JP5890811B2 - Fluid pressure control device - Google Patents

Description

  The present invention relates to a fluid pressure control device that controls fluid pressure such as hydraulic pressure of an automatic transmission.

  Conventionally, as a fluid pressure control device for an automatic transmission mounted on a vehicle, a switching valve for switching a supply destination of fluid pressure such as hydraulic pressure has been provided, and the automatic transmission is controlled by switching the supply destination of the fluid pressure by this switching valve. Is known (see, for example, Patent Document 1).

  Moreover, what is equipped with the pressure regulation valve which regulates fluid pressure is also known for the fluid pressure control apparatus. The pressure regulating valve is firstly electrically controlled so as to have a set fluid pressure, for example, a linear solenoid valve, and secondly, a feedback port is provided, regardless of electrical control. When the fluid pressure to be supplied is equal to or higher than the set fluid pressure, some fluids are automatically maintained at the set fluid pressure by discharging the fluid from the discharge port.

Japanese Patent No. 4182896

  In the pressure regulating valve that is automatically maintained at the set fluid pressure provided in the conventional fluid pressure control device, the fluid may not be quickly discharged from the discharge port due to a change in the viscosity of the fluid due to a temperature change. . When the fluid is not discharged quickly, there is a problem that the state where the supplied fluid pressure is higher than the set fluid pressure continues for a relatively long time.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a fluid pressure control device that can quickly discharge a fluid from a pressure regulating valve that automatically maintains a set fluid pressure. To do.

In order to achieve the above object, the present invention provides a fluid pressure control device for controlling the pressure of a fluid used in an automatic transmission, wherein the fluid is stored in the storage unit via a first storage path and a storage unit. A fluid pressure pump that is connected, sucks the fluid from the reservoir, and supplies the fluid to a second path, and is connected to the fluid pressure pump via the second path, and is supplied from the fluid pressure pump. The fluid is regulated to generate a line pressure, and the line pressure is outputted to the third path, and the fluid supplied through the third path is discharged to the fifth path to regulate the fluid. A second pressure regulating valve that generates a signal pressure and outputs the signal pressure to the fourth path, and an auxiliary pump, and the fluid pressure pump uses a drive source of a vehicle on which the automatic transmission is mounted. And the auxiliary pump is configured to drive the drive. It operates instead of the fluid pressure pump when the source is stopped, and is connected to the reservoir through a sixth path, and the fifth path is only the auxiliary pump of the sixth path. The fluid that is connected to a portion that guides the fluid and is discharged from the fifth path is supplied to the auxiliary pump via the sixth path .

  In the fluid pressure control device of the present invention, the fifth path through which the fluid discharged from the second pressure regulating valve flows to regulate the signal pressure supplied to the fourth path is connected to the reservoir and the fluid pressure pump. It is connected to one route.

  As a result, the fifth path is always in a predetermined negative pressure state by the fluid pressure pump, and when the second pressure regulating valve discharges the fluid from the fifth path, the discharge flow rate has increased in the past, such as a viscosity change due to a temperature change of the fluid. Even in such a state, defective discharge does not occur. Therefore, according to the fluid pressure control device of the present invention, it is possible to reduce the pulsation of the second pressure regulating valve that is a valve for generating a signal pressure.

  When the fluid pressure pump is driven by using the driving force of the drive source and the vehicle on which the automatic transmission is mounted executes idling stop, in order to perform fluid pressure control even during idling stop. It is necessary to provide an auxiliary pump. The auxiliary pump operates only when idling is stopped, and is stopped when the engine is not idling.

  While the auxiliary pump is stopped, the fluid in the sixth path may be lost because the fluid cannot be sucked from the reservoir through the sixth path. When there is no fluid in the sixth path, the idling stop is executed again. When the auxiliary pump is activated, the fluid cannot be discharged from the auxiliary pump until the fluid is supplied into the sixth path. The response of the fluid pressure control inside may be delayed.

  Therefore, in the present embodiment, the fluid discharged from the second pressure regulating valve via the fifth path is also supplied to the sixth path. According to such a configuration, it is possible to maintain the state where the fluid discharged from the fifth path is supplied to the sixth path and the fluid is always filled in the sixth path even while the auxiliary pump is stopped.

  As a result, the auxiliary pump can be started and fluid can be discharged immediately, and the fluid pressure can be quickly controlled even when shifting to idling stop. In the present specification, “responsiveness until fluid is actually discharged from the auxiliary pump when the auxiliary pump is started” is defined as “self-priming”.

Explanatory drawing which shows the fluid pressure control apparatus of embodiment of this invention.

  Hereinafter, a fluid pressure control apparatus according to an embodiment of the present invention will be described with reference to FIG.

  The fluid pressure control device 100 according to the present embodiment controls the fluid pressure (hydraulic pressure) of a belt-type continuously variable transmission and supplies lubricating oil to necessary portions. The continuously variable transmission includes a forward / reverse switching mechanism 300 and a torque converter 400.

  The fluid pressure control device 100 according to the present embodiment includes a fluid pressure pump 102 that sucks and discharges lubricating oil (fluid) stored in an oil tank 101 serving as a storage unit. Accordingly, the drive pulley 201 and the driven pulley 202 that are components of the continuously variable transmission, the forward clutch 301 and the reverse clutch 302 that are components of the forward / reverse switching mechanism 300, and the lock-up clutch 401 that is a component of the torque converter 400. To supply hydraulic pressure.

  Next, a hydraulic circuit provided in the fluid pressure control device 100 of the present embodiment will be described.

  The fluid pressure control apparatus 100 of this embodiment includes a fluid pressure pump 102. The fluid pressure pump 102 is a gear pump that is driven by using a driving force output from a driving source (not shown) such as an engine that transmits power to driving wheels of a vehicle. The fluid pressure pump 102 sucks the lubricating oil in the oil tank 101 through the oil path L01 (first path) and discharges it to the oil path L02 (second path).

  The lubricating oil discharged from the fluid pressure pump 102 is supplied to the line pressure regulator valve 103 (first pressure regulating valve) via the oil passage L02.

  The line pressure regulator valve 103 adjusts the lubricating oil supplied from the fluid pressure pump 102 to generate a line pressure, and outputs the line pressure from the first port 103a.

  The line pressure generated by the line pressure regulator valve 103 is supplied to the clutch pressure reducing valve 104 via an oil path L03 (third path) connected to the first port 103a. Further, the line pressure is supplied to the drive pulley regulator valve 105 and the driven pulley regulator valve 106 through the oil passage L03a branched from the oil passage L03. Further, the clutch pressure reducing valve 104 regulates the line pressure output from the line pressure regulator valve 103 to generate a CR (Clutch Reducing) pressure, and outputs the CR pressure to the oil passage L04.

  The CR pressure generated by the clutch pressure reducing valve 104 is supplied to the second pressure regulating valve 107 via the oil path L04 (third path). Further, the CR pressure is supplied to the drive pulley control valve 108 via the oil passage L04a branched from the oil passage L04. Further, the CR pressure is supplied to the driven pulley control valve 109 via an oil passage L04b branched from the oil passage L04. Further, the CR pressure is supplied to the CPC valve 110 via an oil passage L04c branched from the oil passage L04. The CR pressure is supplied to the lockup clutch pressure regulating valve 111 through an oil passage L04d branched from the oil passage L04. The CR pressure is supplied to the shift inhibitor valve 112 through an oil passage L04e branched from the oil passage L04.

  By the way, the fluid pressure control apparatus 100 of this embodiment is provided with the electric auxiliary pump 113 in addition to the fluid pressure pump 102. The electric auxiliary pump 113 is driven when the vehicle on which the fluid pressure control device 100 is mounted is in an idling stop state. That is, the electric auxiliary pump 113 is driven while the fluid pressure pump 102 driven by the travel drive source is stopped.

  The electric auxiliary pump 113 is a gear pump driven by the electric motor 114. The electric auxiliary pump 113 sucks the lubricating oil in the oil tank 101 through the oil passage L01a branched from the oil passage L01, and discharges the sucked lubricating oil to the oil passage L05 connected to the oil passage L04.

  The lubricating oil discharged from the electric auxiliary pump 113 passes through the oil passage L05 and the oil passage L04, and the second pressure regulating valve 107, the drive pulley control valve 108, the driven pulley control valve 109, the CPC valve 110, the lockup clutch pressure regulation. Supplied to valve 111 and shift inhibitor valve 112.

  The second pressure regulating valve 107 regulates the CR pressure supplied from the clutch pressure reducing valve 104 to generate a MOD (Modulate) pressure (signal pressure), and the MOD pressure is supplied from the first port 107a to the oil passage L06 (fourth). Route). The second pressure regulating valve 107 discharges the lubricating oil discharged when generating the MOD pressure from the second port 107b to the oil path L07 (fifth path) connected to the oil path L01. The second pressure regulating valve 107 is configured to regulate the MOD pressure by feeding back the output MOD pressure through the oil passage L06b branched from the oil passage L06.

  The lubricating oil discharged from the second pressure regulating valve 107 is supplied to the oil passage L01 via the oil passage L07. Thus, the oil passage L01 connecting the oil tank 101 and the fluid pressure pump 102 and the oil passage L01a connecting the oil tank 101 and the electric auxiliary pump 113 can be always filled with the lubricating oil. .

  Here, the hydraulic pressure supply to the drive pulley 201 and the driven pulley 202, which are components of the continuously variable transmission, will be described.

  The drive pulley control valve 108 is a linear solenoid valve in which an internal spool is displaced according to the energization amount. The drive pulley control valve 108 adjusts the CR pressure supplied from the clutch pressure reducing valve 104 or the electric auxiliary pump 113 to generate a DRC (Drive Pulley Control) pressure, and outputs the DRC pressure to the oil passage L08.

  The drive pulley regulator valve 105 has a spool disposed therein, the DRC pressure supplied to one end of the spool via the oil passage L08, the oil passage L06, the shift inhibitor valve 112, and the other end. Due to the MOD pressure supplied through the oil passage L09, the spool included therein is displaced.

  Therefore, the line pressure supplied from the regulator valve for line pressure 103 is adjusted according to the displacement of the spool by the regulator valve for drive pulley 105 and supplied to the drive pulley 201 via the oil passage L10.

  On the other hand, the driven pulley control valve 109 is a linear solenoid valve in which an internal spool is displaced according to the energization amount. The driven pulley control valve 109 adjusts the CR pressure supplied from the clutch pressure reducing valve 104 or the electric auxiliary pump 113 to generate a DNC (Driven Pulley Control) pressure, and outputs the DNC pressure to the oil passage L11.

  The driven pulley regulator valve 106 is displaced in its spool by the DNC pressure supplied through the oil passage L11.

  Therefore, the line pressure supplied from the line pressure regulator valve 103 is adjusted by the driven pulley regulator valve 106 according to the displacement of the spool, and is supplied to the driven pulley 202 via the oil passage L12.

  Next, the hydraulic pressure supply to the forward clutch 301 and the reverse clutch 302 that are components of the forward / reverse switching mechanism 300 will be described.

  The CPC valve 110 is a linear solenoid valve in which an internal spool is displaced according to the energization amount. The CPC valve 110 adjusts the lubricating oil supplied from the electric auxiliary pump 113 to generate a clutch control pressure, and outputs the clutch control pressure to the oil passage L13.

  The shift inhibitor valve 112 is configured to be able to switch an oil passage (path) to be connected by moving an internal spool. The shift inhibitor valve 112 supplies the clutch control pressure supplied from the CPC valve 110 via the oil path L13 to the oil path L14 when the spool is biased by the spring on the left side of FIG. Further, when the spool inhibitor valve 112 is moving to the right side in FIG. 1 against the urging force of the spring by the hydraulic pressure supplied to the left side in FIG. The CR pressure supplied via the pressure is output to the oil passage L14.

  The fluid pressure (hydraulic pressure) output from the shift inhibitor valve 112 is supplied to the manual valve 115 via the oil passage L14.

  The manual valve 115 is interlocked with a shift lever (not shown) by a control wire. The manual valve 115 has its internal spool displaced according to the range selection by the shift lever operation performed by the driver.

  The fluid pressure (hydraulic pressure) supplied from the shift inhibitor valve 112 is transferred from the manual valve 115 to the forward clutch 301 via the oil passage L15 or via the oil passage L16 according to the range selection made by the driver. To the reverse clutch 302.

  Next, the supply of hydraulic pressure to the lockup clutch 401, which is a component of the torque converter 400, will be described.

  The line pressure regulator valve 103 outputs the line pressure from the second port 103b.

  The line pressure generated by the line pressure regulator valve 103 is supplied to the lock-up shift valve 116 via the oil passage L18 connected to the second port 103b. Further, the line pressure is supplied to the torque converter regulator valve 117 via an oil passage L18a branched from the oil passage L18. Further, the line pressure is supplied to the lockup clutch control valve 118 via an oil passage L18b branched from the oil passage L18.

  Further, the lock-up clutch pressure adjusting valve 111 is a linear solenoid valve in which an internal spool is displaced according to the energization amount. The lockup clutch pressure regulating valve 111 regulates the CR pressure supplied from the clutch pressure reducing valve 104 or the fluid pressure (hydraulic pressure) supplied from the electric auxiliary pump 113 to adjust the LCC (Lock-up Clutch Pressure Control) pressure. And the LCC pressure is output to the oil passage L19.

  The LCC pressure output from the lockup clutch pressure regulating valve 111 is supplied to the right end portion of the torque converter regulator valve 117 in FIG. 1 via the oil passage L19. Further, the LCC pressure is supplied to the right end portion of FIG. 1 of the lockup clutch control valve 118 through an oil passage L19a branched from the oil passage L19.

  The lockup clutch control valve 118 is displaced in its spool by the LCC pressure generated by the lockup clutch pressure regulating valve 111.

  As a result, the line pressure generated by the line pressure regulator valve 103 is regulated by the lockup clutch control valve 118 and supplied to the lockup shift valve 116 via the oil passage L20.

  Further, the lock-up shift valve 116 has an oil path L06a branched from the oil path L06, an open / close solenoid valve 119, an oil path L21, a shift inhibitor valve 112, and an MOD pressure supplied via the oil path L22. The spool it has is displaced.

  The second pressure regulating valve 107 includes an oil passage L07 (fifth passage) for discharging excess lubricating oil when generating the MOD pressure (signal pressure), and the oil passage L07 passes through the oil passage L01a. The oil tank 101 and the fluid pressure pump 102 are connected to an oil passage L01.

  Thereby, the oil passage L07 (fifth route) is always in a predetermined negative pressure state by the fluid pressure pump 102, and when the second pressure regulating valve 107 discharges excess lubricating oil from the oil passage L07 (fifth route), Conventionally, even if the discharge flow rate is increased, such as a viscosity change due to a temperature change of the lubricating oil (fluid), no discharge failure occurs. Therefore, according to the fluid pressure control device of the present embodiment, it is possible to reduce the pulsation of the second pressure regulating valve 107 that is a valve for generating the MOD pressure (signal pressure).

  An oil passage L07 for outputting lubricating oil (fluid) discharged when the second pressure regulating valve 107 generates MOD pressure (signal pressure) is an oil that connects the oil tank 101 and the electric auxiliary pump 113. It is also connected to the path L01a (sixth path). As a result, the oil passage L01 and the oil passage L01a (sixth passage) connected to the fluid pressure pump 102 and the electric auxiliary pump 113 are always filled with the lubricating oil (fluid).

  Therefore, the fluid pressure control device 100 according to the present embodiment can immediately discharge the lubricating oil to the oil passage L02 (second passage) or the oil passage L05 when the fluid pressure pump 102 and the electric auxiliary pump 113 are started. The hydraulic pressure (fluid pressure) can be quickly controlled even when shifting to idling stop. In the present specification, “responsiveness until the lubricating oil (fluid) is actually discharged from the electric auxiliary pump 113 when the electric auxiliary pump 113 is started” is defined as “self-priming”. .

  Although the illustrated embodiment has been described above, the present invention is not limited to such a form.

  For example, in the above-described embodiment, the fluid pressure control device 100 includes two pumps, that is, the fluid pressure pump 102 and the electric auxiliary pump 113, and an oil passage L01 (first passage) that connects the two pumps and the oil tank 101. The oil path L07 (fifth path) is connected to the oil path L01a (sixth path) so that the lubricating oil (fluid) discharged from the second pressure regulating valve 107 is supplied.

  Moreover, in the said embodiment, it demonstrated using a belt-type CVT as a continuously variable transmission. However, the automatic transmission according to the present invention is not limited to this, for example, a toroidal type infinitely variable transmission, a four-bar linkage type infinitely variable transmission, a multistage transmission using a planetary gear mechanism, and the like. The automatic transmission may be used.

  Moreover, in the said embodiment, it is comprised so that the lubricating oil which the 2nd pressure regulation valve 107 discharges | emits at the time of pressure regulation may flow into the oil path L01.

  However, the second pressure regulating valve of the present invention is not limited to this. For example, the clutch pressure reducing valve 104 of the above embodiment is used as the second pressure regulating valve of the present invention, and excess lubricating oil discharged from the clutch pressure reducing valve 104 is used. Even when configured to be supplied to the oil path L01 (first path), the effect of the present invention of preventing the pulsation of the clutch pressure reducing valve 104 can be obtained.

DESCRIPTION OF SYMBOLS 100 ... Fluid pressure control apparatus, 101 ... Oil tank, 102 ... Fluid pressure pump (1st fluid pressure pump), 103 ... Line regulator valve (1st pressure regulation valve), 103a ... 1st port, 103b ... 2nd port, 104 ... Clutch pressure reducing valve, 105 ... Drive pulley regulator valve, 106 ... Driven pulley regulator valve, 107 ... Second pressure regulating valve, 107a ... First port, 107b ... Second port, 108 ... Drive pulley control valve, 109 ... driven pulley control valve, 110 ... CPC valve, 111 ... lock-up clutch pressure regulating valve, 112 ... shift inhibitor valve, 113 ... electric auxiliary pump, 114 ... electric motor (second drive source), 115 ... manual valve, 116 ... Lock-up clutch shift valve, 117 ... Torque Regulator valve for inverter, 118 ... Lock-up clutch pressure regulating valve, 119 ... Open / close solenoid valve, 201 ... Drive pulley, 202 ... Driven pulley, 300 ... Forward / reverse switching mechanism, 301 ... Forward clutch, 302 ... Reverse clutch, 400 ... Torque converter, 401 ... lock-up clutch, L01 ... oil path (first path), L01a ... oil path (sixth path), L02 ... oil path (second path), L03, L04 ... oil path (third path) , L06 ... oil passage (fourth route), L07 ... oil passage (fifth route).

Claims (1)

A fluid pressure control device for controlling the pressure of a fluid used in an automatic transmission,
A reservoir for storing the fluid;
A fluid pressure pump connected to the reservoir through a first path, sucking the fluid from the reservoir, and supplying the fluid to the second path;
A first pressure regulating valve that is connected to the fluid pressure pump via the second path, regulates the fluid supplied from the fluid pressure pump to generate a line pressure, and outputs the line pressure to a third path; ,
A second pressure regulating valve that regulates pressure by discharging the fluid supplied through the third path to the fifth path to generate a signal pressure, and outputs the signal pressure to the fourth path;
With an auxiliary pump ,
The fluid pressure pump is driven using a drive source of a vehicle on which the automatic transmission is mounted,
The auxiliary pump operates in place of the fluid pressure pump when the drive source is stopped, and is connected to the reservoir through a sixth path,
The fifth path is connected to a portion that guides the fluid only to the auxiliary pump of the sixth path,
The fluid pressure control device, wherein the fluid discharged from the fifth path is supplied to the auxiliary pump via the sixth path .