a spool 700 that is movably disposed in the axial direction in the valve body, a spring 701 that biases the spool 700, and a line pressure output port 62 of the line pressure supply valve 60. A line pressure input port 71 communicating with the oil passage through the oil passage, a first output port 72 communicating with the input ports of the linear solenoid valves SLC1, SLC2, SLC4 and SLB1 through the oil passage, and a C3-B2 switching valve 80. A second output port 73 communicating with the input port of the brake B2 via the oil passage, and a signal pressure input port 74 communicating with the output port of the solenoid valve S2 via the oil passage. The first output port 72 of the switching valve 70 communicates with the holding pressure input port 64 of the line pressure supply valve 60 through an oil passage. The spool 700 of the switching valve 70 is formed with a first pressure receiving surface 700a that receives the urging force of the spring 701, and a solenoid valve S2 that is formed on the opposite side of the first pressure receiving surface 700a and that is supplied to the signal pressure input port 74. And a second pressure receiving surface 700b for receiving the solenoid valve pressure Ps2 from the second pressure receiving surface 700b.

  The mounting state of the switching valve 70 is the right half state in FIG. 2, that is, the forward supply state. In the mounted state of the switching valve 70, the spool 700 is biased upward in the figure by the biasing force of the spring 701, whereby the line pressure input port 71 and the first output port 72 are communicated. Further, when the solenoid valve pressure Ps2 is supplied from the solenoid valve S2 to the signal pressure input port 74 of the switching valve 70, that is, when the shift position SP is the reverse position, it is applied to the spool 700 by the action of the solenoid valve pressure Ps2. The thrust overcomes the urging force of the spring 701 and moves the spool 700 downward in the drawing, and the switching valve 70 is in the left half state in FIG. 2 in which the line pressure input port 71 and the second output port 73 communicate with each other, that is, reversely supplied. Form a state. Therefore, if the line pressure PL is supplied from the line pressure supply valve 60 to the line pressure input port 71 of the switching valve 70 when the drive position is set such that the solenoid valve pressure Ps2 is not supplied from the solenoid valve S2 to the signal pressure input port 74, linear The line pressure PL can be supplied to the solenoid valves SLC1, SLC2, SLC4, and SLB1, and the line pressure PL can be supplied to the holding pressure input port 64 of the line pressure supply valve 60 as a holding pressure.

  Subsequently, the operation of the hydraulic control device 50 in the automobile 10 equipped with the power transmission device 20 will be described.

  When the engine 12 of the automobile 10 is in operation, the oil pump 29 is driven by the power from the engine 12, so that the line pressure PL is generated by the regulator valve 51 and the constant modulator pressure Pmod is generated by the modulator valve 52. Is done. When the shift position SP is set to the parking position or the neutral position by the driver while the engine 12 is operating, the solenoid valve S1 is connected to the signal pressure input port 63 of the line pressure supply valve 60 via the shuttle valve 53 from the solenoid valve S1. The valve pressure Ps1 is supplied and the solenoid valve pressure Ps3 is supplied from the solenoid valve S3 to the spring chamber 603, and the line pressure supply valve 60 is cut off to cut off the communication between the line pressure input port 61 and the line pressure output port 62. (The state of the right half in FIG. 2). Therefore, when the shift position SP is set to the parking position or the neutral position, the line pressure PL from the regulator valve 51 to the switching valve 70 side (linear solenoid valves SLC1, SLC2, SLC4 and SLB1 side or the brake B2 side). Supply is cut off.

  Further, when the shift position SP is changed from the parking position or the neutral position to the drive position during the operation of the engine 12 and the first forward speed of the automatic transmission 30 is set, the signal pressure input port 63 of the line pressure supply valve 60 is set. In addition, the solenoid valve pressure Ps1 is supplied from the solenoid valve S1 via the shuttle valve 53, and the supply of the solenoid valve pressure Ps3 from the solenoid valve S3 to the spring chamber 603 is stopped. Thereby, the line pressure supply valve 60 forms a supply state (the left half state in FIG. 2), and the line pressure input port 61 and the line pressure output port 62 communicate with each other. At this time, since the solenoid valve pressure Ps2 is not supplied from the solenoid valve S2 to the signal pressure input port 74 of the switching valve 70, the switching valve 70 forwardly supplies the line pressure input port 71 and the first output port 72 in communication with each other. The state (the state on the right half in FIG. 2) is formed. Therefore, when the shift position SP is changed from the parking position or the neutral position to the drive position and the first forward speed is set, the line PL from the regulator valve 51 is connected to the line pressure input port 61 of the line pressure supply valve 60, the line pressure output. The drive range pressure Pd is supplied to the linear solenoid valves SLC1, SLC2, SLC4 and SLB1 through the port 62, the line pressure input port 71 of the switching valve 70, and the first output port 72. Then, the transmission ECU 21 controls the C1 linear solenoid valve SLC1 so that the C1 solenoid valve pressure Pslc1 is supplied to the clutch C1 as a starting clutch that is engaged at the time of starting. Thereby, the gear position of the automatic transmission 30 is set to the first forward speed.

  Thus, when the shift position SP is set to the drive position, the line pressure PL output from the first output port 72 of the switching valve 70 is supplied to the holding pressure input port 64 of the line pressure supply valve 60. Therefore, the thrust applied to the plunger 601 by the action of the line pressure PL supplied to the holding pressure input port 64 overcomes the urging force of the spring 602, so that the line pressure supply valve 60 can be maintained in the supply state. As a result, when the shift position SP is the drive position and is set to forward 2 to forward 8 speed, the drive of the solenoid valve S1 can be stopped. In addition, when the forward 2 to 8 forward speeds are set, the switching valve 70 forms a forward supply state (a state on the right half in FIG. 2) that allows the line pressure input port 71 and the first output port 72 to communicate with each other. To do. Further, at this time, the C3-B2 switching valve 80 is in a C3-B2 supply state (hydraulic supply path indicated by a solid line in FIG. 2) in which the C3 solenoid valve pressure Pslc3 from the C3 linear solenoid valve SLC3 can be supplied to the clutch C3. Form. Accordingly, even when the shift position SP is the drive position and the forward 2 to forward 8 speed is set, the line PL from the regulator valve 51 is connected to the line pressure input port 61 and the line pressure output port 62 of the line pressure supply valve 60. The drive range pressure Pd is supplied to the linear solenoid valves SLC1, SLC2, SLC4 and SLB1 through the line pressure input port 71 and the first output port 72 of the switching valve 70. The line pressure PL is supplied from the regulator valve 51 to the C3 solenoid valve SLC3 as described above. Then, the shift ECU 21 sets the corresponding linear solenoid valves SLC1 to SLC4 and SLB1 so that the hydraulic pressure necessary for engaging the clutches C1 to C4 and the brake B1 when forming a desired shift stage is supplied. Control. As a result, the gear position of the automatic transmission 30 is set to the second forward speed to the eighth forward speed.

  When the shift position SP is set to the reverse position by the driver, the solenoid valve pressure Ps2 from the solenoid valve S2 is supplied to the signal pressure input port 63 of the line pressure supply valve 60 via the shuttle valve 53. Thereby, the line pressure supply valve 60 forms a supply state (a left half state in FIG. 2) in which the line pressure input port 61 and the line pressure output port 62 communicate with each other. At this time, since the solenoid valve pressure Ps2 from the solenoid valve S2 is supplied to the signal pressure input port 74 of the switching valve 70, the switching valve 70 causes the line pressure input port 71 and the second output port 73 to communicate with each other. The reverse supply state (the left half state in FIG. 2) is formed. At this time, the C3-B2 switching valve 80 can supply the clutch C3 with the C3 solenoid valve pressure Pslc3 from the C3 linear solenoid valve SLC3, and also the line pressure PL (from the second output port 73 of the switching valve 70). A C3-B2 supply state (hydraulic supply path indicated by a solid line in FIG. 2) is formed in which the reverse range pressure Pr) can be supplied to the brake B2. Therefore, when the shift position SP is set to the reverse position, the line PL from the regulator valve 51 is connected to the line pressure input port 61 of the line pressure supply valve 60, the line pressure output port 62, the line pressure input port 71 of the switching valve 70, The reverse range pressure Pr is supplied to the brake B2 via the second output port 73 and the C3-B2 switching valve 80, whereby the brake B2 is engaged. The line pressure PL is directly supplied from the regulator valve 51 to the C3 solenoid valve SLC3 corresponding to the clutch C3 engaged with the brake B2 when the reverse position is set. Then, the transmission ECU 21 controls the C3 linear solenoid valve SLC3 so that the C3 solenoid valve pressure Pslc3 is supplied to the clutch C3 via the C3-B2 switching valve 80. Thereby, the gear position of the automatic transmission 30 is set to the reverse gear.

  On the other hand, for example, when the automobile 10 is stopped for waiting for a signal, as described above, the engine ECU 14 executes the idle stop control to stop the operation of the engine 12. At this time, since the drive of the oil pump 29 is stopped with the operation stop of the engine 12, the line pressure PL is lowered, and the C1 linear solenoid valve SLC1 corresponding to the clutch C1 as the start clutch is also hydraulic (C1 solenoid valve pressure). Pslc1) cannot be generated. The modulator pressure Pmod also decreases as the line pressure PL decreases. However, when the modulator pressure Pmod as the signal pressure that is the signal pressure is not supplied to the C1 switching valve 85 of the embodiment, the hydraulic pressure from the electromagnetic pump EMOP is reduced. A second state (hydraulic pressure supply path indicated by a dotted line in FIG. 2) in which Pemop can be supplied to the clutch C1 is formed. Thus, by driving the electromagnetic pump EMOP immediately before the oil pump 29 stops when the operation of the engine 12 is stopped, the engine 12 is controlled by idle stop control when the shift position SP is set to the drive position by the driver. Even if the operation is stopped, the hydraulic pressure Pemop from the electromagnetic pump EMOP can be supplied to the clutch C1, which is the starting clutch, to keep the automatic transmission 30 in the starting standby state. When the engine 12 is restarted in response to a start request to the automobile 10 and the oil pump 29 is driven by the power from the engine 12, the C1 switching valve 85 is moved from the second state by the modulator pressure Pmod as the signal pressure. Switch to the first state. When the engine 12 is restarted, the electromagnetic pump EMOP is stopped when, for example, the rotational speed of the engine 12 becomes a predetermined value or more.

  Here, during execution of the idle stop control, the line pressure PL as the holding pressure is not supplied from the switching valve 70 to the holding pressure input port 64 of the line pressure supply valve 60 even if the shift position SP is the drive position. Therefore, the line pressure supply valve 60 cannot be maintained in the supply state. Further, during execution of the idle stop control, the modulator pressure Pmod is no longer output from the modulator valve 52, so that the line pressure supply valve 60 can be maintained in the supply state by the solenoid valve pressure Ps1 from the solenoid valve S1 or the like. Disappear.

  Based on this, the hydraulic control apparatus 50 according to the embodiment stops the operation of the engine 12 in accordance with the idle stop control, and the electromagnetic pump EMOP is driven immediately before the oil pump 29 is stopped. The hydraulic pressure Pemop from the pump EMOP is supplied to the first and second input ports 65 and 66 of the line pressure supply valve 60. Thereby, in the embodiment, the hydraulic pressure Pemop from the electromagnetic pump EMOP is changed to the line pressure supply valve before the line pressure PL and the modulator pressure Pmod become 0 as the operation of the engine 12 is stopped by the idle stop control. 60 first and second input ports 65 and 66 begin to be supplied.

  When the hydraulic pressure Pemop from the electromagnetic pump EMOP is supplied to the first input port 65 while the line pressure supply valve 60 is in the supply state, the line pressure PL is not supplied to the holding pressure input port 64 from the stage. 3, the plunger 600 is moved upward in the figure by the action of the hydraulic pressure Pemop, and the spool 601 is held at the lower position in the figure, and thereby the line pressure input connected to the output port of the regulator valve 51. It is possible to maintain a supply state in which the port 61 and the line pressure output port 62 communicate with each other. As shown in FIG. 3, the plunger 600 and the spool 601 receive the action of the hydraulic pressure Pemop from the first and second input ports 65 and 66 from the stage when the second input port 66 is opened. Further, during the execution of the idle stop control, the switching valve 70 forms an attached state, that is, a forward supply state. Therefore, when the engine 12 is restarted and the oil pump 29 is driven by the power from the engine 12 and the line pressure PL is generated by the regulator valve 51, the line pressure input of the line pressure supply valve 60 maintained in the supply state. Promptly supply the line pressure PL generated by the regulator valve 51 to the C1 linear solenoid valve SLC1 via the port 61, the line pressure output port 62, the line pressure input port 71 of the switching valve 70, and the first output port 72. Can do. As a result, the C1 solenoid valve pressure Pslc1 from the C1 linear solenoid valve SLC1 is quickly supplied to the hydraulic inlet of the clutch C1 via the C1 switching valve 85, and the clutch C1 is satisfactorily engaged. Generation | occurrence | production of friction material burning etc. can be suppressed.

  Further, for example, when the temperature of the hydraulic oil is low, a sufficient amount of hydraulic pressure Pemop is supplied to the first input port 65 of the line pressure supply valve 60 after the driving of the electromagnetic pump EMOP is started. There is a possibility that time is required and the hydraulic pressure acting on the second pressure receiving surface 601b of the spool 601 is insufficient, and the line pressure supply valve 60 is switched from the supply state to the cutoff state as shown in FIG. In this case, the first input port 65 is closed by the spool 601 of the line pressure supply valve 60. However, in the hydraulic control apparatus 50 according to the embodiment, the hydraulic pressure Pemop from the electromagnetic pump EMOP is the second input of the line pressure supply valve 60. Also supplied to port 66. As a result, the spool 601 is moved downward in the figure by the action of the hydraulic pressure Pemop on the second pressure receiving surface 601b (see the white arrow in FIG. 4) and the plunger by the action of the hydraulic pressure Pemop on the first pressure receiving surface 600a. 600 is held in the upper position in the figure. The spool 601 is also subjected to the action of the hydraulic pressure Pemop from the first input port 65 from the stage when the first input port 65 is opened. The spool 601 moves to the position shown in FIG. Thus, a supply state is formed in which the line pressure input port 61 and the line pressure output port 62 connected to the output port communicate with each other. Thereby, when the oil pump 29 is stopped along with the stop of the operation of the engine 12 by the idle stop control, the line pressure supply valve 60 can be more reliably maintained in the supply state.

  In the hydraulic control device 50 according to the embodiment, the orifice 90 is disposed in the middle of the oil passage connecting the discharge port of the electromagnetic pump EMOP and the first and second input ports 65 and 66 of the line pressure supply valve 60. Thus, when the engine 12 is restarted, the oil pump 29 is driven by the power from the engine 12, and the electromagnetic pump EMOP is stopped, the first and second input ports 65 and 66 of the line pressure supply valve 60 are stopped. Can be prevented from suddenly flowing out from the discharge port side of the electromagnetic pump EMOP. As a result, it is possible to suppress the line pressure supply valve 60 from being immediately switched from the supply state to the cutoff state with the stop of the electromagnetic pump EMOP.

  The hydraulic control device 50 of the embodiment described above includes an oil pump 29 driven by power from the engine 12, an electromagnetic pump EMOP driven by electric power when the oil pump 29 is not driven, clutches C1 to C4, and a brake. Linear solenoid valves SLC1 to SLC4 and SLB1 for regulating the hydraulic pressure supplied to B1, and when the shift position SP is the travel position (drive position and reverse position), the linear solenoid valves SLC1, SLC2, SLC4 and SLB1 side or brake A linear solenoid valve SL is formed when a supply state in which the line pressure PL can be supplied to the B2 side is formed and the shift position SP is a non-travel position (a parking position and a neutral position). 1, SLC2, and a line pressure supply valve 60 to form a cut-off state in which the supply of the line pressure PL to the SLC4 and SLB1 side or brake B2 side. When the shift position SP is the drive position and the oil pump 29 driven by the power from the engine 12 is driven, the line pressure supply valve 60 is supplied by the line pressure PL from the switching valve 70. In addition, when the oil pump 29 is not driven, a supply state is formed by the hydraulic pressure Pemop from the electromagnetic pump EMOP driven by electric power when the oil pump 29 is not driven. Thereby, when the shift position SP is the drive position, even if the oil pump 29 is stopped and the line pressure PL is not generated due to the stop of the operation of the engine 12 by the idle stop control, the electromagnetic wave driven by the electric power. The line pressure supply valve 60 can be maintained in the supply state by the hydraulic pressure Pemop from the pump EMOP. Therefore, the engine 12 is restarted, the oil pump 29 is driven by the power from the engine 12, and the line pressure PL is generated by the regulator valve 51, so that it does not take time to switch the line pressure supply valve 60. The line pressure PL can be quickly supplied to the linear solenoid valves SLC1, SLC2, SLC4 and the SLB1 side or the brake B2 side via the line pressure supply valve 60.

  The line pressure supply valve 60 has first and second input ports 65 and 66 for inputting the hydraulic pressure Pemop from the electromagnetic pump EMOP. The discharge port of the electromagnetic pump EMOP and the first and second input ports 65 and 66 are provided. An orifice 90 is arranged in the middle of the oil passage connecting the two. Thus, when the electromagnetic pump EMOP is stopped, oil suddenly flows out from the line pressure supply valve 60 to the discharge port side of the electromagnetic pump EMOP through the first and second input ports 65 and 66 and the oil passage. Therefore, it is possible to suppress the line pressure supply valve 60 from being immediately switched from the supply state to the shut-off state when the electromagnetic pump EMOP is stopped.

  Further, the line pressure supply valve 60 includes a plunger 600 that is axially movable, a spool 601 that is coaxially movable with the plunger 600 and can form a supply state and a cutoff state, And a spring 602 that urges the spool 601 toward the plunger 600. The spool 601 is formed on the opposite side of the first pressure receiving surface 601a that receives the urging force of the spring 602 and the electromagnetic pressure pump. The plunger 600 has a first pressure receiving surface 600a that faces the second pressure receiving surface 601b of the spool 601 and receives the hydraulic pressure Pemop from the electromagnetic pump EMOP; It is formed on the opposite side of the first pressure receiving surface 600a and receives pressure based on the line pressure PL. That a second pressure-receiving surface 600b. Thus, when the oil pump 29 is driven, the line pressure PL from the switching valve 70 acts on the second pressure receiving surface 600b of the plunger 600, and the plunger 600 causes the spool 601 to move in the direction opposite to the biasing direction of the spring 602. Move. That is, when the oil pump 29 is driven, the supply state is maintained by the thrust applied to the second pressure receiving surface 600b of the plunger 600 overcoming the urging force of the spring 602 by the action of the line pressure PL. On the other hand, when the oil pump 29 is not driven, the supply state is achieved when the thrust applied to the second pressure receiving surface 601b of the spool 601 overcomes the urging force of the spring 602 by the action of the hydraulic pressure Pemop from the electromagnetic pump EMOP. Is retained. Thus, the supply state can be formed by the action of the hydraulic pressure Pemop from the electromagnetic pump EMOP without making the second pressure receiving surface 601b of the spool 601 larger than the first pressure receiving surface 600a of the plunger 600.

  The line pressure supply valve 60 is supplied from at least a shut-off state with a first input port 65 that inputs the hydraulic pressure Pemop from the electromagnetic pump EMOP so that the oil pressure acts on the second pressure receiving surface 601b of the spool 601 at least in the supply state. And a second input port 66 for inputting the hydraulic pressure Pemop from the electromagnetic pump EMOP so that the hydraulic pressure acts on the second pressure receiving surface 601b of the spool 601 before switching to the state. As a result, when the electromagnetic pump EMOP is driven, the supply of the hydraulic pressure Pemop from the electromagnetic pump EMOP to the first input port 65 of the line pressure supply valve 60 is delayed due to, for example, the oil temperature being low. Even if the hydraulic pressure acting on the second pressure receiving surface 601b of 601 is insufficient and the line pressure supply valve 60 is switched from the supply state to the cutoff state, the hydraulic pressure from the electromagnetic pump EMOP supplied to the second input port 66 Pemop can be applied to the second pressure receiving surface 601b of the spool 601 to change the line pressure supply valve 60 from the shut-off state to the supply state.

  Further, when the oil pump 29 is driven, the hydraulic control device 50 according to the embodiment uses the C1 solenoid valve pressure Pslc1 from the C1 linear solenoid valve SLC1 corresponding to the clutch C1 that is a start clutch that is engaged when the vehicle starts. A first state to be supplied to the clutch C1 is formed, and when the oil pump 29 is not driven, a C1 switching valve 85 that forms a second state for supplying the hydraulic pressure Pemop from the electromagnetic pump EMOP to the clutch C1 is provided. Is driven immediately before the oil pump 29 stops with the stop of the operation of the engine 12 due to the execution of the idle stop control. Thus, even if the operation of the engine 12 is stopped by the execution of the idle stop control, the oil pump 29 is stopped and the line pressure PL is not generated, the hydraulic pressure Pemop from the electromagnetic pump EMOP driven by electric power is switched to C1. The clutch C1 can be supplied via the valve 85, and the clutch C1 can be maintained in a state immediately before the engagement, for example. Accordingly, the engine 12 is restarted in response to a start request to the automobile 10, the oil pump 29 is driven, and the line pressure PL is generated, and the C1 linear solenoid valve SLC1 corresponding to the clutch C1 via the line pressure supply valve 60 is generated. When the line pressure PL is supplied to the clutch C1, the clutch C1 can be engaged more quickly. Further, by driving the electromagnetic pump EMOP before the oil pump 29 is stopped when the operation of the engine 12 is stopped, the line pressure supply valve 60 is switched from the supply state to the cutoff state when the oil pump 29 is stopped. And the clutch C1 can be more satisfactorily maintained in the state immediately before engagement when the oil pump 29 is stopped.

  The hydraulic control apparatus 50 according to the embodiment switches the supply destination of the line pressure PL from the line pressure supply valve 60 according to the operation position of the shift lever 95 (switches between the forward supply state and the reverse supply state). However, the switching valve 70 may be omitted and a linear solenoid valve corresponding to the brake B2 may be used. In the hydraulic control apparatus 50 according to the embodiment, the line pressure output from the first output port 72 of the switching valve 70 is applied to the holding pressure input port 64 of the line pressure supply valve 60 when the shift position SP is the drive position. PL is supplied, but the holding pressure input port 64 is supplied with another hydraulic pressure (for example, modulator pressure) based on the line pressure PL via the switching valve 70 or another valve when the shift position SP is the drive position. Pmod or a secondary pressure obtained by regulating the drain oil of the regulator valve 51) may be supplied as the holding pressure. Further, when the shift position SP is the reverse position, the holding pressure input port 64 may be supplied with the line pressure PL or another hydraulic pressure based on the line pressure PL as the holding pressure.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the power applied to the input shaft (input member) can be transmitted to the output shaft (output member) by changing the gear ratio to a plurality of stages by engaging / disengaging the hydraulic clutches C1 to C4 and the hydraulic brake B1. The hydraulic control device 50 of the automatic transmission 30 corresponds to a “hydraulic control device”, and the linear solenoid valves SLC1 to SLC4 and SLB1 for regulating the hydraulic pressure supplied to the clutches C1 to C4 and the brake B1 are “multiple solenoid valves”. The oil pump 29 driven by power from the engine 12 corresponds to the “first pump”, the electromagnetic pump EMOP driven by power corresponds to the “second pump”, and the hydraulic pressure from the oil pump 29 is The regulator valve 51 that regulates the pressure and generates the line pressure PL corresponds to the “line pressure generation valve”. When the position SP is the traveling position, a supply state in which the line pressure PL can be supplied to the linear solenoid valves SLC1, SLC2, SLC4 and SLB1 can be formed, and the shift position SP is the non-traveling position. Sometimes, the line pressure supply valve 60 that can form a shut-off state that shuts off the supply of the line pressure PL to the linear solenoid valves SLC1, SLC2, SLC4, and SLB1 corresponds to the “line pressure supply valve”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hydraulic control devices.

  DESCRIPTION OF SYMBOLS 10 Car, 12 engine, 14 Engine electronic control unit (engine ECU), 15 Brake electronic control unit (brake ECU), 20 Power transmission device, 21 Transmission electronic control unit (transmission ECU), 22 Transmission case, 23 Fluid Transmission device, 29 oil pump, 30 automatic transmission, 50 hydraulic control device, 51 regulator valve, 52 modulator valve, 53 shuttle valve, 60 line pressure supply valve, 600 plunger, 600a first pressure receiving surface, 600b second pressure receiving surface, 600c third pressure receiving surface, 600d fourth pressure receiving surface, 601 spool, 601a first pressure receiving surface, 601b second pressure receiving surface, 602 spring, 603 spring chamber, 61 line pressure input port, 62 line pressure output port, 63 signal pressure Force port, 64 holding pressure input port, 65 first input port, 66 second input port, 70 switching valve, 700 spool, 700a first pressure receiving surface, 700b second pressure receiving surface, 701 spring, 71 line pressure input port, 72 First output port, 73 Second output port, 74 Signal pressure input port, 80 C3-B2 switching valve, 85 C1 switching valve, 90 orifice, 91 accelerator pedal, 92 accelerator pedal position sensor, 93 brake pedal, 94 master cylinder pressure Sensor, 95 shift lever, 96 shift position sensor, 99 vehicle speed sensor, B1, B2 brake, C1-C4 clutch, S1-S3 solenoid valve, SLB1 B1 linear solenoid valve, SLC1 C1 linear solenoid valve, SLC2 C2 Near solenoid valve, SLC3 C3 linear solenoid valve, SLC4 C4 linear solenoid valve.

Claims (6)

In the hydraulic control device for an automatic transmission for a vehicle that can transmit the power applied to the input member to the output member by changing the gear ratio to a plurality of stages by engaging / disengaging a plurality of hydraulic clutches,
A plurality of solenoid valves for regulating the hydraulic pressure supplied to the plurality of hydraulic clutches;
A first pump driven by power from a prime mover;
A second pump driven by electric power;
A line pressure generating valve that adjusts the hydraulic pressure from the first pump to generate a line pressure;
When the shift position is a travel position, a supply state is formed so that the line pressure can be supplied to the plurality of solenoid valves, and when the shift position is a non-travel position, the plurality of solenoid valves A line pressure supply valve that forms a shut-off state that shuts off the supply of the line pressure to
When the shift position is the traveling position and the first pump is driven, the line pressure supply valve forms the supply state by the pressure based on the line pressure, and the shift position is the traveling position. When the first pump is not driven, the supply state is formed by the hydraulic pressure from the second pump. The hydraulic control device according to claim 1,
The line pressure supply valve has an input port for inputting hydraulic pressure from the second pump,
An oil pressure control device, wherein an orifice is disposed in the middle of an oil passage connecting the discharge port of the second pump and the input port. In the hydraulic control device according to claim 1 or 2,
The line pressure supply valve includes a plunger that is axially movable, a spool that is coaxially movable with the plunger and that can form the supply state and the shut-off state, and the spool Including a spring biased toward the plunger side,
The spool has a first pressure receiving surface that receives an urging force of the spring, and a second pressure receiving surface that is formed on the opposite side of the first pressure receiving surface and receives the hydraulic pressure from the second pump,
The plunger is opposed to the second pressure receiving surface of the spool and receives a hydraulic pressure from the second pump. The plunger is formed on the opposite side of the first pressure receiving surface and is based on the line pressure. And a second pressure receiving surface for receiving the hydraulic pressure control device. In the hydraulic control device according to claim 3,
The line pressure supply valve includes a first input port for inputting hydraulic pressure from the second pump so that hydraulic pressure acts on the second pressure receiving surface of the spool at least in the supply state, and at least the supply from the shut-off state. And a second input port for inputting the hydraulic pressure from the second pump so that the hydraulic pressure acts on the second pressure receiving surface of the spool before switching to a state. In the hydraulic control device according to any one of claims 1 to 4,
When the first pump is being driven, a first state is formed in which the hydraulic pressure from the solenoid valve corresponding to the starting clutch that is engaged when the vehicle starts among the plurality of solenoid valves is supplied to the starting clutch. A clutch supply pressure switching valve for forming a second state in which the hydraulic pressure from the second pump is supplied to the starting clutch when the first pump is not driven,
The hydraulic control device according to claim 1, wherein the second pump is driven before the first pump stops due to the operation stop of the prime mover.   The hydraulic control device according to any one of claims 1 to 5, wherein the second pump is an electromagnetic pump.

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