WO2014147854A1 - 車両の油圧制御装置 - Google Patents
車両の油圧制御装置 Download PDFInfo
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- WO2014147854A1 WO2014147854A1 PCT/JP2013/065841 JP2013065841W WO2014147854A1 WO 2014147854 A1 WO2014147854 A1 WO 2014147854A1 JP 2013065841 W JP2013065841 W JP 2013065841W WO 2014147854 A1 WO2014147854 A1 WO 2014147854A1
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- Prior art keywords
- oil
- pressure
- oil pump
- hydraulic
- hydraulic pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
- F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/85978—With pump
- Y10T137/85986—Pumped fluid control
- Y10T137/86002—Fluid pressure responsive
- Y10T137/8601—And pilot valve
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/85978—With pump
- Y10T137/85986—Pumped fluid control
- Y10T137/86002—Fluid pressure responsive
- Y10T137/86019—Direct response valve
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/85978—With pump
- Y10T137/85986—Pumped fluid control
- Y10T137/86027—Electric
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/85978—With pump
- Y10T137/86131—Plural
- Y10T137/86163—Parallel
Definitions
- the present invention relates to a hydraulic control apparatus for a vehicle including a mechanical oil pump configured to be driven by an output torque of a driving force source of the vehicle so as to discharge oil, and in particular, driven while traveling or stopped.
- the present invention relates to a vehicle hydraulic control device capable of stopping a force source.
- Vehicles configured to control hydraulic pressure such as a transmission for changing the number of revolutions of an engine that functions as a driving force source and an engagement device whose transmission torque capacity changes according to the engagement pressure are known.
- a vehicle configured in this manner usually includes a mechanical oil pump coupled to a rotating member that rotates integrally with the engine so that the vehicle can be driven by the output torque of the engine.
- the hydraulic pressure of the oil discharged from the mechanical oil pump is adjusted to a predetermined hydraulic pressure, and the hydraulic pressure of the hydraulic control target unit such as the transmission or the engagement device is controlled using the adjusted line pressure as a source pressure.
- excess oil when adjusting the line pressure to a predetermined oil pressure is supplied to the torque converter and the lubrication unit.
- a vehicle that includes an electric motor configured to be driven independently of the engine and further includes an electric oil pump that is driven by the output torque of the electric motor.
- a vehicle hydraulic control apparatus having such a mechanical oil pump and an electric oil pump is described in Japanese Patent Application Laid-Open No. 2010-209991.
- the hydraulic control device described in Japanese Patent Application Laid-Open No. 2010-209991 supplies oil from an electric oil pump to a hydraulic actuator or the like for performing shift control when performing idle stop control, thereby cooling and lubricating
- the portion is configured to prohibit oil from flowing from the electric oil pump.
- the hydraulic pressure discharged from the mechanical oil pump is configured to be supplied to the hydraulic actuator via the check valve and the control valve, and the oil passage communicating with the control valve and the actuator is The hydraulic oil is supplied from the electric oil pump through the check valve.
- the hydraulic control apparatus When the hydraulic control apparatus is configured as described above, when the idle stop control is executed and hydraulic pressure is not discharged from the mechanical oil pump, the electric oil pump is driven to supply hydraulic pressure to the hydraulic actuator. Therefore, the hydraulic pressure of the hydraulic actuator is controlled by controlling the hydraulic pressure discharged from the electric oil pump or by discharging the hydraulic pressure when the hydraulic pressure of the hydraulic actuator becomes high by controlling the control valve. Thus, even during idle stop control, it is possible to control the hydraulic pressure of the hydraulic actuator, more specifically to perform shift control. Moreover, since the hydraulic pressure discharged from the electric oil pump is not supplied to the cooling unit or the lubricating unit, the electric oil pump can be reduced in size.
- the present invention has been made paying attention to the technical problem described above.
- the hydraulic control target unit is supplied to the hydraulic control target unit. It is an object of the present invention to provide a hydraulic control device for a vehicle that can suppress or prevent gas from being mixed in oil.
- the present invention provides a mechanical oil pump that can be driven by a driving force source, an electric oil pump that is driven by output torque of an electric motor, the mechanical oil pump, and the electric oil pump.
- a vehicle hydraulic control device including a hydraulic control target controlled by hydraulic pressure supplied from at least one of the oil pumps, when the output pressure of the mechanical oil pump is higher than a predetermined hydraulic pressure A function of prohibiting the supply of oil from the electric oil pump to the hydraulic control target unit and communicating an oil passage for discharging the oil output from the electric oil pump; and an output pressure of the mechanical oil pump When the oil pressure is lower than a predetermined oil pressure, oil is supplied from the electric oil pump to the hydraulic control target part.
- a switching valve having a function of communicating an oil passage, and the output pressure of the mechanical oil pump is lower than the predetermined oil pressure, and an oil passage for supplying oil from the electric oil pump to the hydraulic control target portion communicates Before, oil is output from the electric oil pump.
- a part of the oil supplied to the hydraulic control target unit further includes a first oil passage through which a hydraulic pressure required by the hydraulic control target unit flows to a low pressure supply unit having a low pressure, and the switching valve includes the mechanism When an oil passage for supplying oil from the electric oil pump to the hydraulic pressure control target unit communicates with the first oil, the output pressure of the oil pump is lower than the predetermined oil pressure. It is configured to flow through a path and be supplied to the hydraulic control target unit, and to prohibit the flow of oil to the low pressure supply unit.
- a pressure regulating valve that regulates the hydraulic pressure supplied to the hydraulic control target unit and that communicates with the first oil passage on the output side, and a first flow rate that reduces the flow rate of oil flowing from the first oil passage to the low pressure supply unit.
- An orifice, and a second oil passage that communicates with the mechanical oil pump and the pressure regulating valve and supplies oil to the low pressure supply section when the rotational speed of the driving force source is equal to or higher than a predetermined rotational speed. ing.
- the control valve further includes a control valve that controls the hydraulic pressure of the hydraulic control target unit using the hydraulic pressure output from the mechanical oil pump as a base pressure, and the control valve supplies oil from the electric oil pump to the hydraulic control target unit.
- the valve is opened to reduce the hydraulic pressure of the hydraulic control target unit.
- the oil passage communicating with the mechanical oil pump and the control valve further includes a first check valve that prohibits oil from flowing toward the mechanical oil pump, and the switching valve outputs from the mechanical oil pump.
- the switching valve includes an input port communicating with the electric oil pump, a drain port for discharging oil output from the electric oil pump when the hydraulic pressure of the mechanical oil pump is lower than the predetermined hydraulic pressure, and the control An output port communicating with an oil passage on the input side of the valve, and the control valve includes a first linear solenoid valve that changes an output pressure in accordance with an energized current, and is supplied to the first linear solenoid valve.
- the hydraulic current supplied to control the hydraulic pressure of the hydraulic control target portion when the hydraulic pressure is low is high
- the hydraulic pressure of the hydraulic control target portion is controlled when the hydraulic pressure supplied to the first linear solenoid valve is high.
- Correction means for correcting the current value to be higher than the current value to be energized.
- the correction means has a hydraulic pressure output from the mechanical oil pump when the hydraulic pressure output from the mechanical oil pump is lower than the predetermined hydraulic pressure and is supplying oil from the electric oil pump to the hydraulic control target unit.
- the hydraulic pressure output from the mechanical oil pump is higher than the predetermined hydraulic pressure, and oil is supplied from the mechanical oil pump to the hydraulic control target unit.
- a means for correcting the hydraulic pressure to be higher than the current value supplied to the first solenoid valve in order to control the hydraulic pressure of the hydraulic pressure control target unit when supplying may be included.
- a second orifice is provided for reducing the flow rate of the oil passage through which the discharged oil flows when the oil output from the electric oil pump is discharged when the output pressure of the mechanical oil pump is higher than a predetermined oil pressure. ing.
- the predetermined oil pressure may include an oil pressure higher than a maximum oil pressure required for the oil pressure control target unit.
- the predetermined oil pressure may include a lower oil pressure than a maximum oil pressure that can be output from the electric oil pump.
- the hydraulic control target unit may include an engagement device that is engaged when the vehicle starts.
- a second check valve for prohibiting oil from flowing to the electric oil pump side is provided in an oil passage communicating with the electric oil pump and the switching valve.
- the hydraulic control target unit may include a hydraulic actuator configured to change a speed ratio of the speed change mechanism according to the supplied hydraulic pressure and to reduce the speed ratio by discharging the hydraulic pressure.
- the hydraulic control target unit may include a second linear solenoid valve that controls an engagement pressure of the lockup clutch in accordance with an energized current.
- the switching valve is configured such that oil output from the mechanical oil pump is supplied as a signal pressure and is operated according to the oil pressure of the oil.
- the switching valve is configured so that oil output from the electric oil pump is supplied as a signal pressure and operates according to the oil pressure of the oil.
- the switching valve is configured such that a spring force of a spring presses the spool against a load pressing the spool based on the signal pressure, and communicates according to a balance of the load pressing the spool.
- a spool valve configured to switch between the two may be included.
- the electric oil pump is configured to control the output pressure according to the hydraulic pressure required for the hydraulic control target unit when the output pressure of the mechanical oil pump is lower than a predetermined hydraulic pressure.
- the output pressure of the mechanical oil pump driven by the driving force source is higher than a predetermined oil pressure
- oil is supplied from the electric oil pump driven by the output torque of the electric motor to the hydraulic control target unit.
- the function to connect the oil passage that discharges the oil output from the electric oil pump is prohibited and the hydraulic control from the electric oil pump when the output pressure of the mechanical oil pump is lower than the predetermined oil pressure
- a switching valve having a function of communicating an oil passage for supplying oil to the target portion is provided.
- the oil pressure is output from the electric oil pump before the output pressure of the mechanical oil pump becomes lower than a predetermined oil pressure and the oil passage for supplying oil from the electric oil pump to the hydraulic control target unit communicates. Yes.
- a first oil passage for supplying a part of the oil supplied to the hydraulic control target part to the low pressure supply part whose hydraulic pressure required by the hydraulic control target part is low is provided, and the output pressure of the mechanical oil pump is predetermined.
- the oil passage for supplying oil from the electric oil pump to the hydraulic control target portion is lower than the hydraulic pressure of the oil, the oil output from the electric oil pump flows through the first oil passage and is supplied to the hydraulic control target portion.
- the electric oil pump Therefore, the electric oil pump can be miniaturized.
- oil can be supplied from the electric oil pump to the hydraulic control target unit via the first oil passage. That is, when the electric oil pump is not driven, the first oil passage that supplies oil to the low pressure supply unit can be shared. As a result, it is possible to suppress or prevent the hydraulic control device from becoming large.
- a pressure regulating valve that regulates the hydraulic pressure supplied to the hydraulic control target part and communicated with the first oil path on the output side, and a first orifice that limits the amount of oil supplied from the first oil path to the low pressure supply part
- a mechanical oil pump and a pressure regulating valve and a second oil passage for supplying oil to the low-pressure supply unit when the rotational speed of the driving force source is equal to or higher than a predetermined rotational speed. Therefore, when the rotational speed of the driving force source becomes equal to or higher than the predetermined rotational speed, the oil can be supplied from the first oil passage and the second oil passage to the low pressure supply section.
- a control valve that controls the hydraulic pressure of the hydraulic control target unit using the hydraulic pressure output from the mechanical oil pump as a base pressure is provided when oil is supplied from the electric oil pump to the hydraulic control target unit.
- the control valve is configured to open and lower the hydraulic pressure of the hydraulic control target part when the hydraulic pressure of the hydraulic control target part becomes higher than the hydraulic pressure required for the hydraulic control target part, the control valve is referred to as a so-called relief valve. Can function as.
- the oil passage communicating with the mechanical oil pump and the control valve is provided with a first check valve for prohibiting oil from flowing to the mechanical oil pump side, and the hydraulic pressure output from the mechanical oil pump is higher than a predetermined hydraulic pressure. If the switching valve is configured so that the oil path on the input side and the oil path on the output side of the first check valve are in communication with each other, the first check valve may be opened. When a failure that cannot be performed occurs, oil can be supplied from the mechanical oil pump to the hydraulic control target unit via the switching valve. Further, even when a failure that prevents the electric oil pump and the hydraulic control target unit from communicating with each other occurs, oil is supplied from the mechanical oil pump to the hydraulic control target unit via the first check valve. be able to.
- the first linear solenoid By correcting the current supplied to the valve according to the hydraulic pressure supplied to the first linear solenoid valve, the hydraulic pressure output from the first linear solenoid valve varies according to the hydraulic pressure supplied to the first linear solenoid valve. This can be suppressed or prevented.
- the first linear is used to control the hydraulic pressure of the hydraulic control target unit.
- the hydraulic pressure output from the mechanical oil pump is higher than the predetermined hydraulic pressure and the oil is supplied from the mechanical oil pump to the hydraulic control target unit.
- the oil is supplied from the electric oil pump to the hydraulic control target by correcting the current so as to be higher than the current value supplied to the first linear solenoid valve in order to control the output, the output from the first linear solenoid valve Therefore, it is possible to suppress or prevent the hydraulic pressure to be lowered and the hydraulic pressure shortage of the hydraulic control target portion from occurring.
- a second orifice is provided for reducing the flow rate of the oil passage through which the discharged oil flows when the output pressure of the mechanical oil pump is higher than a predetermined hydraulic pressure and the oil output from the electric oil pump is discharged.
- the output pressure of the electric oil pump can be increased.
- the electric oil pump communicates with the hydraulic control target unit, it is possible to suppress or prevent the hydraulic pressure supplied to the hydraulic control target unit from being insufficient.
- the predetermined hydraulic pressure includes a hydraulic pressure higher than the maximum hydraulic pressure required for the hydraulic control target section, it is possible to suppress or prevent the hydraulic control target section from being insufficient before the switching valve is switched. can do.
- the predetermined hydraulic pressure includes a hydraulic pressure lower than the maximum hydraulic pressure that can be output from the electric oil pump
- the switching valve when the switching valve is switched and the electric oil pump communicates with the hydraulic control target unit, It is possible to suppress or prevent oil from flowing from the hydraulic control target part to the electric oil pump side.
- the hydraulic pressure of the hydraulic control target unit it is possible to suppress or prevent the hydraulic pressure of the hydraulic control target unit from being lowered by switching the switching valve, and to suppress or prevent the high hydraulic pressure from flowing to the electric oil pump. it can.
- the hydraulic control target portion includes an engagement device that is engaged when the vehicle starts
- oil is supplied from the electric oil pump to the engagement device before the vehicle starts or accelerates again.
- it is possible to shorten the time until the engagement device is engaged in order to start the vehicle or to accelerate again, and as a result, it is possible to suppress or prevent acceleration response delay.
- the electric motor can be operated when starting to pull the vehicle.
- the lockup clutch can be engaged by the oil output from the oil pump, and as a result, the mechanical oil pump can be driven by the torque transmitted from the drive wheels. Therefore, after starting towing, oil can be supplied to the low pressure supply unit by the mechanical oil pump.
- FIG. 1 is a hydraulic circuit diagram for explaining an example of a hydraulic control device for a vehicle according to the present invention. It is a schematic diagram for demonstrating an example of the power transmission device which can be made into the object of the vehicle in this invention. It is a hydraulic circuit diagram for demonstrating the other structural example of the hydraulic control of the vehicle in this invention, and is a hydraulic circuit diagram which shows the structure which can supply oil from an electric oil pump to an engagement apparatus. It is a hydraulic circuit diagram for demonstrating the structure of the hydraulic control apparatus which can supply oil from an electric oil pump to a hydraulic actuator.
- FIG. 5 is a hydraulic circuit diagram for explaining a configuration in which oil can be supplied from a mechanical oil pump to a hydraulic actuator even when a check valve in the hydraulic control circuit shown in FIG. 4 fails.
- FIG. 7 is a hydraulic circuit diagram for explaining a configuration for prohibiting oil from flowing from the engagement device to the electric oil pump in the hydraulic circuit diagram shown in FIG. 6.
- the vehicle targeted by the present invention includes a mechanical oil pump that can be driven by torque transmitted from a driving force source to discharge oil, and a hydraulic control target that is controlled using the discharge pressure of the mechanical oil pump as a source pressure.
- FIG. 2 schematically shows an example of a configuration of a power transmission device including the mechanical oil pump and the hydraulic control target unit.
- the power transmission device shown in FIG. 2 includes an engine 1 that functions as a driving force source.
- the engine 1 burns supplied fuel and outputs power, and is a gasoline engine, a diesel engine, an LPG engine, or the like.
- the engine 1 is connected to a starter motor 2 for cranking the engine 1.
- FIG. 2 shows an example of a vehicle using the engine 1 as a driving force source, but it may be an electric vehicle using an electric motor as a driving force source, or both the engine 1 and the electric motor. It may be a hybrid vehicle using as a driving force source.
- a torque converter 4 that functions as a fluid coupling is connected to the output shaft 3 of the engine 1.
- This torque converter 4 has the same configuration as that conventionally known, and is opposed to the pump impeller 4a connected to the engine 1 via the output shaft 3 and the front cover 5, and the pump impeller 4a.
- a turbine runner 4b arranged and connected to a forward / reverse switching mechanism 6 described later, and a stator 4c arranged between the pump impeller 4a and the turbine runner 4b and connected to the case 7 via a one-way clutch (not shown).
- a working fluid is sealed in a space surrounded by the pump impeller 4a and the turbine runner 4b.
- the pump impeller 4 a is rotated by the torque transmitted from the engine 1.
- the pump impeller 4a rotates, the enclosed working fluid flows and rotates the turbine runner 4b. That is, it functions as a fluid coupling that transmits torque by the working fluid.
- a stator 4c is provided to regulate the direction in which the working fluid flows, and when the rotational speed of the turbine runner 4b is higher than the rotational speed of the pump impeller 4a, the stator is interposed via the one-way clutch. 4c is fixed to the case 7 so as not to rotate.
- the torque converter 4 corresponds to the fluid coupling in the present invention.
- a lock-up clutch arranged in parallel with the torque converter 4 so as to transmit power without passing through the torque converter 4 when the rotational speed of the pump impeller 4a and the rotational speed of the turbine runner 4b coincide. 8 is provided.
- the lock-up clutch 8 is a frictional engagement member formed in a disc shape, and is configured to be driven by a hydraulic pressure difference between the front and back sides.
- the lock-up clutch 8 is engaged with the front cover 5 so that the pump impeller 4a and the turbine runner 4b are rotated together.
- the lockup clutch 8 is locked up by reducing the hydraulic pressure on the engine 1 side (right side in FIG. 2) to a lower pressure than the hydraulic pressure on the torque converter 4 side (left side in FIG. 2).
- the clutch 8 moves to the engine 1 side. Then, the lock-up clutch 8 and the front cover 5 are frictionally engaged to integrate the pump impeller 4a and the turbine runner 4b. On the contrary, by increasing the hydraulic pressure on the engine 1 side of the lockup clutch 8 to be higher than the hydraulic pressure on the torque converter 4 side, the lockup clutch 8 is separated from the front cover 5, in other words, Torque is transmitted by the fluid flow.
- a mechanical oil pump 9 configured to be able to discharge oil by being driven by torque output from the engine 1 is connected to the pump impeller 4a. Therefore, the torque output from the engine 1 is transmitted to the mechanical oil pump 9 via the output shaft 3, the front cover 5, and the pump impeller 4a, thereby driving the mechanical oil pump 9.
- the oil pump 9 is driven. That is, the mechanical oil pump 9 is driven by the traveling inertia force of the vehicle.
- an alternator (not shown) is connected to the output shaft 3 of the engine 1 so that the output shaft 3 rotates to generate power and charge a battery (not shown).
- the output shaft 11 integrated with the turbine runner 4b has a direction in which the transmitted torque acts on the drive wheel 10 when torque is transmitted to the drive wheel 10 without using the belt-type continuously variable transmission 12 described later. It is connected to the forward / reverse switching mechanism 6 to be changed.
- the forward / reverse switching mechanism 6 shown in FIG. 2 is constituted by a double pinion type planetary gear mechanism. The configuration of the forward / reverse switching mechanism 6 will be briefly described. First, the double pinion type planetary gear mechanism shown in FIG. 2 is coaxial with the sun gear 6S integrated with the output shaft 11 and the rotation axis of the sun gear 6S.
- a ring gear 6R arranged in a first pinion 6P 1 meshing with the sun gear 6S, rotation and second pinion gears 6P 2 meshing with the first pinion gear 6P 1 and the ring gear 6R, a first pinion gear 6P 1 and a second pinion gear 6P 2 and
- the carrier 6 ⁇ / b> C is held so as to be able to revolve and is connected to the gear train portion 13 via the output gear 14.
- a clutch C ⁇ b> 1 that rotates the sun gear 6 ⁇ / b> S and the carrier 6 ⁇ / b> C together by engaging is provided on the output shaft 11.
- a brake B1 for fixing the ring gear 6R is provided.
- the forward / reverse switching mechanism 6 is configured such that the sun gear 6S functions as an input element, the ring gear 6R functions as a reaction force element, and the carrier 6C functions as an output element. Therefore, since the sun gear 6S and the carrier 6C are integrated by engaging the clutch C1 and releasing the brake B1, the output shaft 11 and the output gear 14 rotate together, and on the contrary, the clutch C1 Is released and the brake B1 is engaged, the sun gear 6S and the carrier 6C rotate in opposite directions. Therefore, the rotation direction of the output shaft 11 and the rotation direction of the output gear 14 are opposite.
- the clutch C1 and the brake B1 are friction engagement devices in which the engagement force is controlled by the hydraulic pressure supplied to the clutch C1 and the brake B1, and either the clutch C1 or the brake B1 is engaged according to the operation of a shift lever (not shown). You can decide whether to match. Further, the transmission ratio when torque is transmitted to the drive wheel 10 via the forward / reverse switching mechanism 6 and the gear train portion 13 is the maximum transmission that transmits torque to the drive wheel 10 via the belt-type continuously variable transmission 12 described later. The gear ratio is set so that the gear ratio is larger than the ratio, and torque is transmitted to the drive wheels 10 mainly through the forward / reverse switching mechanism 6 and the gear train portion 13 when starting.
- a belt type continuously variable transmission 12 is connected to the output shaft 11.
- the belt type continuously variable transmission 12 is referred to as CVT 12.
- the CVT 12 shown in FIG. 2 can be configured in the same manner as a conventionally known belt type continuously variable transmission, and is arranged in parallel with the primary pulley 15 connected to the output shaft 11 and the output shaft 11.
- the pulleys 15 and 17 are provided with hydraulic actuators 19 and 20, respectively.
- the hydraulic pressure of the hydraulic actuator 19 attached to the primary pulley 15 and the hydraulic pressure of the hydraulic actuator 20 attached to the secondary pulley 17 are mainly provided.
- the hydraulic pressure of the hydraulic actuator 20 attached to the secondary pulley 17 is controlled to control the clamping pressure for clamping the belt 18.
- the transmission torque capacity is changed. Specifically, the gear ratio of the CVT 12 is reduced when the oil of the hydraulic actuator 20 is discharged and decompressed.
- the CVT 12 corresponds to the speed change mechanism in the present invention
- the hydraulic actuator 20 corresponds to the hydraulic control target portion or the hydraulic actuator in the present invention.
- the clutch C2 is connected to the output shaft 16 of the CVT 12, and torque is transmitted to the output shaft 21 via the clutch C2. That is, the clutch C2 is configured to be engaged when torque transmission between the CVT 12 and the drive wheel 10 is enabled, and the transmission torque capacity of the clutch C2 is controlled in accordance with the supplied hydraulic pressure. It is configured as follows.
- the output shaft 21 is provided with a dog clutch D1 that is engaged when torque transmission between the forward / reverse switching mechanism 6 and the drive wheel 10 is enabled.
- a dog clutch D1 that can connect the gear train portion 13 and the output shaft 21 is provided. That is, by engaging the dog clutch D1 at the time of starting, the gear train portion 13 and the output shaft 21 are coupled so as to be able to transmit power.
- the dog clutch D1 is configured to control engagement or disengagement by a hydraulic actuator or an electric actuator (not shown).
- Drive wheels 10 and 10 are connected to the output shaft 21 via a gear train portion 22, a differential gear 23, and drive shafts 24 and 24.
- a vehicle equipped with the power transmission device configured as described above is configured to perform stop-and-start control (hereinafter referred to as S & S control) that stops the engine 1 when the vehicle is stopped and when traveling. Specifically, when it is not necessary to transmit torque from the engine 1 to the drive wheels 10 when the vehicle is traveling or when it is not necessary to drive the auxiliary machinery by the engine 1 when the vehicle is stopped When conditions that can stop the engine 1 are established, the S & S control is executed to stop the engine 1. Therefore, it is possible to suppress or prevent the fuel consumption from being reduced by driving the engine 1. When the engine 1 is stopped and then restarted, the engine 1 can be cranked by the running inertia force of the vehicle or the starter motor 2.
- S & S control stop-and-start control
- the torque transmission between the engine 1 and the drive wheels 10 is cut off in order to reduce the power loss due to the rotation of the engine 1.
- the clutch C2 is released to cut off the transmission of power between the CVT 12 and the drive wheel 10, and at least one of the dog clutch D1, the clutch C1, or the brake B1 is released to move the forward / reverse switching mechanism 6 and The power transmission path for transmitting torque to the drive wheels 10 via the gear train portion 13 is cut off.
- the clutch C1 is engaged in order to suppress or prevent a delay in acceleration response at the time of restart, and when the engine 1 is stopped during traveling, the engine 1 is driven again from the drive wheel 10.
- the transmission ratio and transmission torque capacity of the CVT 12 are changed so that the transmission ratio is in accordance with the vehicle speed. It is preferable to make it.
- the hydraulic control apparatus performs the S & S control so that even when the engine 1 is stopped and oil is no longer discharged from the mechanical oil pump 9, the transmission ratio of the CVT 12, the transmission torque capacity, or the clutch An electric oil pump 25 that can discharge oil even when the engine 1 is stopped is provided so that C1 and the brake B1 can be controlled.
- FIG. 1 shows a hydraulic circuit diagram for explaining an example of the configuration of a hydraulic control device provided with the electric oil pump 25.
- the mechanical oil pump 9 shown in FIG. 1 is connected to the pump impeller 4a and is driven by the vehicle's running inertia force or the output torque of the engine 1 so as to pump up oil from the oil pan 26 and discharge it. It is configured.
- a hydraulic pressure or an oil amount of a modulator valve 28 that adjusts and outputs the hydraulic pressure to a constant pressure and a hydraulic actuator 19 attached to the primary pulley 15 is controlled.
- the first control valve 29 is connected to the second control valve 30 that controls the hydraulic pressure of the hydraulic actuator 20 attached to the secondary pulley 17.
- a check valve 31 is provided between the modulator valve 28, the first control valve 29 and the second control valve 30, and the mechanical oil pump 9.
- the check valve 31 allows oil output from the mechanical oil pump 9 to flow to the modulator valve 28, the first control valve 29, and the second control valve 30, and the modulator valve 28, the first control valve. 29 and the second control valve 30 are configured to prohibit oil from flowing to the mechanical oil pump 9 side.
- the check valve 31 corresponds to the first check valve in the present invention.
- the modulator valve 28 shown in FIG. 1 includes an input port 28a communicating with the oil passage 27, an output port 28b, and a feedback port 28c to which output pressure is supplied.
- the modulator valve 28 is a spool valve that presses the spool 28d from one side of the spool 28d by the spring force of the spring 28e, and outputs output from the feedback port 28c in a direction opposite to the spring force of the spring 28e.
- a load based on the pressure is applied to the spool 28e, and is configured to open and close by a balance between the spring force and the load based on the output pressure.
- the input port 28a and the output port 28b are shut off when the output pressure is equal to or higher than a predetermined pressure larger than the pressing force of the spring 28e, and the input port 28a and the output port 28b are communicated when the output pressure is lower than the predetermined pressure.
- the spool 28d is configured to move.
- the oil output from the modulator valve 28 is supplied to the linear solenoid valve SLS that outputs a signal pressure to the second control valve 30, the linear solenoid valve SLP that outputs a signal pressure to the first control valve 29, the clutch C1, and the brake B1.
- a linear solenoid valve SLC that outputs hydraulic pressure
- a linear solenoid valve SLU that outputs a signal pressure to a control valve (not shown) for controlling the lock-up clutch 8
- a linear solenoid valve that outputs a signal pressure to a first regulator valve 32 described later. Supplied to the SLT.
- the output pressures of the linear solenoid valves SLS, SLP, SLC, SLU, and SLT are controlled using the modulator pressure P M output from the modulator valve 28 as a source pressure.
- a manual valve (not shown) is provided on the output side of the linear solenoid valve SLC, and the output pressure of the linear solenoid valve SLC is set to either the clutch C1 or the brake B1 in accordance with the operation of the shift lever by the driver. It is comprised so that it may supply to either.
- the engagement device C may be described without distinguishing between the clutch C1 and the brake B1.
- the engagement device C is controlled by the hydraulic pressure supplied as described above, and is engaged when the vehicle starts. Therefore, the engagement device C is the hydraulic control target portion or It corresponds to an engagement device.
- the modulator valve 28 corresponds to the pressure regulating valve in the present invention.
- the linear solenoid valve SLU corresponds to the second linear solenoid valve in the present invention.
- the lubrication part 35 shown in FIG. 1 is a part that is supplied to reduce friction loss, such as a meshing part of a gear or a contact surface between the pulleys 15 and 17 and the belt 18. Further, the torque converter 4 and the lubrication part 35 only need to be supplied with oil. In other words, it is not necessary to control the hydraulic pressure as in the engagement device C and the hydraulic actuators 19 and 20, or the hydraulic pressure required by the engagement device C and the hydraulic actuators 19 and 20 is low. Therefore, these torque converter 4 and lubrication part 35 correspond to the low pressure supply part in this invention.
- the oil passage 33 corresponds to the first oil passage in the present invention.
- an orifice 37 is provided in the oil passage 36 between the switching valve 34, the torque converter 4, and the lubricating portion 35.
- the orifice 37 suppresses or prevents the modulator pressure P M from being reduced or discharged by suppressing the oil in the oil passage 33 from being excessively discharged to the torque converter 4 and the lubricating portion 35. This is to limit the amount of oil that is generated.
- the opening diameter of the orifice 37 is more specific even when the engine 1 rotates at a low rotational speed and the amount of oil discharged from the mechanical oil pump 9 is relatively small.
- an orifice 38 is further provided between the orifice 37 and the lubrication part 35, and is configured so that the amount of oil supplied to the lubrication part 35 is smaller than the amount of oil supplied to the torque converter 4.
- the orifice 37 corresponds to the first orifice in the present invention.
- the first control valve 29 includes an input port 29a communicating with the oil passage 26, an output port 29b communicating with the hydraulic actuator 19, a feedback port 29c to which the output pressure of the first control valve 29 is supplied, and the linear A signal pressure port 29d communicating with the solenoid valve SLP and a drain port 29e communicating with the oil pan 26 are provided.
- the first control valve 29 is a spool valve that controls the hydraulic pressure of the hydraulic actuator 19 attached to the primary pulley 15, and the spring force of the spring 29g disposed at one end of the spool 29f causes the spool 29f to move.
- the hydraulic pressure of the hydraulic actuator 19 feedback pressure
- the load based on the output pressure of the first control valve 29 presses the spool 29f in a direction opposite to the load based on the pressure P SLP .
- the opening / closing operation is controlled by moving the spool 29f according to the balance of the load acting on the spool 29f. Therefore, the hydraulic pressure of the hydraulic actuator 19 changes according to the signal pressure P SLP supplied to the first control valve 29. Specifically, when the hydraulic pressure of the hydraulic actuator 19 is relatively low and the load against the load based on the signal pressure P SLP supplied to the first control valve 29 is small, the input port 29a and the output port 29b The spool 29f moves so as to communicate with each other, the oil output from the mechanical oil pump 9 is supplied to the hydraulic actuator 19, and the hydraulic pressure of the hydraulic actuator 19 is increased.
- the second control valve 30 that controls the hydraulic pressure of the hydraulic actuator 20 attached to the secondary pulley 17 is configured in the same manner as the first control valve 29, and includes an input port 30a that communicates with the oil passage 26, and a hydraulic pressure.
- the second control valve 30 is output from the linear solenoid valve SLS in the same direction as the spring force of the spring 30g, with the spool 30f being pressed by the spring force of the spring 30g disposed at one end of the spool 30f.
- the load based on the signal pressure P SLS presses the spool 30f, and the hydraulic pressure (feedback pressure) of the hydraulic actuator 20 against the spring force of the spring 30g and the load based on the signal pressure P SLS , in other words, the output of the second control valve 30.
- the load based on the pressure is configured to press the spool 30f.
- the opening / closing operation is controlled by moving the spool 30f according to the balance of the load acting on the spool 30f. Accordingly, the hydraulic pressure of the hydraulic actuator 20 changes according to the signal pressure P SLS supplied to the second control valve 30. Specifically, when the hydraulic pressure of the hydraulic actuator 20 is relatively low and the load against the load based on the signal pressure P SLS supplied to the second control valve 30 is small, the input port 30a and the output port 30b The spool 30f moves so as to communicate with each other, the oil output from the mechanical oil pump 9 is supplied to the hydraulic actuator 19, and the hydraulic pressure of the hydraulic actuator 20 is increased.
- the hydraulic pressure sensor S1 for detecting the oil pressure of the hydraulic actuator 20 It is provided on the output side of the second control valve 30. That is, as will be described later, when supplying oil from the electric oil pump 25, the hydraulic pressure sensor S1 detects the control pressure of the hydraulic actuator 20 so that the maximum value of the hydraulic pressure of the oil supply destination can be detected. Is provided.
- the modulator valve 28, the first control valve 29, and the second control valve 30 are configured to control the output pressure using the oil pressure in the oil passage 27 as a source pressure.
- a first regulator valve 32 for controlling the oil pressure of the oil passage 27 is provided in an oil passage 39 branched from the oil passage 27.
- the first regulator valve 32 is supplied with an input port 32a communicating with the oil passage 39, an output port 32b, a feedback port 32c to which the oil pressure of the oil passage 39 is supplied, and an output pressure P SLT of the linear solenoid valve SLT.
- the signal pressure port 32d is provided.
- the first regulator valve 32 is a spool valve, and the spring force of the spring 32f disposed at one end of the spool 32e presses the spool 32e, and the spring force of the spring 32f presses the spool 32e.
- the first regulator valve 32 is controlled to open and close by moving the spool 32e according to the balance of the load acting on the spool 32e.
- the oil passage 39 corresponds to the second oil passage in the present invention.
- the signal pressure P SLT supplied to the first regulator valve 32 is changed according to the required driving force based on the accelerator opening. Accordingly, the oil pressure in the oil passage 39 is controlled to increase as the required driving force increases.
- the first regulator valve 32 opens.
- the first regulator valve 32 is closed and the hydraulic pressure in the oil passage 39 increases.
- the first regulator valve 32 is configured to open when the engine speed becomes equal to or higher than the predetermined speed.
- the oil discharged from the first regulator valve 32 is configured to be supplied to the torque converter 4.
- a second regulator valve 40 configured to open when the hydraulic pressure of the torque converter 4 exceeds a predetermined pressure is provided on the output side of the first regulator valve 32.
- the second regulator valve 40 includes an input port 40a communicating with the torque converter 4 and the output port 32b of the first regulator valve 32, an output port 40b, and a feedback port 40c to which the hydraulic pressure of the torque converter 4 is supplied. And has.
- the second regulator valve 40 is a spool-type relief valve that presses the spool 40d by the spring force of the spring 40e disposed at one end of the spool 40d and counters the spring force of the spring 40e.
- the load based on the hydraulic pressure of the torque converter 4 is configured to press the spool 40d. Therefore, the second regulator valve 40 opens and closes by moving the spool 40d according to the balance of the load acting on the spool 40d. Therefore, when the load based on the hydraulic pressure of the torque converter 4 becomes larger than the spring force of the spring 40e, the input port 40a and the output port 40b communicate with each other, and the load based on the hydraulic pressure of the torque converter 4 is greater than the spring force of the spring 40e. Is smaller, the input port 40a and the output port 40b are shut off, and the hydraulic pressure of the torque converter 4 increases. That is, the hydraulic pressure of the torque converter 4 is set according to a predetermined spring force of the spring 40e.
- An oil passage 41 for supplying oil to the lubricating portion 35 is provided on the output side of the second regulator valve 40, and the oil is discharged to the oil pan 26 when the oil pressure in the oil passage 41 exceeds a predetermined pressure.
- a third regulator valve 42 configured to do so is provided.
- the third regulator valve 42 is a spool-type relief valve that opens when the oil pressure in the oil passage 41 increases excessively, such as when the oil passage 41 that supplies oil to the lubricating portion 35 is clogged.
- the third regulator valve 42 has an input port 42a communicating with the output port 40b in the lubrication part 35 and the second regulator valve 40, an output port 42b communicating with the oil pan 26, and the oil pressure of the lubrication part 35.
- a feedback port 42c to be supplied.
- a load based on the oil pressure of the oil passage 41 is opposed to the spring force of the spring 42e by the spring force of the spring 42e disposed at one end of the spool 42d. Is configured to press the spool 42d. Accordingly, the third regulator valve 42 opens and closes by moving the spool 42d according to the balance of the load acting on the spool 42d. Therefore, when the load based on the oil pressure of the oil passage 41 becomes larger than the spring force of the spring 42e, the input port 42a and the output port 42b communicate with each other to discharge the oil.
- the hydraulic control device configured as described above is provided in each hydraulic actuator 19, 20 provided in the CVT 12 and the forward / reverse switching mechanism 6 when the engine 1 is driven and oil is output from the mechanical oil pump 9.
- the engagement device C is supplied with a hydraulic pressure whose original pressure is the line pressure regulated by the first regulator valve 32, and the oil output from the modulator valve 28 is always supplied to the torque converter 4 and the lubricating portion 35. To be supplied.
- the first regulator valve 32 is opened and oil is supplied to the torque converter 4 and the lubrication unit 35.
- the hydraulic control device shown in FIG. 1 includes an electric oil pump 25 that can supply oil to the engagement device C and the hydraulic actuators 19 and 20 when the S & S control is executed and the engine 1 is stopped.
- the electric oil pump 25 is set to have a capacity capable of discharging the oil necessary for the S & S control.
- the capacity is smaller than the capacity of the mechanical oil pump 9, and oil is supplied from the electric oil pump 25.
- the hydraulic pressure is higher than the maximum hydraulic pressure required for the hydraulic actuators 19 and 20 and the engagement device C to be output.
- the electric oil pump 25 is provided in an oil passage 44 branched from an oil passage 43 communicating with the oil pan 26 and the mechanical oil pump 9. And it is comprised so that it may drive by the output torque of the electric motor 45 which drives with the electric power supplied from the battery which is not illustrated.
- a switching valve 34 When oil is output from the electric oil pump 25, a switching valve 34 is provided that switches to supply oil to the engagement device C, the hydraulic actuators 19 and 20, or the linear solenoid valves SLS, SLP, SLC, SLU, and SLT. ing.
- the switching valve 34 shown in FIG. 1 has a position for supplying the oil output from the modulator valve 28 to the torque converter 4 and the lubrication unit 35 as described above in the normal running state in which the engine 1 is driven and running.
- a spool valve configured to switch.
- the switching valve 34 shown in FIG. 1 outputs oil to the first input port 34 a and the second input port 34 b that communicate with the electric oil pump 25, and the oil passage 46 that communicates with the hydraulic actuator 20 and the second control valve 30.
- the first output port 34c, the second output port 34d communicating with the torque converter 4 and the lubrication part 35, the input / output port 34e communicating with the oil passage 33 on the output side of the modulator valve 28, and the oil pan 26 are communicated.
- a drain port 34f a drain port 34f.
- a spring 34h is provided at one end of the spool 34g, and the spring force of the spring 34h opposes the direction in which the spool 34g is pressed against the discharge pressure output from the electric oil pump 25.
- the feedback port 34i is formed so that the load based on it presses the spool 34g.
- the oil passage on the downstream side of the drain port 34i. 48 is provided with an orifice 49. Therefore, since the amount of oil flowing through the oil passage 48 is limited by the orifice 49, the oil pressure in the oil passage 47 gradually increases. As a result, the hydraulic pressure supplied to the feedback port 34i increases, and the load that presses the spool 34g upward as shown in FIG. 1 becomes equal to or greater than the spring force of the spring 34h, and the spool 34g moves upward.
- the switching valve 34 is configured so that the 2-output port 34d is shut off. That is, the oil output from the electric oil pump 25 is configured to be supplied to the hydraulic actuator 20 and the oil passage 33. Accordingly, the oil passage 33 is configured to function as an oil passage through which oil flows both during normal travel and during S & S control.
- the switching pressure of the switching valve 34 is set higher than the required pressure of the hydraulic actuator 20 and the engagement device C at the time of S & S control, and is set lower than the pressure resistance of the electric oil pump 25. That is, when the hydraulic pressure of the hydraulic actuator 20 is higher than the pressure resistance of the electric oil pump 25, the spring force of the spring 34h is set so that the switching valve 34 does not open. Therefore, it is possible to prevent insufficient hydraulic pressure of the engagement device C and the hydraulic actuator 20, and it is possible to suppress or prevent the durability of the electric oil pump 25 from being lowered.
- the electric oil pump 25 is used when the hydraulic pressure output from the mechanical oil pump 9 when the engine 1 is stopped, more specifically, when the hydraulic pressure in the oil passage 27 becomes lower than a predetermined hydraulic pressure. Or, it starts to drive to the hydraulic pressure required for the hydraulic actuator 20.
- the switching valve 34 is switched so that the switching valve 34 is switched when the hydraulic pressure output from the mechanical oil pump 9 when the engine 1 is stopped, more specifically, when the hydraulic pressure in the oil passage 27 is lower than a predetermined hydraulic pressure.
- the spring force of the spring 34h at 34 is set.
- the switching pressure corresponds to the “predetermined hydraulic pressure” in the present invention.
- each of the above-described linear solenoid valves SLS, SLP, SLC, SLU, SLT or the electric oil pump 25 is configured to be supplied with a current in accordance with a signal output from an electronic control unit (ECU).
- ECU electronice control unit
- the torque output from the engine 1 and the rotational speed of the engine 1 are determined, and the linear solenoid valves SLS, SLP, A current is supplied to the SLC, SLU, SLT or the electric oil pump 25.
- a signal for detecting a state of an auxiliary machine (not shown) is input to the ECU.
- the operation of the hydraulic control device shown in FIG. 1 will be described.
- the oil output from the mechanical oil pump 9 is supplied via the check valve 31 to the modulator valve 28 and the first control valve. 29, supplied to the second control valve 30.
- the hydraulic pressure in the oil passage 27 communicating with the mechanical oil pump 9 is adjusted to a hydraulic pressure corresponding to the required driving force by the first regulator valve 32.
- the modulator valve 28 outputs oil to the linear solenoid valves SLS, SLP, SLC, SLU, and SLT using the regulated line pressure as a source pressure.
- a part of the oil output from the modulator valve 28 is supplied to the torque converter 4 and the lubrication unit 35 via the oil passage 33.
- the hydraulic actuators 19 and 20 in the CVT 12 are supplied with a hydraulic pressure based on the line pressure so as to achieve a target speed ratio corresponding to a traveling state such as a vehicle speed and an accelerator opening,
- the hydraulic pressure is supplied to the hydraulic actuator 20 so that the transmission torque capacity caused by the frictional force with the pulleys 15 and 17 becomes a transmission torque capacity enough to prevent the belt 18 from slipping.
- the first regulator valve 32 opens and further supplies oil to the torque converter 4 and the lubrication unit 35.
- the required oil is supplied to the torque converter 4 and the lubricating portion 35 even if the engine 1 has a low engine speed and the first regulator valve 32 is not open.
- the running state can be maintained, the durability of the frictional contact member such as a gear can be improved, or the power loss can be reduced.
- the electric oil pump 25 starts to be driven immediately before the engine 1 is stopped by executing the S & S control from the normal running state. More specifically, the electric oil pump 25 is started to be driven when the hydraulic pressure detected by the hydraulic pressure sensor S1 is lowered to a hydraulic pressure that does not affect the durability of the electric oil pump 25. Alternatively, when the engine 1 is stopped, the hydraulic oil pump 25 starts to be driven so that the switching valve 34 is switched when the hydraulic pressure output from the mechanical oil pump 9 falls below a predetermined hydraulic pressure. When the electric oil pump 25 starts to be driven, the oil pressure in the oil passage 47 is low, and the spring force of the spring 34h acting on the spool 34g in the switching valve 34 presses the spool 34g based on the oil pressure in the oil passage 47.
- the switching valve 34 is maintained at the same position as during normal travel. Therefore, the air mixed in the oil passage 47 together with the oil output from the electric oil pump 25 is discharged from the drain port 34f. That is, when the electric oil pump 25 is driven by supplying air to the engagement device C and the hydraulic actuators 19 and 20 by discharging the air inside the oil passage 47, air is mixed in the oil. Can be suppressed or prevented.
- the switching valve 34 is switched. As described above, the switching valve 34 is configured to be switched when the oil pressure in the oil passage 47 is higher than the required pressure of the engagement device C and the hydraulic actuators 19 and 20 at the time of S & S control.
- the oil is supplied from the oil passage 47 to the engagement device C through the oil passage 33 and is supplied to the linear solenoid valves SLS, SLP, SLC, SLU, and SLT. Further, the oil output from the electric oil pump 25 is supplied to the hydraulic actuator 20 via the oil passage 46.
- the second control valve 30 is opened, and as a result, the first control valve 29 is connected via the input port 30a of the second control valve 30. Can also supply oil.
- the second control valve 30 when the hydraulic pressure of the hydraulic actuator 20 increases and becomes equal to or higher than the target hydraulic pressure, the second control valve 30 is switched and the oil of the hydraulic actuator 20 is discharged. That is, the second control valve 30 functions as a relief valve.
- the hydraulic pressure of the hydraulic actuator 20 can be controlled by controlling the linear solenoid valve SLS that supplies the signal pressure P SLS to the second control valve 30. Therefore, when the clutch C2 and the dog clutch D1 are released to the neutral state while the engine 1 is stopped, the transmission torque capacity or the belt clamping pressure can be reduced because the torque acting on the CVT 12 is small.
- the hydraulic pressure of the hydraulic actuator 20 can be reduced by controlling the linear solenoid valve SLS.
- the discharge pressure of the electric oil pump 25 can be reduced based on the control value of the linear solenoid valve SLS. As a result, power consumption due to driving the electric oil pump 25 can be reduced, and as a result, fuel efficiency can be improved.
- the switching valve 34 is connected from the electric oil pump 25 to the engagement device C and hydraulic pressure. It has a function of prohibiting the supply of oil to the actuators 19 and 20 and communicating the oil passage 48 for discharging the oil output from the electric oil pump 25. Further, during the execution of the S & S control, the oil passage 33 for supplying oil from the electric oil pump 25 to the engagement device C and the hydraulic actuators 19 and 20 is communicated. Therefore, oil can be supplied from the electric oil pump 25 to the hydraulic actuator 20 and the engagement device C while the S & S control is being executed.
- the switching valve 34 is switched and the electric oil pump 25 is engaged.
- the air mixed in the oil passage 47 can be discharged.
- the oil passage 33 for supplying oil to the torque converter 4 and the lubrication part 35 during normal travel is used to supply oil to the engagement device C during S & S control.
- the speed ratio set at the time of re-starting specifically, without requiring time to engage the engagement device C, specifically,
- the gear ratio can be changed or the transmission torque capacity can be changed in accordance with the vehicle speed. Therefore, when the drive is requested again and the clutch C2 is engaged, a shock is generated. Occurrence can be suppressed or prevented, and slipping of the belt 18 at that time can be suppressed or prevented.
- FIG. 3 is a hydraulic circuit diagram for explaining the configuration.
- the same referential mark is attached
- the example shown in FIG. 3 is a figure for demonstrating the principal part of the structure of the hydraulic control apparatus based on this invention, Comprising: The description is abbreviate
- the hydraulic circuit shown in FIG. 3 uses a mechanical oil pump 9 driven by the output torque of the engine 1 as a hydraulic source.
- the oil output from the mechanical oil pump 9 is regulated to a predetermined hydraulic pressure by a regulator valve (not shown) and supplied to the linear solenoid valve SLC via the check valve 31.
- a modulator valve may be provided between the check valve 31 and the linear solenoid valve SLC.
- the linear solenoid valve SLC includes an input port 50 to which oil is supplied from the mechanical oil pump 9 via the check valve 31, an output port 51 for outputting oil to the engagement device C, and the engagement device C.
- a feedback port 52 to which hydraulic pressure is supplied and a drain port 53 communicating with an oil pan (not shown) are formed.
- the communication port is switched based on the load based on the hydraulic pressure supplied to the feedback port 52, the spring force of a spring (not shown), and the electromagnetic force corresponding to the current supplied to the linear solenoid valve SLC. ing.
- the output port 51 and the drain port 52 are configured to communicate with each other. More specifically, by increasing the current flowing through the linear solenoid valve SLC, the input port 50 and the output port 51 are connected to increase the hydraulic pressure of the engagement device C, and the current is decreased. The output port 51 and the drain port 53 are connected to reduce the hydraulic pressure of the engagement device C. That is, the linear solenoid valve SLC shown in FIG.
- Type linear solenoid valve In other words, the hydraulic pressure of the engagement device C is controlled to a hydraulic pressure corresponding to the current value supplied to the linear solenoid valve SLC.
- the engagement device C is controlled using the hydraulic pressure output from the mechanical oil pump 9 as the original pressure when the engine 1 is driven.
- an electric oil pump 25 that functions as another hydraulic source is provided.
- the electric oil pump 25 is driven by an electric motor 45.
- the oil output from the electric oil pump 25 is supplied to the engagement device C via a check valve 54 for suppressing or preventing the oil from flowing to the electric oil pump 25 side and a switching valve 55 described later. It is configured.
- the electric oil pump 25 is configured to communicate with the oil passage 56 communicated with the linear solenoid valve SLC and the engagement device C via the switching valve 55.
- the check valve 54 corresponds to the second check valve in the present invention.
- the electric oil pump 25 is provided to supply oil to the engagement device C during S & S control as described above. Therefore, in the example shown in FIG. 3, the switching valve 55 is provided so as to communicate with the engagement device C when the S & S control is executed and the hydraulic pressure discharged from the mechanical oil pump 9 becomes a predetermined hydraulic pressure or less. ing.
- the switching valve 55 shown in FIG. 3 is a spool valve, and includes a first input port 57 to which oil discharged from the electric oil pump 25 is supplied, a first output port 58 communicating with the engagement device C, an oil A drain port 59 communicating with the pan is formed.
- a signal pressure port 60 to which the output pressure of the mechanical oil pump 9 is supplied is formed, and a spring force is generated against the direction in which a load based on the hydraulic pressure supplied from the signal pressure port 60 acts on the spool 61.
- a spring 62 is provided so as to act on.
- An orifice 64 is provided in the oil passage 63 through which the oil output from the drain port 59 flows.
- the switching valve 55 shown in FIG. 3 communicates with the first input port 57 and the drain port 59 when the load that presses the spool 61 based on the hydraulic pressure supplied from the signal pressure port 60 is larger than the spring force.
- the first input port 57 and the first output port 58 are configured to communicate with each other when the load that presses the spool 61 based on the hydraulic pressure supplied from the signal pressure port 60 is smaller than the spring force. . That is, when the engine 1 is driven and oil is discharged from the mechanical oil pump 9, in other words, when the vehicle is traveling normally, the hydraulic pressure supplied to the signal pressure port 60 in the switching valve 55 is relatively low.
- the load that presses the spool 61 based on the hydraulic pressure supplied from the signal pressure port 60 is larger than the spring force, so that the first input port 57 and the drain port 59 communicate with each other.
- the hydraulic pressure supplied to the signal pressure port 60 in the switching valve 55 is relatively low.
- the load that presses the spool 61 on the basis of the hydraulic pressure supplied from the pressure is smaller than the spring force, and the first input port 57 and the first output port 58 are configured to communicate with each other.
- a hydraulic pressure sensor S2 that detects the hydraulic pressure of the engagement device C is provided.
- the hydraulic pressure of the oil output from the mechanical oil pump 9 is used as the original pressure, and the hydraulic pressure of the engagement device C is increased by the linear solenoid valve SLC. Be controlled. Specifically, the hydraulic pressure of the engagement device C is controlled by supplying a current corresponding to the engagement pressure required for the engagement device C to the linear solenoid valve SLC.
- the electric oil pump 25 is driven prior to the stop of the engine 1. That is, both the mechanical oil pump 9 and the electric oil pump 25 are temporarily driven.
- the hydraulic pressure supplied to the signal pressure port 60 in the switching valve 55 gradually decreases.
- the hydraulic pressure is equal to or lower than a predetermined hydraulic pressure
- the switching valve 55 is switched, and the first input port 57 and the first output port 58 communicate with each other.
- the electric oil pump 25 and the engagement device C communicate with each other.
- the hydraulic pressure (switching pressure) supplied to the signal pressure port 60 at the time of switching of the switching valve 55 is equal to or higher than the hydraulic pressure required to engage the engagement devices C.
- the load acting on the spool 61 based on the hydraulic pressure is greater than the spring force.
- the spring force of the spring 62 is preferably set so as to be low.
- the switching pressure supplied to the engagement device C before the switching valve 55 is switched is always higher than the hydraulic pressure required for the engagement device C. It becomes. Further, since the electric oil pump 25 is configured to have a hydraulic pressure higher than that required for the engagement device C, the hydraulic pressure supplied from the electric oil pump 25 to the engagement device C after the switching valve 55 is switched is also engaged. The hydraulic pressure required for the device C can be increased. Therefore, it is possible to suppress or prevent the hydraulic pressure of the engagement device C from being temporarily insufficient before and after the switching valve 55 is switched.
- the switching pressure is preferably set lower than the maximum oil pressure that can be discharged from the electric oil pump 25.
- the current supplied to the linear solenoid valve SLC is supplied from the mechanical oil pump 9 to the engagement device C. Control as you do.
- the linear solenoid valve SLC By controlling the linear solenoid valve SLC in this way, when the hydraulic pressure of the engagement device C is lower than the required hydraulic pressure, the input port 50 and the output port 51 in the linear solenoid valve SLC communicate with each other. Since the check valve 31 is provided on the upstream side, in other words, on the mechanical oil pump 9 side, the hydraulic circuit communicating from the check valve 31 to the engagement device C eventually becomes a closed space, and the electric oil pump 25 This increases the hydraulic pressure.
- the linear solenoid valve SLC functions as a relief valve. Therefore, when the oil is output from the electric oil pump 25, the linear solenoid valve SLC can be functioned as a relief valve, so that an increase in the size of the hydraulic control device due to provision of another relief valve is suppressed. Or it can be prevented.
- the electric oil pump 25 can control the hydraulic pressure output by the current supplied to the electric motor 45, the hydraulic pressure output from the electric oil pump 25 in accordance with the hydraulic pressure required for the engagement device C. Control. That is, the discharge pressure of the electric oil pump 25 is controlled to an optimum hydraulic pressure. Specifically, during the S & S control, when the shift lever is switched from the “D” range to the “N” range, the supply of electric current to the electric oil pump 25 is stopped. Thus, by controlling the output pressure of the electric oil pump 25 according to the hydraulic pressure required for the engagement device C, it is possible to suppress or prevent the electric oil pump 25 from being driven excessively. The current can be reduced, and as a result, fuel consumption can be improved.
- FIG. 4 is a hydraulic circuit diagram for explaining the configuration. Components similar to those shown in FIGS. 1 and 3 are denoted by the same reference numerals and description thereof is omitted.
- the configuration shown in FIG. 4 is configured to supply hydraulic pressure from the electric oil pump 25 to the hydraulic actuator 20, and the first output port 58 of the switching valve 55 is provided in communication with the hydraulic actuator 20. Yes.
- a hydraulic pressure sensor S1 for detecting the hydraulic pressure of the hydraulic actuator 20 is provided.
- the third control valve 66 shown in FIG. 4 is a solenoid valve, and is configured to apply an electromagnetic force instead of the signal pressure P SLS supplied to the second control valve 30 in the example shown in FIG. Yes.
- the configuration of the third control valve 66 will be briefly described.
- the third control valve 66 shown in FIG. 4 is connected to the mechanical oil pump 9 via the check valve 31 and to the hydraulic actuator 20.
- the output port 68, the feedback port 69 to which the hydraulic pressure of the hydraulic actuator 20 is supplied, and the drain port 70 communicating with the oil pan are formed.
- the third control valve 66 is a spool valve, and a spring 72 is provided at one end of the spool 71, and the electromagnetic force of the solenoid 73 is the same as the direction in which the spring force of the spring 72 presses the spool 71.
- Is configured to act on the spool 71, and a load based on the hydraulic pressure supplied from the feedback port 69 in a direction opposite to the spring force of the spring 82 presses the spool 71. Therefore, by controlling the electromagnetic force, the input port 67 and the output port 68 are communicated, and the output port 68 and the drain port 70 are communicated. That is, the hydraulic pressure of the hydraulic actuator 20 is controlled by controlling the current supplied to the solenoid 73.
- the vehicle equipped with the hydraulic control device shown in FIG. 4 preferably has a small gear ratio when towed.
- the gear ratio of the CVT 12 is increased, that is, the rotation speed of the primary pulley 15. It is preferable to change the gear ratio of the CVT 12 so that is greater than the rotational speed of the secondary pulley 17. Therefore, in the example shown in FIG. 4, a check valve is not provided on the upstream side of the switching valve 55, that is, in the oil passage 65 communicating with the electric oil pump 25 and the switching valve 55.
- the hydraulic control device shown in FIG. 3 and the hydraulic control device shown in FIG. 4 are different in the object to which oil is supplied from the electric oil pump 25, but whether or not the check valve 54 is provided. Except for the operation and effect, the same operation and effect as the hydraulic control device shown in FIG.
- FIG. 5 shows a hydraulic control apparatus configured to supply oil to the hydraulic actuator 20 even when a failure that cannot open the check valve 31 occurs.
- the hydraulic control device shown in FIG. 5 and the hydraulic control device shown in FIG. 4 have the same configuration except that the configuration of the switching valve 55 is different. Therefore, the same reference numerals are used for the same configurations as in FIG. The description is omitted.
- the switching valve 74 functions as an oil passage that bypasses the check valve 31. Specifically, it communicates with the second input port 77 through which the oil passage 76 branched from the oil passage 75 in communication with the mechanical oil pump 9 and the check valve 31 communicates, and with the check valve 31 and the third control valve 66.
- a second output port 79 communicating with the oil passage 78 is formed in the switching valve 74.
- the 1st input port 57, the 1st output port 58, and the drain port 59 are formed in the switching valve 74 similarly to FIG.
- the same referential mark is attached
- the hydraulic pressure output from the mechanical oil pump 9 is equal to or higher than a predetermined hydraulic pressure and the first input port 57 and the drain port 59 are in communication
- the second input port 77 and the second output port 79 Are configured to communicate with each other.
- the hydraulic pressure output from the mechanical oil pump 9 is less than a predetermined hydraulic pressure and oil is supplied from the electric oil pump 25 to the hydraulic actuator 20, in other words, the first input port 57 and the first output port.
- the second input port 77 and the second output port 79 are configured to be blocked when 58 is in communication.
- the switching valve 74 By configuring the switching valve 74 in this way, even when a failure that cannot open the check valve 31 occurs, the oil is supplied to the hydraulic actuator 20 via the switching valve 74 and the third control valve 66. Can be supplied. Therefore, even when such a failure occurs, the gear ratio of the CVT 12 can be increased, so that the required driving force can be output. Further, even when a failure occurs such that the spool 61 in the switching valve 74 is stuck and the state where the first input port 57 and the first output port 58 are in communication with each other is generated, the check valve 31 is turned on. Since oil can be supplied to the hydraulic actuator 20 via the CVT 12, the gear ratio of the CVT 12 can be increased and the required driving force can be output.
- the mechanical oil pump 9 can be connected to the hydraulic actuator 20 even when either the check valve 31 or the switching valve 74 fails.
- the required driving force can be output by supplying oil from the tank.
- FIG. 6 is a hydraulic circuit diagram for explaining the configuration.
- the same referential mark is attached
- the hydraulic control device shown in FIG. 6 the oil output from the mechanical oil pump 9 is supplied to the modulator valve 28 and the second control valve 30 via the check valve 31 in the same manner as the hydraulic control device shown in FIG. 1. It is comprised so that.
- the hydraulic pressure adjusted to a constant pressure by the modulator valve 28 is supplied to each linear solenoid valve SLS, SLP, SLC, SLU, SLT.
- the hydraulic pressure of the hydraulic actuator 20 is controlled by the second control valve 30, and the hydraulic pressure of the oil passage 80 communicating with the second control valve 30 and the hydraulic actuator 20, in other words, the hydraulic pressure of the hydraulic actuator 20.
- a hydraulic pressure sensor S1 for detecting the above is provided.
- the regulator valves 32, 40, and 42, the first control valve z219, and the hydraulic actuator 19 may be provided as in FIG.
- a switching valve 81 is provided on the output side of the electric oil pump 25, and when the hydraulic pressure output from the mechanical oil pump 9 becomes equal to or lower than a predetermined hydraulic pressure, in other words, the engine 1 is stopped. When the hydraulic pressure output from the mechanical oil pump 9 decreases, the switching valve 81 is switched so that the electric oil pump 25, the hydraulic actuator 20, and the linear solenoid valves SLS, SLP, SLC, SLU, and SLT communicate with each other. Has been.
- the switching valve 81 includes a first input port 82 and a second input port 83 communicated with the electric oil pump 25, a first output port 84 communicated with the hydraulic actuator 20, and the linear solenoid valves SLS, SLP. , SLC, SLU, SLT, a second output port 85 communicating with the oil pan, and a drain port 86 communicating with the oil pan are formed.
- the switching valve 81 is a spool valve.
- a spring 88 is provided on one side of the spool 87, and a load based on the output pressure of the mechanical oil pump 9 is applied to the spool 87 against the spring force of the spring 88.
- a signal pressure port 89 is formed to press.
- the oil passage 90 on the output side of the drain port 86 is provided with the orifice 91, all the oil output from the electric oil pump 25 is not discharged, and as a result, the output of the electric oil pump 25 is reduced.
- the oil pressure in the side oil passage 92 gradually increases. That is, by driving the electric oil pump 25 prior to stopping the engine 1, air mixed in the oil passage 92 on the output side of the electric oil pump 25 can be discharged, and an orifice 91 is provided in the oil passage 90. As a result, the oil pressure of the oil passage 92 can be increased.
- the hydraulic pressure of the oil output from the electric oil pump 25 can be used as a source pressure to control the hydraulic pressure of the hydraulic actuator 20, the linear solenoid valves SLS, SLP, SLC, SLU, SLT, and the engagement device C. Further, when oil is supplied from the electric oil pump 25 to the hydraulic actuator 20 and each of the linear solenoid valves SLS, SLP, SLC, SLU, and SLT, it is unlikely that air is mixed in the oil. It is possible to suppress or prevent the hydraulic controllability and responsiveness of the hydraulic actuator 20 and the linear solenoid valves SLS, SLP, SLC, SLU, and SLT from deteriorating.
- the first input port 82 and the second input port 83 of the switching valve 81 are in communication.
- the hydraulic actuator 20 communicates with the oil passage 93 on the input side of each linear solenoid valve SLS, SLP, SLC, SLU, SLT. Therefore, since the hydraulic pressure of the hydraulic actuator 20 and the hydraulic pressure of the oil passage 93 are the same, the hydraulic pressure of the oil passage 93 can be detected or determined by the hydraulic sensor S1 that detects the hydraulic pressure of the hydraulic actuator 20. .
- the linear solenoid valves SLS, SLP, SLC, SLU, and SLT have such characteristics that the output pressure decreases as the supplied hydraulic pressure decreases. More specifically, even if the same current is applied, the output hydraulic pressure changes according to the supplied hydraulic pressure.
- the hydraulic control device shown in FIG. 6 is configured to correct the current value to be applied to the linear solenoid valves SLS, SLP, SLC, SLU, and SLT in accordance with the hydraulic pressure detected by the hydraulic sensor S1.
- the hydraulic control device shown in FIG. 6 is configured to correct the current value to be applied to the linear solenoid valves SLS, SLP, SLC, SLU, and SLT in accordance with the hydraulic pressure detected by the hydraulic sensor S1.
- the mechanical oil pump 9 that is, when the oil pressure detected by the oil pressure sensor S1 is relatively high
- power is supplied to output a predetermined oil pressure.
- the current value to be energized to output a predetermined oil pressure is increased. Correct as follows. Even when the electric oil pump 25 is driven, the oil pressure detected by the oil pressure sensor S1 may change.
- the hydraulic pressure output based on the hydraulic pressure supplied to the linear solenoid valves SLS, SLP, SLC, SLU, SLT and the current value to be energized depends on the structure of the linear solenoid valves SLS, SLP, SLC, SLU, SLT. Since it can be calculated or determined according to characteristics or the like, it is possible to correct the current value supplied to the linear solenoid valves SLS, SLP, SLC, SLU, and SLT according to a map prepared in advance by experiment, simulation, or design. it can.
- linear solenoid valves SLS, SLP, SLC, SLU, and SLT correspond to the first linear solenoid valve in the present invention, and the current values for energizing the linear solenoid valves SLS, SLP, SLC, SLU, and SLT as described above.
- the means for correcting this corresponds to the correcting means in the present invention.
- FIG. 8 shows an example of a hydraulic control apparatus configured to supply oil from the electric oil pump 25 to the output side of the linear solenoid valve SLC.
- the hydraulic control device shown in FIG. 8 communicates the second output port 85 in the hydraulic control device shown in FIG. 7 with the oil passage 94 on the output side of the linear solenoid valve SLC, and upstream of the second input port 83.
- the check valve 54 is provided in the same manner as in FIG. 3, and the rest of the configuration is the same. In the hydraulic control device shown in FIG.
- the hydraulic pressure of the engagement device C when the hydraulic pressure of the engagement device C is lower than the hydraulic pressure of the hydraulic actuator 20, the hydraulic pressure of the engagement device C that maintains the hydraulic pressure of the hydraulic actuator 20 is increased. And the hydraulic pressure of the hydraulic actuator 20 are substantially the same. Therefore, the hydraulic pressure of the engagement device C can be determined by detecting the hydraulic pressure of the hydraulic actuator 20 with the hydraulic pressure sensor S1.
- the hydraulic pressure of the engagement device C can be controlled to follow the target hydraulic pressure. In other words, the hydraulic pressure of the engagement device C can be controlled by causing the second control valve 30 to function as a relief valve. It should be noted that the hydraulic pressure of the engagement device C may be controlled to follow the target hydraulic pressure by correcting the value of the current applied to the linear solenoid valve SLC and discharging the oil from the linear solenoid valve SLC. In other words, the hydraulic pressure of the engagement device C may be controlled by causing the linear solenoid valve SLC to function as a relief valve.
- Each switching valve 34, 55, 74, 81 described above corresponds to the switching valve in the present invention
- modulator valve 28, second control valve 30, third control valve 66, and linear solenoid valve SLC are the control valves in the present invention.
- the orifices 49, 64 and 91 correspond to the second orifice in the present invention.
- the present invention is not limited to a vehicle equipped with the above-described belt-type continuously variable transmission, but may be a toroidal continuously variable transmission. A stepped transmission to be changed may be used.
- the vehicle that can be the subject of the present invention is not limited to the one provided with the power transmission device configured as described above, but includes a starting clutch and a belt-type continuously variable transmission provided in series. There may be.
- the S & S control in which the engine is stopped and the starting clutch is released to be in the neutral state is described as an example. However, when the engine is stopped, the fuel cut control that is not in the neutral state is performed. The vehicle to be performed can also be targeted.
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Abstract
Description
Claims (18)
- 駆動力源によって駆動させることができるメカオイルポンプと、電動機の出力トルクによって駆動する電動オイルポンプと、前記メカオイルポンプおよび前記電動オイルポンプのうち少なくともいずれか一方のオイルポンプから供給される油圧により制御される油圧制御対象部とを備えた車両の油圧制御装置において、
前記メカオイルポンプの出力圧が予め定められた所定の油圧よりも高いときに、前記電動オイルポンプから前記油圧制御対象部にオイルを供給することを禁止して、前記電動オイルポンプから出力されたオイルを排出する油路を連通させる機能と、前記メカオイルポンプの出力圧が所定の油圧よりも低いときに、前記電動オイルポンプから前記油圧制御対象部にオイルを供給する油路を連通させる機能とを有する切り替えバルブを備え、
前記メカオイルポンプの出力圧が前記所定の油圧よりも低くなり前記電動オイルポンプから前記油圧制御対象部にオイルを供給する油路が連通する以前に、前記電動オイルポンプからオイルを出力することを特徴とする車両の油圧制御装置。 - 前記油圧制御対象部に供給されるオイルの一部が、前記油圧制御対象部よりも要求される油圧が低圧の低圧供給部に流動する第1油路を更に備え、
前記切り替えバルブは、前記メカオイルポンプの出力圧が前記所定の油圧よりも低く前記電動オイルポンプから前記油圧制御対象部にオイルを供給する油路が連通したときに、前記電動オイルポンプから出力されたオイルが前記第1油路を流動して前記油圧制御対象部に供給され、かつ前記低圧供給部へのオイルの流動を禁止するように構成されている
ことを特徴とする請求項1に記載の車両の油圧制御装置。 - 前記油圧制御対象部に供給する油圧を調圧しかつ出力側に前記第1油路が連通した調圧バルブと、
前記第1油路から前記低圧供給部にオイルが流動する流量を低減させる第1オリフィスと、
前記メカオイルポンプおよび前記調圧バルブに連通し、前記駆動力源の回転数が所定の回転数以上のときに、前記低圧供給部にオイルを供給する第2油路と
を更に備えていることを特徴とする請求項2に記載の車両の油圧制御装置。 - 前記メカオイルポンプから出力された油圧を元圧として前記油圧制御対象部の油圧を制御する制御バルブを更に備え、
前記制御バルブは、前記電動オイルポンプから前記油圧制御対象部にオイルを供給しているときに、前記油圧制御対象部の油圧がその油圧制御対象部に要求される油圧よりも高くなると開弁して前記油圧制御対象部の油圧を低下させるように構成されている
ことを特徴とする請求項1ないし3のいずれかに記載の車両の油圧制御装置。 - 前記メカオイルポンプと前記制御バルブとに連通した油路に、前記メカオイルポンプ側にオイルが流動することを禁止する第1逆止弁を更に備え、
前記切り替えバルブは、前記メカオイルポンプから出力される油圧が前記所定の油圧よりも高いときに、前記第1逆止弁の入力側の油路と前記第1逆止弁の出力側の油路を連通させるように構成されている
ことを特徴とする請求項4に記載の車両の油圧制御装置。 - 前記切り替えバルブは、前記電動オイルポンプと連通した入力ポートと、前記メカオイルポンプの油圧が前記所定の油圧よりも低いときに前記電動オイルポンプから出力されたオイルを排出するドレーンポートと、前記制御バルブの入力側の油路に連通した出力ポートとを備え、
前記制御バルブは、通電される電流に応じて出力圧を変化させる第1リニアソレノイドバルブを含み、
前記第1リニアソレノイドバルブに供給される油圧が低いときに前記油圧制御対象部の油圧を制御するために通電する電流値が、前記第1リニアソレノイドバルブに供給される油圧が高いときに前記油圧制御対象部の油圧を制御するために通電される電流値よりも高くなるように補正する補正手段を備えている
ことを特徴とする請求項4または5に記載の車両の油圧制御装置。 - 前記補正手段は、前記メカオイルポンプから出力される油圧が前記所定の油圧よりも低く、前記電動オイルポンプから前記油圧制御対象部にオイルを供給しているときに、前記油圧制御対象部の油圧を制御するために前記第1リニアソレノイドバルブに通電される電流値を、前記メカオイルポンプから出力される油圧が前記所定の油圧よりも高く、前記メカオイルポンプから前記油圧制御対象部にオイルを供給しているときに、前記油圧制御対象部の油圧を制御するために前記第1ソレノイドバルブに通電される電流値よりも高くするように補正する手段を含むことを特徴とする請求項6に記載の車両の油圧制御装置。
- 前記メカオイルポンプの出力圧が所定の油圧よりも高く前記電動オイルポンプから出力されたオイルを排出するときに、その排出されるオイルが流動する油路の流量を低減させる第2オリフィスが設けられていることを特徴とする請求項1ないし7のいずれかに記載の車両の油圧制御装置。
- 前記所定の油圧は、前記油圧制御対象部に要求される最大の油圧よりも高い油圧を含むことを特徴とする請求項1ないし8のいずれかに記載の車両の油圧制御装置。
- 前記所定の油圧は、前記電動オイルポンプから出力することができる最大の油圧よりも低い油圧を含むことを特徴とする請求項1ないし9のいずれかに記載の車両の油圧制御装置。
- 前記油圧制御対象部は、車両が発進するときに係合させられる係合装置を含むことを特徴とする請求項1にないし10のいずれかに記載の車両の油圧制御装置。
- 前記電動オイルポンプと前記切り替えバルブとに連通した油路に、前記電動オイルポンプ側にオイルが流動することを禁止する第2逆止弁が設けられていることを特徴とする請求項11に記載の車両の油圧制御装置。
- 前記油圧制御対象部は、供給される油圧に応じて変速機構の変速比を変化させ、かつ油圧が排出されることにより前記変速比が小さくなるように構成された油圧アクチュエータを含むことを特徴とする請求項1ないし12のいずれかに記載の車両の油圧制御装置。
- 前記駆動力源から出力されたトルクを流体流によって伝達する流体継手と、
前記流体継手と並列に配置されかつ係合することによって該流体継手を介さずに駆動力源から出力されたトルクを伝達するロックアップクラッチと
を備え、
前記油圧制御対象部は、通電される電流に応じて前記ロックアップクラッチの係合圧を制御する第2リニアソレノイドバルブを含む
ことを特徴とする請求項1ないし13のいずれかに記載の車両の油圧制御装置。 - 前記切り替えバルブは、前記メカオイルポンプから出力されたオイルが信号圧として供給され、そのオイルの油圧に応じて作動するように構成されていることを特徴とする請求項1ないし14のいずれかに記載の車両の油圧制御装置。
- 前記切り替えバルブは、前記電動オイルポンプから出力されたオイルが信号圧として供給され、そのオイルの油圧に応じて作動するように構成されていることを特徴とする請求項1ないし14のいずれかに記載の車両の油圧制御装置。
- 前記切り替えバルブは、前記信号圧に基づいてスプールを押圧する荷重と対抗してスプリングのバネ力が前記スプールを押圧するように構成され、前記スプールを押圧する荷重のバランスに応じて連通させる油路を切り替えるように構成されたスプールバルブを含むことを特徴とする請求項15または16に記載の車両の油圧制御装置。
- 前記電動オイルポンプは、前記メカオイルポンプの出力圧が所定の油圧よりも低いときに、前記油圧制御対象部に要求される油圧に応じて出力圧を制御するように構成されていることを特徴とする請求項1ないし17のいずれかに記載の車両の油圧制御装置。
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CN201380074945.1A CN105190108B (zh) | 2013-03-21 | 2013-06-07 | 车辆的油压控制装置 |
JP2015506531A JP6107930B2 (ja) | 2013-03-21 | 2013-06-07 | 車両の油圧制御装置 |
US14/778,269 US9989148B2 (en) | 2013-03-21 | 2013-06-07 | Hydraulic control system for vehicles |
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DE102016000707A1 (de) * | 2016-01-26 | 2017-07-27 | Fte Automotive Gmbh | Vorrichtung zur Betätigung einer Kupplung |
CN105774516A (zh) * | 2016-05-20 | 2016-07-20 | 中国第汽车股份有限公司 | 一种用于混合动力自动变速器液压系统的双动力耦合装置 |
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JP6922173B2 (ja) * | 2016-08-29 | 2021-08-18 | 日産自動車株式会社 | 無段変速機の制御方法及び制御装置 |
JP6502991B2 (ja) | 2017-03-29 | 2019-04-17 | 本田技研工業株式会社 | 油圧制御装置 |
WO2019044756A1 (ja) * | 2017-08-28 | 2019-03-07 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
JP2019044799A (ja) * | 2017-08-30 | 2019-03-22 | トヨタ自動車株式会社 | 車両の動力伝達装置 |
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US20160146338A1 (en) | 2016-05-26 |
JPWO2014147854A1 (ja) | 2017-02-16 |
US9989148B2 (en) | 2018-06-05 |
CN105190108A (zh) | 2015-12-23 |
JP6107930B2 (ja) | 2017-04-05 |
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