WO2018097182A1

WO2018097182A1 - Engagement control device

Info

Publication number: WO2018097182A1
Application number: PCT/JP2017/042017
Authority: WO
Inventors: 山下貢
Original assignee: アイシン・エィ・ダブリュ株式会社
Priority date: 2016-11-22
Filing date: 2017-11-22
Publication date: 2018-05-31

Abstract

This engagement control device is provided with: a first oil supply path for supplying an oil discharged from an oil pump; a second oil supply path; a pressure regulating valve that is provided in the second oil supply path; a third oil supply path for supplying the oil having been subjected to pressure regulation performed by the pressure regulating valve; and an oil path switching mechanism (40) that can perform switching between a first state, in which the oil having been supplied from the first oil supply path is supplied, and a second state, in which the oil having been supplied from the third oil supply path is supplied.

Description

Engagement control device

The present invention relates to an engagement control device.

For example, in a drive transmission device having a plurality of engagement elements, an engagement control device is used to control the state of engagement of each of the plurality of engagement elements. An example of such an engagement control device is disclosed in Japanese Patent Application Laid-Open No. 2014-20442 (Patent Document 1). The engagement control device of Patent Document 1 includes a pressure regulating valve that further regulates the oil regulated to the line pressure with respect to a plurality of engagement elements of a stepped automatic transmission (an example of a drive transmission device); And an oil passage switching valve.

The plurality of pressure regulating valves in Patent Document 1 are constituted by spool-type linear solenoid valves. When such a spool type pressure regulating valve is used, oil leakage occurs in the pressure regulating valve. The production of a large amount of oil leakage is not preferable from the viewpoint of energy efficiency.

JP 2014-20442 A

It is desired to realize an engagement control device that can control the state of engagement of each of the plurality of engagement elements provided in the drive transmission device and has high energy efficiency.

An engagement control device according to the present disclosure includes:
An engagement control device for controlling a state of engagement of each of the plurality of engagement elements in a drive transmission device having a plurality of engagement elements,
A first supply oil passage for supplying oil discharged from an oil pump to each of the plurality of engagement elements;
A second supply oil path different from the first supply oil path;
A pressure regulating valve that is provided in the second supply oil passage and adjusts the oil pressure of the oil to be supplied;
A third supply oil passage for supplying oil after pressure regulation by the pressure regulating valve to the plurality of engagement elements;
A first state that is provided for each of the plurality of engagement elements and that supplies oil from the first supply oil passage; a second state that supplies oil from the third supply oil passage; An oil passage switching mechanism that can be switched to one supply oil passage and a third state that shuts off oil supply from the third supply oil passage;
Is provided.

According to this configuration, the supply state of oil to the corresponding engagement elements can be switched to one of the first state, the second state, and the third state by the plurality of oil path switching mechanisms. For example, the supply state of oil to a plurality of engagement elements in a specific combination is set as the first state, and the oil discharged from the oil pump is supplied to the engagement elements so that each engagement element is in the engagement state. can do. Alternatively, for example, the supply state of oil to a plurality of engagement elements in a specific combination is set as the second state, and the oil pressure-adjusted so as to change with time by the pressure adjustment valve is supplied to the engagement elements. The torque sharing ratio of the engagement element can be changed appropriately. When each oil passage switching mechanism is in the first state, the oil discharged from the oil pump is directly supplied to the corresponding engaging element without going through the pressure regulating valve, so the total amount of oil leaked from the spool type pressure regulating valve Can be reduced, and the loss associated therewith can be reduced. Therefore, it is possible to realize an engagement control device that can control the engagement state of each of the plurality of engagement elements provided in the drive transmission device and has high energy efficiency.

Further features and advantages of the technology according to the present disclosure will become clearer by the following description of exemplary and non-limiting embodiments described with reference to the drawings.

Skeleton diagram showing the configuration of the vehicle drive device of the first embodiment Automatic transmission engagement table Schematic diagram showing the configuration of the engagement control device Cross section of the switching valve in the closed state Cross section of the switching valve in the open state Operation table of oil path switching mechanism Schematic diagram showing the state of the engagement control device when forming the second gear Schematic diagram showing the state of the engagement control device when forming the second gear Schematic diagram showing the state of the engagement control device at the time of 2 → 3 shift Schematic diagram showing the state of the engagement control device at the time of 2 → 3 shift Schematic diagram showing the state of the engagement control device when the third gear is formed Schematic diagram showing the state of the engagement control device when the third gear is formed Schematic diagram showing the state of the engagement control device at the time of 3 → 4 shift Schematic diagram showing the state of the engagement control device at the time of 3 → 4 shift Schematic diagram showing the state of the engagement control device when forming the fourth speed stage Schematic diagram showing the state of the engagement control device when forming the fourth speed stage Skeleton diagram showing the configuration of the vehicle drive device of the second embodiment Schematic diagram showing the configuration of the engagement control device Schematic diagram showing the state of the engagement control device when forming an odd number of stages Schematic diagram showing the state of the engagement control device when forming an odd number of stages Schematic diagram showing the state of the engagement control device at the time of shifting from odd to even Schematic diagram showing the state of the engagement control device at the time of shifting from odd to even Schematic diagram showing the state of the engagement control device when forming even stages Schematic diagram showing the state of the engagement control device when forming even stages The schematic diagram which shows the structure of the engagement control apparatus of 3rd Embodiment. The schematic diagram which shows the structure of the engagement control apparatus of 4th Embodiment. Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Schematic diagram showing the state of the engagement control device in one aspect at the time of shifting from odd-numbered stage to even-numbered stage Sectional view of another embodiment of switching valve

[First Embodiment]
1st Embodiment of an engagement control apparatus is described with reference to drawings. In the present embodiment, in the vehicle drive device 100 including the stepped automatic transmission TM, the engagement for controlling the respective engagement states of the plurality of friction engagement elements CL included in the automatic transmission TM. The control device 1 will be described as an example.

As shown in FIG. 1, the vehicle drive device 100 includes an input shaft I, a torque converter TC, an intermediate shaft M, an automatic transmission TM, a counter gear mechanism CG, and an output differential gear device DF. I have. These are accommodated in a drive unit case (not shown). In the present embodiment, the automatic transmission TM corresponds to a “drive transmission device”. A first shaft on which the input shaft I, the torque converter TC, the intermediate shaft M, and the automatic transmission TM are arranged, a second shaft on which the counter gear mechanism CG is arranged, and an output differential gear device DF are arranged. The third shaft is disposed at a position different from each other.

The input shaft I is connected so as to rotate integrally with an internal combustion engine (not shown). Further, the input shaft I is coupled so as to rotate integrally with the pump impeller of the torque converter TC. The turbine runner of the torque converter TC is coupled to rotate integrally with the intermediate shaft M. The vehicle drive device 100 is also provided with a lockup clutch LU that integrally rotates the pump impeller of the torque converter TC and the turbine runner in an engaged state (rotates the input shaft I and the intermediate shaft M integrally).

The intermediate shaft M functions as an input shaft (shift input shaft) of the automatic transmission TM. The automatic transmission TM includes a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a plurality of hydraulically driven friction engagement elements CL (each clutch C1 to C4 and each brake B1, B2). Yes. The automatic transmission TM is configured as a stepped type capable of switching a plurality of shift stages by controlling the engagement states (engaged / released states) of the plurality of friction engagement elements CL. In the present embodiment, the friction engagement element CL corresponds to an “engagement element”. The first planetary gear mechanism PG1 includes a sun gear S1, a carrier CA1, and a ring gear R1, and is configured in a double pinion type in this example. The second planetary gear mechanism PG2 includes a first sun gear S2, a second sun gear S3, a common carrier CA2, and a common ring gear R2, and is configured in a Ravigneaux type in this example.

The sun gear S1 of the first planetary gear mechanism PG1 is fixed to a case that is a non-rotating member. The carrier CA1 is coupled to rotate integrally with the intermediate shaft M, and is selectively coupled to the second sun gear S3 of the second planetary gear mechanism PG2 by the fourth clutch C4. The ring gear R1 is selectively connected to the first sun gear S2 of the second planetary gear mechanism PG2 by the first clutch C1, and is selectively connected to the second sun gear S3 by the third clutch C3. The second sun gear S3 of the second planetary gear mechanism PG2 is selectively fixed to the case by the first brake B1. The common carrier CA2 is selectively connected to the intermediate shaft M by the second clutch C2, and is selectively fixed to the case by the second brake B2 or the one-way clutch F. The common ring gear R2 is connected to rotate integrally with the output gear O.

The automatic transmission TM can be switched by individually controlling the engagement state (engagement state / release state) of the plurality of friction engagement elements CL (the clutches C1 to C4 and the brakes B1 and B2). A specific shift stage among a plurality of shift stages can be formed. In the present embodiment, as shown in FIG. 2, a specific two of the plurality of friction engagement elements CL are engaged, and the other friction engagement elements CL are opened, so that the first speed It is possible to switch between eight forward gears from the first gear to the eighth gear and the reverse gear. It is also possible to form a neutral stage with all the friction engagement elements CL open. In order to control the state of engagement of the plurality of friction engagement elements CL, an engagement control device 1 unique to the present embodiment is provided. Details of the engagement control device 1 will be described later.

As shown in FIG. 1, the output gear O is drivingly connected to a counter gear mechanism CG, an output differential gear device DF, and a pair of left and right axles AX. “Drive coupling” refers to a state in which two rotating elements are coupled so as to be able to transmit a driving force, and the two rotating elements are coupled so as to rotate integrally, or the two rotations. It includes a state in which the elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, such as a shaft, a gear mechanism, a belt, and a chain. Wheels (not shown) are connected to the axle AX so as to rotate together. Thus, the rotation of the output gear O that functions as an output member of the automatic transmission TM is transmitted to a pair of left and right wheels (not shown).

The vehicle drive device 100 includes an oil pump (mechanical oil pump (not shown)) and an electric oil pump EP (FIG. 3) for pumping and discharging oil stored in an oil pan formed in a lower portion of the drive device case. ))). The mechanical oil pump includes, for example, a drive gear connected to rotate integrally with the input shaft I and the pump impeller of the torque converter TC, and discharges oil using the internal combustion engine as a drive force source. The electric oil pump EP includes a drive gear connected so as to rotate integrally with a rotor of an electric motor (not shown) provided independently of a power transmission path connecting the internal combustion engine and the wheels, and the electric motor Oil is discharged using as a driving force source.

As shown in FIG. 3, the electric oil pump EP mainly functions as a hydraulic pressure generation source for controlling the engagement state of the plurality of friction engagement elements CL and the lockup clutch LU. On the other hand, the mechanical oil pump mainly functions as a hydraulic pressure generation source for supplying oil to the torus portion of the torque converter TC and each lubrication target portion in the apparatus. In the present embodiment, the electric oil pump EP corresponds to an “oil pump”.

As shown in FIG. 3, the engagement control apparatus 1 of the present embodiment includes a main supply oil passage 10, a pressure regulating valve 20, a sub supply oil passage 30, an oil passage switching mechanism 40 (first oil passage switching mechanism V1). The sixth oil path switching mechanism V6 and the lockup oil path switching mechanism VU) and the drive mechanism 50 are provided as main components.

The main supply oil passage 10 is connected to the electric oil pump EP. In the present embodiment, the electric oil pump EP is configured to discharge oil adjusted to the line pressure by control (hydraulic control or current control) on the electric motor for driving the pump. The “line pressure” is the original pressure (reference pressure) of the working hydraulic pressure supplied to the plurality of friction engagement elements CL (the clutches C1 to C4 and the brakes B1 and B2) of the automatic transmission TM. For example, the line pressure is set to a pressure at which the friction engagement element CL is constantly in the direct engagement state (that is, a pressure at which the direct engagement state is maintained even if the torque transmitted by the friction engagement element CL varies). It is preferable that In the present embodiment, the oil that has been directly adjusted to the line pressure by the electric oil pump EP is discharged. Therefore, the engagement control device 1 is provided with a relief type regulator valve for generating the line pressure. Not.

The main supply oil passage 10 is branched into a plurality of parts and connected to the friction engagement elements CL (respective clutches C1 to C4 and brakes B1 and B2). The main supply oil passage 10 supplies oil discharged from the electric oil pump EP (in this embodiment, oil having a line pressure discharged from the electric oil pump EP) to each of the plurality of friction engagement elements CL. In the present embodiment, the main supply oil passage 10 corresponds to a “first supply oil passage”. The main supply oil passage 10 is also connected to the lockup clutch LU, and supplies oil discharged from the electric oil pump EP to the lockup clutch LU.

The main supply oil passage 10 is further branched on the upstream side (electric oil pump EP side) from the supply passages to all the friction engagement elements CL and the lockup clutch LU. In this embodiment, the branch destination oil passage (branch oil passage 15) branched from the main supply oil passage 10 is an oil passage different from the main supply oil passage 10 and corresponds to a “second supply oil passage”. . The branch oil passage 15 is provided with an on-off valve VS and a pressure regulating valve 20. The on-off valve VS is provided on the upstream side of the pressure regulating valve 20. The on-off valve VS is opened to supply oil from the main supply oil passage 10 (indicated by “C” in FIG. 3) and closed to shut off oil supply from the main supply oil passage 10. It is possible to switch to a valve state (a state indicated by adding “0” in FIG. 3 and the like). Oil from the main supply oil passage 10 is supplied to the pressure regulating valve 20 when the on-off valve VS is open, and oil from the main supply oil passage 10 is not supplied to the pressure regulating valve 20 when the on-off valve VS is closed. In the present embodiment, the on-off valve VS corresponds to an “open / close switching mechanism”.

The pressure regulating valve 20 adjusts the oil pressure using the oil pressure (in this example, the line pressure) of oil supplied through the main supply oil passage 10 and the branch oil passage 15 as a source pressure. The pressure regulating valve 20 can be constituted by, for example, a spool type linear solenoid valve. The pressure regulating valve 20 can linearly change the magnitude of the output hydraulic pressure by controlling the magnitude of the current flowing through the solenoid unit. In the present embodiment, a plurality of pressure regulating valves 20 are provided. Specifically, two pressure regulating valves SL1 and a second pressure regulating valve SL2 are provided as the pressure regulating valves 20. The first pressure regulating valve SL1 and the second pressure regulating valve SL2 can adjust the hydraulic pressure independently of each other.

The auxiliary supply oil passage 30 is connected to the output port of the pressure regulating valve 20. The auxiliary supply oil passage 30 supplies the oil after pressure regulation by the pressure regulation valve 20 to the plurality of friction engagement elements CL. In the present embodiment, the auxiliary supply oil passage 30 corresponds to a “third supply oil passage”. In the present embodiment, in correspondence with the provision of the first pressure regulating valve SL1 and the second pressure regulating valve SL2 as the pressure regulating valve 20, the auxiliary supply oil passage 30 also includes the first auxiliary supply oil passage 31 and the second auxiliary oil passage 31. Two of the supply oil passages 32 are provided.

The first sub-supply oil passage 31 is branched into a plurality of parts and a part of the plurality of friction engagement elements CL (in this embodiment, the first clutch C1, the second clutch C2, the third clutch C3, and the second It is connected to the brake B2). The first sub supply oil passage 31 supplies the oil after pressure regulation by the first pressure regulation valve SL1 to the above-mentioned part of the friction engagement elements CL. The second sub-supply oil passage 32 is branched into a plurality and connected to the remaining portions (in the present embodiment, the fourth clutch C4 and the first brake B1) of the plurality of friction engagement elements CL. The second sub supply oil passage 32 supplies the oil after pressure regulation by the second pressure regulation valve SL2 to the above-mentioned part of the friction engagement elements CL.

Note that the lock-up clutch LU may be supplied with oil from either the first secondary supply oil passage 31 or the second secondary supply oil passage 32. In the present embodiment, the oil is supplied from the second secondary supply oil passage 32. Is to be supplied.

Here, a group to which the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 that receive the oil supply from the first auxiliary supply oil passage 31 belong is referred to as a “first group”, and the second A group to which the fourth clutch C4 and the first brake B1 receiving the oil supply from the auxiliary supply oil passage 32 belongs is referred to as a “second group”. In addition, when switching between adjacent forward shift speeds in the automatic transmission TM (hereinafter referred to as “adjacent speed shift”), the friction engagement element CL to be controlled for release is referred to as a “release-side element”. The friction engagement element CL whose engagement is controlled is referred to as an “engagement side element”.

The grouping of the plurality of friction engagement elements CL described above is performed so that the disengagement side element and the engagement side element belong to different groups in all adjacent shifts. For example, referring to FIG. 2, in the case of an adjacent shift between the first speed and the second speed, the combination of the disengagement side element and the engagement side element is the first brake B1 and the second brake B2. Become. Further, in the case of the adjacent shift between the second speed and the third speed, the combination of the disengagement side element and the engagement side element is the first brake B1 and the third clutch C3. Similarly, in the adjacent speed change between the third speed and the fourth speed, the third clutch C3 and the fourth clutch C4 are used, and in the adjacent speed change between the fourth speed and the fifth speed, the second speed is changed. The clutch C2 and the fourth clutch C4 are used, and in the adjacent speed change between the fifth speed stage and the sixth speed stage, the first clutch C1 and the fourth clutch C4 are provided, and between the sixth speed stage and the seventh speed stage. In the adjacent shift, the third clutch C3 and the fourth clutch C4 are used, and in the adjacent shift between the seventh speed and the eighth speed, the third clutch C3 and the first brake B1 are used. Considering these, by grouping the plurality of friction engagement elements CL as described above, the disengagement side element and the engagement side element belong to different groups in all adjacent shifts.

The above-described pressure regulating valve 20 is provided for each group. That is, one pressure regulating valve 20 (first pressure regulating valve SL1) is provided for the first group to which the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 belong, and the fourth clutch C4. In addition, another pressure regulating valve 20 (second pressure regulating valve SL2) is provided for the second group to which the first brake B1 belongs.

The oil passage switching mechanism 40 is provided for each of the plurality of friction engagement elements CL. That is, as the oil path switching mechanism 40, the first oil path switching mechanism V1 is provided for the first clutch C1, the second oil path switching mechanism V2 is provided for the second clutch C2, and the third clutch C3 is provided. On the other hand, a third oil path switching mechanism V3 is provided, a fourth oil path switching mechanism V4 is provided for the fourth clutch C4, a fifth oil path switching mechanism V5 is provided for the first brake B1, A sixth oil passage switching mechanism V6 is provided for the two brakes B2. In the present embodiment, the oil path switching mechanism 40 (the lock-up oil path switching mechanism VU) is also applied to the lockup clutch LU to which oil is supplied from the main supply oil path 10 or the second auxiliary supply oil path 32. Is provided.

The oil path switching mechanism 40 (V1 to V6, VU) has three states of a first state, a second state, and a third state with respect to the oil supply state to the corresponding friction engagement element CL or the lockup clutch LU. It is configured to be switchable. The first state is a state in which oil from the main supply oil passage 10 is supplied to the corresponding friction engagement element CL or lock-up clutch LU, and is a state in which “L” is added and displayed in FIG. is there. The second state is a state in which oil from the auxiliary supply oil passage 30 is supplied to the corresponding frictional engagement element CL or lockup clutch LU, and in a state indicated by adding “C” in FIG. is there. The third state is a state where the oil supply from the main supply oil passage 10 and the sub supply oil passage 30 is shut off, and is a state indicated by adding “0” in FIG.

Each oil passage switching mechanism 40 is configured by combining a plurality (three in this embodiment) of switching valves 44 in which gaps other than the oil passage are sealed. For example, a check valve or the like can be widely used as the switching valve 44 in which such oil tightness is ensured. In this embodiment, as shown in FIGS. 4 and 5, the switching valve 44 includes a valve box 44A having a suction port 44i and a discharge port 44o, a valve seat 44B formed inside the valve box 44A, and a valve seat. The check valve includes a valve body 44C housed in the valve box 44A so as to be detachable from the 44B. In this example, the valve body 44C is a ball, and the switching valve 44 is constituted by a ball type check valve.

For each of the plurality of oil path switching mechanisms 40, in the present example, one of the three switching valves 44 is provided in the supply path to the corresponding friction engagement element CL in the main supply oil path 10 (FIG. 7, see FIGS. 9, 11, 13, and 15). The remaining two of the three switching valves 44 are connected in series with each other, and the downstream side of the switching valve 44 in the supply path and the auxiliary supply oil path 30 extending from the corresponding pressure regulating valve 20. It is connected to the. The oil supply state by the oil path switching mechanism 40 can be switched between the first state, the second state, and the third state by a combination of the respective states (valve open state / valve closed state) of these three switching valves 44. It has become.

The drive mechanism 50 performs each switching operation of the plurality of oil path switching mechanisms 40 in accordance with the gear stage formed by the automatic transmission TM. In the present embodiment, the drive mechanism 50 common to all the oil path switching mechanisms 40 is provided so that the switching operations of the plurality of oil path switching mechanisms 40 are collectively performed. As shown in FIGS. 3 and 7, the drive mechanism 50 includes a drive motor 51, a single drive shaft 52 fixed to the rotor of the drive motor 51, and a plurality of cams 53 fixed to the drive shaft 52. Have The drive mechanism 50 is rotationally driven by the drive motor 51 and controls the switching operation state by each oil passage switching mechanism 40 according to the rotational position. Moreover, the drive mechanism 50 is rotationally driven by the drive motor 51, and also controls the opening / closing of the on-off valve VS according to the rotational position.

The cams 53 are opened and closed in a number corresponding to the total number of switching valves 44 provided in the oil passage switching mechanism 40 (first oil passage switching mechanism V1 to sixth oil passage switching mechanism V6, lockup oil passage switching mechanism VU). The number corresponding to the number of valves VS is added.

In the present embodiment, the plurality of cams 53 that control the switching operation state by the oil passage switching mechanism 40 corresponding to each of the plurality of friction engagement elements CL, and the cam 53 that controls the opening / closing of the on-off valve VS include a drive shaft. 52 is fixed in common. For this reason, the state of the oil passage switching mechanism 40 corresponding to each of the plurality of friction engagement elements CL and the state of the on-off valve VS can be changed by simply rotating the single drive motor 51 constituting the drive mechanism 50. Can be controlled in a batch.

As shown in FIGS. 4 and 5, the drive mechanism 50 is interposed between the cam 53 and the valve body 44 </ b> C of the switching valve 44 to open and close the switching valve 44 by advancing and retreating according to the rotational position of the cam 53. A drive member 55 is provided. The driven member 55 has a rod body 55A whose one end enters the inside of the valve box 44A of the switching valve 44, and a flange portion 55B provided at the other end of the rod body 55A. A coil spring 56 is interposed between the valve box 44A and the flange portion 55B. When the drive shaft 52 is rotationally driven by the drive motor 51 and the cam 53 rotates accordingly, the driven member 55 moves forward and backward while sliding on the outer surface of the cam 53. Normally, the driven member 55 is urged toward the outside of the valve box 44A by the coil spring 56, so that the valve body 44C comes into contact with the valve seat 44B and the switching valve 44 is in a closed state ( FIG. 4). When the cam 53 rotates and, for example, the driven member 55 enters the inside of the valve box 44A against the urging force of the coil spring 56 to separate the valve body 44C from the valve seat 44B, the switching valve 44 is opened. A valve state is reached (FIG. 5).

As described above, each oil passage switching mechanism 40 is configured by combining a plurality of (three in this embodiment) switching valves 44 in which gaps other than the oil passage are sealed. Then, each oil passage switching mechanism 40 sets the oil supply state to the corresponding friction engagement element CL in the first state and the first state by the combination of the states of the three switching valves 44 (valve open state / valve closed state). Switch to either the second state or the third state. Further, the supply state of the oil required for each friction engagement element CL differs depending on the shift speed to be formed at that time or the adjacent speed shift being executed at that time. Therefore, the specific shapes of the plurality of cams 53 fixed to the drive shaft 52 in common are the respective phases (corresponding to the leftmost column in the operation table of FIG. 6) corresponding to the respective shift speeds and the adjacent speed shifts. The state of the oil path switching mechanism 40 is set to be the state shown in the operation table of FIG.

In FIG. 6, “L” is in the first state for each oil passage switching mechanism 40 (a state in which oil from the main supply oil passage 10 is supplied to the corresponding friction engagement element CL or lockup clutch LU). "C" indicates the second state (state in which oil from the auxiliary supply oil passage 30 is supplied to the corresponding friction engagement element CL or lockup clutch LU), and the blank indicates the third state (main supply) The state in which the oil supply from the oil passage 10 and the auxiliary supply oil passage 30 is shut off) is shown. Further, regarding the on-off valve VS, “C” indicates a valve open state, and a blank indicates a valve closed state.

For example, when the second speed stage is formed, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the phase corresponding to the second speed stage (hereinafter referred to as “second speed phase”). As shown in FIG. 6, in the second speed phase, the first oil path switching mechanism V1 and the fifth oil path switching mechanism V5 are in the first state (“L”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in each of the first oil passage switching mechanism V1 and the fifth oil passage switching mechanism V5 is opened, and the main supply oil passage 10 Oil is supplied to the first clutch C1 and the first brake B1 (see FIGS. 7 and 8). And the 1st clutch C1 and 1st brake B1 will be in an engagement state with the oil of the supplied line pressure. At this time, the other oil passage switching mechanism 40 is in the third state, while the downstream side switching valve 44 on the side of the auxiliary supply oil passage 30 is in the open state, and the other frictional mechanism that is released. The oil in the hydraulic servo of the joint element CL is discharged from the discharge port Ex of the corresponding pressure regulating valve 20.

In the second speed phase, the on-off valve VS is closed. For this reason, oil is not supplied to the pressure regulating valve 20 (the first pressure regulating valve SL1 and the second pressure regulating valve SL2) provided on the downstream side of the on-off valve VS. At the time of formation of the second gear, line pressure oil is supplied from the main supply oil passage 10 to the first clutch C1 and the first brake B1 that are engaged, and adjustment of the hydraulic pressure by the pressure regulating valve 20 is unnecessary. . By shutting off the supply of oil to the pressure regulating valve 20 by closing the on-off valve VS at the time of formation of the second speed stage that does not require hydraulic adjustment, for example, from the pressure regulating valve 20 configured by a spool type linear solenoid valve. Insignificant oil leakage can be avoided.

For example, at the time of shifting from the second speed to the third speed, the drive motor 51 of the drive mechanism 50 is driven to rotate, and the phase corresponding to the adjacent speed shift between the second speed and the third speed (hereinafter referred to as “the speed change”) , Referred to as “2-3 phase”). As shown in FIG. 6, in the 2-3 phase, the first oil passage switching mechanism V1 is in the first state (“L”). Further, the on-off valve VS is closed (“C”), and the third oil passage switching mechanism V3 and the fifth oil passage switching mechanism V5 are in the second state (“C”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in the first oil passage switching mechanism V1 is opened, and the oil from the main supply oil passage 10 is supplied to the first clutch C1. . Further, the two switching valves 44 on the side of the auxiliary supply oil passage 30 included in each of the on-off valve VS and the third oil passage switching mechanism V3 and the fifth oil passage switching mechanism V5 are both opened. Oil from the first auxiliary supply oil passage 31 is supplied to the third clutch C3, and oil from the second auxiliary supply oil passage 32 is supplied to the first brake B1 (see FIGS. 9 and 10).

Then, the first clutch C1 is engaged by the supplied line pressure oil, and in this state, the first brake B1 is controlled to release by the oil whose pressure is gradually reduced by the second pressure regulating valve SL2. Then, the engagement of the third clutch C3 is controlled by the oil whose pressure is gradually increased by the first pressure regulating valve SL1. Thus, by performing cooperatively the release control of the first brake B1 and the engagement control of the third clutch C3, the shift from the second speed to the third speed can be performed smoothly.

For example, when the third speed stage is formed, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the phase corresponding to the third speed stage (hereinafter referred to as “third speed phase”). As shown in FIG. 6, in the third speed phase, the first oil passage switching mechanism V1 and the third oil passage switching mechanism V3 are in the first state (“L”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in each of the first oil passage switching mechanism V1 and the third oil passage switching mechanism V3 is opened, and the main supply oil passage 10 Oil is supplied to the first clutch C1 and the third clutch C3 (see FIGS. 11 and 12). And the 1st clutch C1 and the 3rd clutch C3 will be in an engagement state with the oil of the supplied line pressure. At this time, the other oil passage switching mechanism 40 is in the third state, while the downstream side switching valve 44 on the side of the auxiliary supply oil passage 30 is in the open state, and the other frictional mechanism that is released. The oil in the hydraulic servo of the joint element CL is discharged from the discharge port Ex of the corresponding pressure regulating valve 20.

In the 3rd speed phase, the open / close valve VS is closed as in the 2nd speed phase. For this reason, oil is not supplied to the pressure regulating valve 20 (the first pressure regulating valve SL1 and the second pressure regulating valve SL2) provided on the downstream side of the on-off valve VS. When the third speed stage that does not require hydraulic pressure adjustment is formed, the on-off valve VS is closed and the supply of oil to the pressure regulating valve 20 is shut off, so that meaningless oil leakage from the pressure regulating valve 20 can be avoided. .

For example, at the time of shifting from the third speed to the fourth speed, the drive motor 51 of the drive mechanism 50 is driven to rotate, and the phase corresponding to the adjacent speed shift between the third speed and the fourth speed (hereinafter referred to as “the speed change”) And “3-4 phase”). As shown in FIG. 6, in the 3-4 phase, the first oil passage switching mechanism V1 is in the first state (“L”). Further, the on-off valve VS is in a closed state (“C”), and the third oil passage switching mechanism V3 and the fourth oil passage switching mechanism V4 are in a second state (“C”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in the first oil passage switching mechanism V1 is opened, and the oil from the main supply oil passage 10 is supplied to the first clutch C1. . Further, the two switching valves 44 on the side of the auxiliary supply oil passage 30 included in each of the on-off valve VS and the third oil passage switching mechanism V3 and the fourth oil passage switching mechanism V4 are both opened. Oil from the first auxiliary supply oil passage 31 is supplied to the third clutch C3, and oil from the second auxiliary supply oil passage 32 is supplied to the fourth clutch C4 (see FIGS. 13 and 14).

Then, the first clutch C1 is engaged by the supplied line pressure oil, and in this state, the third clutch C3 is controlled to release by the oil whose pressure is gradually reduced by the first pressure regulating valve SL1. Then, the engagement of the fourth clutch C4 is controlled by the oil whose pressure is gradually increased by the second pressure regulating valve SL2. Thus, by performing cooperatively the release control of the third clutch C3 and the engagement control of the fourth clutch C4, the shift from the third speed to the fourth speed can be performed smoothly.

For example, at the time of formation of the fourth speed stage, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the phase corresponding to the fourth speed stage (hereinafter referred to as “fourth speed phase”). As shown in FIG. 6, in the fourth speed phase, the first oil passage switching mechanism V1 and the fourth oil passage switching mechanism V4 are in the first state (“L”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in each of the first oil passage switching mechanism V1 and the fourth oil passage switching mechanism V4 is opened, and the main supply oil passage 10 Oil is supplied to the first clutch C1 and the fourth clutch C4 (see FIGS. 15 and 16). And the 1st clutch C1 and the 4th clutch C4 will be in an engagement state with the oil of the supplied line pressure. At this time, the other oil passage switching mechanism 40 is in the third state, while the downstream side switching valve 44 on the side of the auxiliary supply oil passage 30 is in the open state, and the other frictional mechanism that is released. The oil in the hydraulic servo of the joint element CL is discharged from the discharge port Ex of the corresponding pressure regulating valve 20.

In the 4th speed phase, the on-off valve VS is closed as in the 2nd speed phase and the 3rd speed phase. For this reason, oil is not supplied to the pressure regulating valve 20 (the first pressure regulating valve SL1 and the second pressure regulating valve SL2) provided on the downstream side of the on-off valve VS. When the fourth speed stage that does not require hydraulic pressure adjustment is formed, the on-off valve VS is closed and the supply of oil to the pressure regulating valve 20 is shut off, so that meaningless oil leakage from the pressure regulating valve 20 can be avoided. .

Here, at the time of formation of the second speed stage, the third speed stage, and the fourth speed stage, and at the time of the adjacent stage shift from the second speed stage to the third speed stage and from the third speed stage to the fourth speed stage. Although only the above state has been described, it can be considered in the same way when other shift speeds are formed or at other adjacent speeds, and detailed description thereof is omitted here.

In the engagement control device 1 of the present embodiment, the switching operation of each of the plurality of oil passage switching mechanisms 40 is controlled by the drive mechanism 50 having the drive motor 51 and the cam 53. The pressure valve 20 is limited to the minimum two. Therefore, the total amount of oil leaked from the pressure regulating valve 20 can be reduced, and the loss accompanying it can be reduced. Further, since the electric oil pump EP is controlled so as to discharge the oil at the line pressure, it is not necessary to separately provide a relief type regulator valve. Therefore, it is possible to reduce the amount of oil leaked due to the regulator valve that is often provided if it is normal. Furthermore, in the present embodiment, when the shift stage is formed, the on-off valve VS is closed, and oil is supplied to the pressure regulation valve 20 only at the adjacent stage shift where pressure regulation is required. The total amount of leaked oil can be further reduced. Therefore, the loss resulting from the leaked oil can be reduced and the energy efficiency can be improved. In addition, since the number of elements constituting the engagement control device 1 can be reduced, the size of the device can be reduced and the cost can be reduced. Further, the control can be simplified.

[Second Embodiment]
A second embodiment of the engagement control device will be described with reference to the drawings. In the present embodiment, the specific configuration of the target vehicle drive device 100 and the specific configuration of the engagement control device 1 are different from those of the first embodiment. Hereinafter, the difference between the engagement control device 1 of the present embodiment and the first embodiment will be mainly described. Note that the points not particularly specified are the same as those in the first embodiment, and the same reference numerals are given and detailed description thereof is omitted.

As shown in FIG. 17, the vehicle drive device 100 includes an input shaft I, an intermediate member N, a rotating electrical machine MG, an automatic transmission TM, and an output differential gear device DF. The automatic transmission TM includes a first transmission TM1 and a second transmission TM2. These are accommodated in a drive unit case (not shown). A first shaft on which the input shaft I and the intermediate member N are disposed, a second shaft on which the rotating electrical machine MG is disposed, a third shaft on which the first transmission TM1 is disposed, and a second transmission TM2 are disposed. The fourth shaft and the fifth shaft on which the output differential gear device DF is disposed are disposed at different positions.

The input shaft I connected to the internal combustion engine (not shown) is connected to the intermediate member N via the starting clutch CS. The start clutch CS integrally rotates the input shaft I and the intermediate member N in the engaged state, and separates the input shaft I and the internal combustion engine from the intermediate member N (the main part side of the vehicle drive device 100) in the released state. The starting clutch CS functions as an internal combustion engine disconnecting clutch that disconnects the internal combustion engine when the vehicle starts using the driving force of the rotating electrical machine MG, for example. The starting clutch CS is a hydraulically driven friction engagement element.

The rotating electrical machine MG includes a stator that is fixed to the drive device case and a rotor that is rotatably supported with respect to the stator. The rotating electrical machine MG is electrically connected to a power storage device (not shown) such as a battery or a capacitor, and is powered by power supplied from the power storage device or power generated by the inertial force of the vehicle or the like. The power is supplied to the power storage device and stored. In this embodiment, the “rotary electric machine” includes any of a motor (electric motor), a generator (generator), and a motor generator that functions as both a motor and a generator as necessary. The rotating electrical machine MG is drivingly connected to the intermediate member N.

The intermediate member N functions as an input member (shift input member) of the automatic transmission TM. The automatic transmission TM of the present embodiment is configured as a stepped type that can switch a plurality of shift stages. The automatic transmission TM includes a first transmission TM1, a second transmission TM2, a first clutch C10, and a second clutch C20. In the present embodiment, the first transmission TM1 is configured to be switchable between odd-numbered stages (first speed, third speed,...), And the second transmission TM2 is configured to be even-numbered (second speed). , 4th speed,...) Can be switched. The first transmission TM1 and the second transmission TM2 are configured to include a planetary gear mechanism and a shift engagement device such as a meshing clutch or a friction clutch. The specific connection relationship of each element constituting the first transmission TM1 and the second transmission TM2 may be arbitrary. The first clutch C10 and the second clutch C20 are hydraulically driven friction engagement elements.

The first transmission TM1 serving an odd number of stages is drivingly connected to the intermediate member N via the first clutch C10 and is also drivingly connected to the output differential gear unit DF via the first output gear O1. . The first transmission TM1 shifts the rotation input from the intermediate member N side in accordance with the gear ratio of the gear stage formed by the first transmission TM1 while the first clutch C10 is engaged. Output from one output gear O1. On the other hand, the second transmission TM2 responsible for the even-numbered stage is drivingly connected to the intermediate member N via the second clutch C20 and is also connected to the output differential gear unit DF via the second output gear O2. ing. In the engaged state of the second clutch C20, the second transmission TM2 shifts the rotation input from the intermediate member N side in accordance with the gear ratio of the gear stage formed by the second transmission TM2. Output from the two-output gear O2.

The vehicle drive device 100 controls the state of engagement of the first clutch C10 and the state of engagement of the second clutch C20, so that the power transmission path connecting the intermediate member N and the output differential gear device DF. Can be switched. For example, when the first clutch C10 is engaged and the first transmission TM1 forms a specific odd-numbered stage (referred to as “specific odd-numbered stage”), the second transmission TM2 has a specific odd-numbered stage. In a state where adjacent gears (referred to as “adjacent even gears”) are formed, the second clutch C20 is newly engaged while releasing the first clutch C10, so that the specific odd gears can be changed to the adjacent even gears. Change gears. Further, for example, when the second clutch C20 is engaged and a specific even stage (referred to as “specific even stage”) is formed in the second transmission TM2, the first transmission TM1 has a specific even stage. In the state where the adjacent shift speed (referred to as “adjacent odd speed”) is formed, the first clutch C10 is newly engaged while releasing the second clutch C20, so that the specific even speed shifts to the adjacent odd speed. Change gears.

Thus, the automatic transmission TM of the present embodiment is configured as a so-called dual clutch type automatic transmission. In the present embodiment, the automatic transmission TM corresponds to a “drive transmission device”, and the first clutch C10 and the second clutch C20 correspond to “engaging elements”. Further, when the vehicle drive device 100 includes the start clutch CS including a hydraulically driven frictional engagement element as in the present embodiment, the start clutch CS can be considered to be included in the “engagement element”. . In the following description, the first clutch C10, the second clutch C20, and the starting clutch CS are collectively referred to as “friction engagement element CL”.

Further, the vehicle drive device 100 is configured to be switchable between an electric travel mode and a hybrid travel mode. The electric travel mode is a travel mode in which the vehicle travels using only the rotary electric machine MG as a driving force source among the internal combustion engine and the rotary electric machine MG. The hybrid travel mode is a travel mode in which the vehicle travels using both the internal combustion engine and the rotating electrical machine MG as driving force sources. When traveling in the electric travel mode, the start clutch CS is released, and when traveling in the hybrid travel mode, the start clutch CS is engaged.

As shown in FIG. 18, the engagement control device 1 of the present embodiment includes a main supply oil passage 10, a pressure regulating valve 20, a sub supply oil passage 30, an oil passage switching mechanism 40 (first oil passage switching mechanism V10). The second oil passage switching mechanism V20 and the third oil passage switching mechanism V30) and the drive mechanism 50 are provided as main components.

The main supply oil passage 10 is connected to the electric oil pump EP. In the present embodiment, the electric oil pump EP is configured to discharge oil adjusted to the line pressure by control (hydraulic control or current control) on the electric motor for driving the pump. The “line pressure” is the original pressure (reference pressure) of the hydraulic pressure supplied to the plurality of friction engagement elements CL (first clutch C10, second clutch C20, and starting clutch CS). For example, the line pressure is set to a pressure at which the friction engagement element CL is constantly in the direct engagement state (that is, a pressure at which the direct engagement state is maintained even if the torque transmitted by the friction engagement element CL varies). It is preferable that In the present embodiment, the oil that has been directly adjusted to the line pressure by the electric oil pump EP is discharged. Therefore, the engagement control device 1 is provided with a relief type regulator valve for generating the line pressure. Not.

The main supply oil passage 10 is divided into a plurality of branches and connected to the friction engagement elements CL. The main supply oil passage 10 supplies oil discharged from the electric oil pump EP (in this embodiment, oil having a line pressure discharged from the electric oil pump EP) to each of the plurality of friction engagement elements CL. In the present embodiment, the main supply oil passage 10 corresponds to a “first supply oil passage”.

The main supply oil passage 10 is further branched on the downstream side (the side opposite to the electric oil pump EP) from the supply passages to all the friction engagement elements CL. In this embodiment, the branch destination oil passage (branch oil passage 15) branched from the main supply oil passage 10 on the downstream side of the supply passage to all the friction engagement elements CL is different from the main supply oil passage 10. And corresponds to a “second supply oil passage”. The branch oil passage 15 is provided with an on-off valve VS and a pressure regulating valve 20. The on-off valve VS is provided on the upstream side of the pressure regulating valve 20. The on-off valve VS is opened to supply oil from the main supply oil passage 10 (a state indicated by adding “C” in FIG. 18 and the like) and closed to shut off the oil supply from the main supply oil passage 10. It is possible to switch to a valve state (a state indicated by adding “0” in FIG. 18 and the like). Oil from the main supply oil passage 10 is supplied to the pressure regulating valve 20 when the on-off valve VS is open, and oil from the main supply oil passage 10 is not supplied to the pressure regulating valve 20 when the on-off valve VS is closed. In the present embodiment, the on-off valve VS corresponds to an “open / close switching mechanism”.

The pressure regulating valve 20 adjusts the oil pressure using the oil pressure (in this example, the line pressure) of oil supplied through the main supply oil passage 10 and the branch oil passage 15 as a source pressure. The pressure regulating valve 20 can be constituted by, for example, a spool type linear solenoid valve. The pressure regulating valve 20 can linearly change the magnitude of the output hydraulic pressure by controlling the magnitude of the current flowing through the solenoid unit. In the present embodiment, a plurality of pressure regulating valves 20 are provided. Specifically, three pressure regulating valves SL10, a second pressure regulating valve SL20, and a third pressure regulating valve SL30 are provided. . The first pressure regulating valve SL10, the second pressure regulating valve SL20, and the third pressure regulating valve SL30 can adjust the hydraulic pressure independently of each other.

The auxiliary supply oil passage 30 is connected to the output port of the pressure regulating valve 20. The auxiliary supply oil passage 30 supplies the oil after pressure regulation by the pressure regulation valve 20 to the plurality of friction engagement elements CL. In the present embodiment, the auxiliary supply oil passage 30 corresponds to a “third supply oil passage”. In the present embodiment, in correspondence with the provision of the first pressure regulating valve SL10, the second pressure regulating valve SL20, and the third pressure regulating valve SL30 as the pressure regulating valve 20, the auxiliary supply oil passage 30 is also provided with the first auxiliary supply passage 30. Three oil passages 31, a second auxiliary supply oil passage 32, and a third auxiliary supply oil passage 33 are provided.

The first auxiliary supply oil passage 31 is connected to a first clutch C10 that is one of the plurality of friction engagement elements CL. The first sub supply oil passage 31 supplies the oil after pressure regulation by the first pressure regulation valve SL10 to the first clutch C10. The second auxiliary supply oil passage 32 is connected to a second clutch C20 that is another one of the plurality of friction engagement elements CL. The second auxiliary supply oil passage 32 supplies the oil after pressure regulation by the second pressure regulation valve SL20 to the second clutch C20. The third auxiliary supply oil passage 33 is connected to a starting clutch CS that is one of the plurality of friction engagement elements CL. The third sub supply oil passage 33 supplies the oil after pressure regulation by the third pressure regulation valve SL30 to the start clutch CS.

In the present embodiment, one pressure regulating valve 20 and one sub-supply oil passage 30 are provided for each of the plurality of friction engagement elements CL. The first pressure regulating valve SL10 and the first auxiliary supply oil passage 31 are provided for the first clutch C10, the second pressure adjusting valve SL20 and the second auxiliary supply oil passage 32 are provided for the second clutch C20, and the start clutch A third pressure regulating valve SL30 and a third auxiliary supply oil passage 33 are provided for CS. That is, in the present embodiment, the pressure regulating valve 20 and the auxiliary supply oil passage 30 are dedicated to the corresponding friction engagement elements CL without being shared by the plurality of friction engagement elements CL.

One oil path switching mechanism 40 is provided for each of the plurality of friction engagement elements CL. A first oil path switching mechanism V10 is provided for the first clutch C10, a second oil path switching mechanism V20 is provided for the second clutch C20, and a third oil path switching mechanism V30 is provided for the starting clutch CS. Is provided. That is, the oil path switching mechanism 40 is dedicated to the corresponding friction engagement elements CL, like the pressure regulating valve 20 and the auxiliary supply oil path 30.

The oil passage switching mechanism 40 (V10 to V30) is configured to be able to switch between three states of the first state, the second state, and the third state with respect to the oil supply state to the corresponding friction engagement element CL. . The first state is a state in which oil from the main supply oil passage 10 is supplied to the corresponding friction engagement element CL, and is a state indicated by adding “L” in FIG. 18 and the like. The second state is a state in which oil from the auxiliary supply oil passage 30 is supplied to the corresponding friction engagement element CL, and is a state indicated by adding “C” in FIG. 18 and the like. The third state is a state where the oil supply from the main supply oil passage 10 and the sub supply oil passage 30 is shut off, and is a state indicated by adding “0” in FIG. 18 and the like.

Each oil passage switching mechanism 40 is configured by combining a plurality (two in this embodiment) of switching valves 44 in which gaps other than the oil passage are sealed. For example, a ball check valve or the like can be widely used as the switching valve 44 in which such oil tightness is ensured.

For each of the plurality of oil path switching mechanisms 40, in this example, one of the two switching valves 44 is provided in the supply path to the corresponding friction engagement element CL in the main supply oil path 10 (FIG. 19, see FIG. 21 and FIG. The remaining one of the two switching valves 44 is connected to a portion on the downstream side of the switching valve 44 in the supply path and the auxiliary supply oil path 30 extending from the corresponding pressure regulating valve 20. The oil supply state by the oil path switching mechanism 40 can be switched between the first state, the second state, and the third state by a combination of the respective states (valve open state / valve closed state) of these two switching valves 44. It has become.

The driving mechanism 50 performs each switching operation of the plurality of oil passage switching mechanisms 40. In the present embodiment, the drive mechanism 50 common to all the oil path switching mechanisms 40 is provided so that the switching operations of the plurality of oil path switching mechanisms 40 are collectively performed. As shown in FIGS. 18 and 19, the drive mechanism 50 includes a drive motor 51, a single drive shaft 52 fixed to the rotor of the drive motor 51, and a plurality of cams 53 fixed to the drive shaft 52. Have The drive mechanism 50 is rotationally driven by the drive motor 51 and controls the switching operation state by each oil passage switching mechanism 40 according to the rotational position. Moreover, the drive mechanism 50 is rotationally driven by the drive motor 51, and also controls the opening / closing of the on-off valve VS according to the rotational position. The cams 53 are provided by the number corresponding to the total number of switching valves 44 provided in the oil passage switching mechanism 40 (first oil passage switching mechanism V10 to third oil passage switching mechanism V30).

As described above, each oil passage switching mechanism 40 is configured by combining a plurality of switching valves 44 (two in this embodiment). Then, each oil passage switching mechanism 40 changes the supply state of oil to the corresponding friction engagement element CL by the combination of the state of the two switching valves 44 (valve open state / valve closed state). Switch to either the second state or the third state. In the present embodiment, the specific shapes of the plurality of cams 53 fixed to the drive shaft 52 in common are set so as to satisfy the following conditions.

When the odd number of stages is formed, the first oil path switching mechanism V10 is in the first state and the second oil path switching mechanism V20 is in the third state.
At the time of forming even stages, the first oil path switching mechanism V10 is in the third state and the second oil path switching mechanism V20 is in the first state.
-At the time of the adjacent gear shift, both the first oil passage switching mechanism V10 and the second oil passage switching mechanism V20 are in the second state.
-When traveling in the hybrid travel mode, the third oil passage switching mechanism V30 is in the first state.
-When traveling in the electric travel mode, the third oil passage switching mechanism V30 is in the third state.
-When the traveling mode is switched, the third oil passage switching mechanism V30 is in the second state.
When the odd or even stage is formed, the on-off valve VS is closed.
The open / close valve VS is in an open state at the time of adjacent gear shift or when the travel mode is switched.

For example, when traveling in an odd number of stages in the electric travel mode, the drive motor 51 of the drive mechanism 50 is driven to rotate in a state in which the first transmission TM1 has formed the target gear position, so as to correspond to the odd number of stages in the electric travel mode. Match the phase (hereinafter referred to as “electric odd-numbered phase”). In the electric odd-numbered phase, only the first oil passage switching mechanism V10 is in the first state (“L”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in the first oil passage switching mechanism V10 is opened, and the oil from the main supply oil passage 10 is supplied to the first clutch C10. (See FIGS. 19 and 20). And the 1st clutch C10 will be in an engagement state with the oil of the line pressure supplied. At that time, the second oil passage switching mechanism V20 and the third oil passage switching mechanism V30 are in the third state, the switching valve 44 on the side of the auxiliary supply oil passage 30 is opened, and the second clutch C20. And the oil in the hydraulic servo of the starting clutch CS is discharged from the discharge port Ex of the corresponding pressure regulating valve 20.

Further, in the electric odd-numbered phase, the on-off valve VS is closed. For this reason, oil is not supplied to the pressure regulating valve 20 (the first pressure regulating valve SL10, the second pressure regulating valve SL20, and the third pressure regulating valve SL30) provided on the downstream side of the on-off valve VS. When traveling in an odd number of stages in the electric travel mode, the first clutch C10 that is engaged is supplied with line pressure oil from the main supply oil passage 10, and adjustment of the oil pressure by the pressure regulating valve 20 is unnecessary. When the odd-numbered stages that do not require hydraulic adjustment are formed, the on-off valve VS is closed and the supply of oil to the pressure regulating valve 20 is shut off. Oil leakage can be avoided.

For example, when shifting from an odd speed to an even speed during traveling in the electric travel mode, the drive motor 51 of the drive mechanism 50 is rotationally driven in a state where the second transmission TM2 forms the target shift speed after the shift, The phase is matched with the phase corresponding to the adjacent gear shift in the electric travel mode (hereinafter referred to as “electric shift phase”). In the electric shift phase, the on-off valve VS is in the open state (“C”), and both the first oil passage switching mechanism V10 and the second oil passage switching mechanism V20 are in the second state (“C”). Specifically, the switching valve 44 on the side of the auxiliary supply oil passage 30 included in each of the on-off valve VS, the first oil passage switching mechanism V10, and the second oil passage switching mechanism V20 is in an open state. The oil from the first sub supply oil passage 31 is supplied to the first clutch C10, and the oil from the second sub supply oil passage 32 is supplied to the second clutch C20 (see FIGS. 21 and 22). .

Then, the first clutch C10 is controlled to be released by the oil whose pressure is gradually reduced by the first pressure regulating valve SL10, and is first controlled by the oil whose pressure is gradually raised by the second pressure regulating valve SL20. The engagement of the two clutch C20 is controlled. Thus, by performing cooperatively the disengagement control of the first clutch C10 and the engagement control of the second clutch C20, it is possible to smoothly shift from the odd speed to the even speed.

For example, when traveling in an even number of stages in the electric travel mode, the drive motor 51 of the drive mechanism 50 is rotationally driven in a state in which the second transmission TM2 forms the target shift stage, so as to correspond to the even number of stages in the electric travel mode. Match the phase (hereinafter referred to as “motorized even phase”). In the electric even-numbered phase, only the second oil passage switching mechanism V20 is in the first state (“L”). Specifically, the switching valve 44 on the main supply oil passage 10 side included in the second oil passage switching mechanism V20 is opened, and the oil from the main supply oil passage 10 is supplied to the second clutch C20. (See FIGS. 23 and 24). And the 2nd clutch C20 will be in an engagement state with the oil of the line pressure supplied. At that time, the first oil passage switching mechanism V10 and the third oil passage switching mechanism V30 are in the third state while the switching valve 44 on the side of the auxiliary supply oil passage 30 is opened, and the first clutch C10. And the oil in the hydraulic servo of the starting clutch CS is discharged from the discharge port Ex of the corresponding pressure regulating valve 20.

In the electric even-numbered phase, the on-off valve VS is closed. For this reason, oil is not supplied to the pressure regulating valve 20 (the first pressure regulating valve SL10, the second pressure regulating valve SL20, and the third pressure regulating valve SL30) provided on the downstream side of the on-off valve VS. When the even-numbered stage that does not require hydraulic adjustment is formed, the on-off valve VS is closed and the supply of oil to the pressure regulating valve 20 is shut off, so that meaningless oil leakage from the pressure regulating valve 20 can be avoided.

Here, only the state of driving in the odd-numbered and even-numbered stages in the electric travel mode and the state of shifting to the adjacent stage from the odd-numbered stage to the even-numbered stage has been described. In addition, the same can be considered when traveling in the hybrid travel mode, and detailed description thereof is omitted here.

Even in the engagement control device 1 of the present embodiment, the total amount of oil leaked from the pressure regulating valve 20 can be suppressed to a small amount, and the loss associated therewith can be reduced. Therefore, energy efficiency can be improved.

[Third Embodiment]
A third embodiment of the engagement control device will be described with reference to the drawings. In the present embodiment, the specific configuration of the engagement control device 1 is different from that of the second embodiment. Hereinafter, differences between the engagement control device 1 of the present embodiment and the second embodiment will be mainly described. The points not particularly specified are the same as those of the second embodiment, and the same reference numerals are given and detailed description thereof is omitted.

As shown in FIG. 25, the engagement control apparatus 1 of the present embodiment includes a first main supply oil passage 11, a second main supply oil passage 12, a pressure regulating valve 20, a sub supply oil passage 30, and an oil passage. A switching mechanism 40 (first oil path switching mechanism V10, second oil path switching mechanism V20, and third oil path switching mechanism V30) and a drive mechanism 50 are provided as main components. The first main supply oil passage 11 is an oil passage corresponding to the main supply oil passage 10 in the second embodiment.

Unlike the second embodiment, the engagement control device 1 of the present embodiment includes a branch oil passage 15 that branches from the first main supply oil passage 11 to the downstream side of the supply passages to all the friction engagement elements CL. I do not have. That is, in the present embodiment, the oil discharged from the electric oil pump EP is supplied to each of the plurality of friction engagement elements CL, but is not supplied to each of the plurality of pressure regulating valves 20. Oil discharged from the mechanical oil pump MP is supplied to each of the plurality of pressure regulating valves 20 via the second main supply oil passage 12 independent of the first main supply oil passage 11. In the present embodiment, the first main supply oil passage 11 corresponds to a “first supply oil passage”, and the second main supply oil passage 12 corresponds to a “second supply oil passage”. The electric oil pump EP corresponds to an “oil pump”.

The mechanical oil pump MP includes, for example, a drive gear connected to rotate integrally with the intermediate member N (see FIG. 17), and discharges oil using at least one of the internal combustion engine and the rotating electrical machine MG as a drive force source. In the present embodiment, the intermediate member N corresponds to “a rotating member included in the drive transmission device”, and the mechanical oil pump MP corresponds to a “second oil pump”. A check valve VC is provided in the second main supply oil passage 12 connected to the mechanical oil pump MP. The check valve VC is configured to be switchable between a permissible state in which oil supply from the mechanical oil pump MP side to the pressure regulating valve 20 side is permitted and a shut-off state in which oil supply in the opposite direction is interrupted. In the present embodiment, the check valve VC corresponds to an “open / close switching mechanism”.

A pressure reducing valve VR is connected to an oil passage between the mechanical oil pump MP and the check valve VC. The pressure reducing valve VR reduces the hydraulic pressure of the oil discharged from the mechanical oil pump MP to a predetermined hydraulic pressure (hereinafter referred to as “set hydraulic pressure”). Thus, in this embodiment, the oil discharged from the mechanical oil pump MP and adjusted to the set hydraulic pressure by the action of the pressure reducing valve VR is supplied to the plurality of pressure adjusting valves 20.

In the present embodiment, only the oil supply path to the pressure regulating valve 20 is different, and the operation of the drive mechanism 50 in accordance with the travel mode and the shift speed is the same as in the second embodiment. Therefore, detailed description is omitted here.

[Fourth Embodiment]
A fourth embodiment of the engagement control device will be described with reference to the drawings. In the present embodiment, the specific configuration of the engagement control device 1 is different from those of the second embodiment and the third embodiment. Hereinafter, the difference between the engagement control device 1 of the present embodiment and the second embodiment and the third embodiment will be mainly described. Note that the points not particularly specified are the same as those in the second and third embodiments, and the same reference numerals are given and detailed description thereof is omitted.

As shown in FIG. 26, the engagement control device 1 of the present embodiment includes a first main supply oil passage 11, a second main supply oil passage 12, a pressure regulating valve 20, a sub supply oil passage 30, and an oil passage. A switching mechanism 40 (first oil path switching mechanism V10, second oil path switching mechanism V20, and third oil path switching mechanism V30) and a drive mechanism 50 are provided as main components. The first main supply oil passage 11 is an oil passage corresponding to the main supply oil passage 10 in the second embodiment and the first main supply oil passage 11 in the third embodiment, and the second main supply oil passage 12 is This is an oil passage corresponding to the second main supply oil passage 12 in the third embodiment. The pressure reducing valve VR provided in the second main supply oil passage 12 is a variable pressure reducing valve capable of adjusting the secondary pressure (the set hydraulic pressure described above).

The engagement control device 1 of the present embodiment has a configuration in which the configuration described in the second embodiment and the configuration described in the third embodiment are combined. The engagement control device 1 includes a branch oil passage 15 that branches downstream from the supply passage from the first main supply oil passage 11 to all the friction engagement elements CL. The second main supply oil passage 12 is connected to the branch oil passage 15 branched from the first main supply oil passage 11 on the upstream side (electric oil pump EP side) of the pressure regulating valve 20. The oil discharged from the electric oil pump EP is supplied to each of the plurality of friction engagement elements CL through the first main supply oil passage 11 and each of the plurality of pressure regulating valves 20 through the branch oil passage 15. Also supplied. Oil discharged from the mechanical oil pump MP is also supplied to each of the plurality of pressure regulating valves 20 via the second main supply oil passage 12. In the present embodiment, the first main supply oil passage 11 corresponds to a “first supply oil passage”.

In this embodiment, the electric oil pump EP discharges high-pressure oil although the flow rate is relatively small. On the other hand, in the mechanical oil pump MP, the oil pressure to be discharged is relatively low due to the presence of the pressure reducing valve VR, but the flow rate is large. That is, in this embodiment, the electric oil pump EP as the “oil pump” is a high-pressure, small-flow-rate oil pump as compared with the mechanical oil pump MP as the “second oil pump”. The electric oil pump EP mainly supplies hydraulic pressure for engaging the plurality of friction engagement elements CL. The relatively low pressure and large flow rate mechanical oil pump MP mainly uses oil for precharging the hydraulic servo before the engagement of the friction engagement element CL and for lubricating or cooling each part of the vehicle drive device 100. Supply. In the present embodiment, both of the branch oil passage 15 and the second main supply oil passage 12 connected to the pressure regulating valve 20 are mainly connected to an electric oil pump EP that supplies hydraulic pressure for engagement of the friction engagement element CL. The branched branch oil passage 15 corresponds to a “second supply oil passage”. Further, among the on-off valve VS provided in the branch oil passage 15 and the check valve VC provided in the second main supply oil passage 12, the opening / closing provided in the branch oil passage 15 as the “second supply oil passage”. The valve VS corresponds to an “open / close switching mechanism”.

The oil passage switching mechanism 40 (V10 to V30) of the present embodiment can switch between the first state, the second state, and the third state with respect to the oil supply state to the corresponding friction engagement element CL, and It can be switched to four states. In other words, the oil passage switching mechanism 40 is configured to be able to switch between four states of the first state, the second state, the third state, and the fourth state. The first state, the second state, and the third state are as described above. The fourth state is a state in which the oil from the first main supply oil passage 11 is supplied to the corresponding friction engagement element CL and the oil from the sub supply oil passage 30 is also supplied. Such a fourth state is realized when both of the two switching valves 44 of the oil passage switching mechanism 40 are opened.

The operation of the engagement control device 1 of the present embodiment is generally the same as that described in the second embodiment, but is configured so that finer control can be performed at the time of adjacent gear shift. Has been. Hereinafter, an example of the operation of the engagement control device 1 at the time of shifting from an odd-numbered stage to an even-numbered stage during traveling in the electric traveling mode will be described in order.

When traveling in odd-numbered speeds in the electric travel mode, the drive motor 51 of the drive mechanism 50 is rotationally driven in the state where the first transmission TM1 has formed the target shift speed to match the electric odd-numbered speed phase. In the electric odd phase, the first oil path switching mechanism V10 is in the first state, the second oil path switching mechanism V20 and the third oil path switching mechanism V30 are in the second state, and the on-off valve VS is in the closed state. Specifically, the switching valve 44 on the first main supply oil passage 11 side included in the first oil passage switching mechanism V10 is opened, and the oil from the first main supply oil passage 11 is transferred to the first clutch C10. (See FIG. 27). And the 1st clutch C10 will be in an engagement state with the oil of the line pressure supplied from electric oil pump EP. At this time, the oil discharged from the mechanical oil pump MP and decompressed by the pressure reducing valve VR is not high enough to open the check valve VC, and does not flow to the pressure regulating valve 20 side. Then, after passing through the pressure reducing valve VR, the oil is supplied to each part of the vehicle drive device 100 for lubrication and the like.

When the target shift speed is changed to the adjacent even speed, first, the pressure reduction ratio by the pressure reducing valve VR is decreased while the state of the drive mechanism 50 remains unchanged (that is, the drive motor 51 is not rotationally driven). The oil discharged from the mechanical oil pump MP is maintained at a relatively high pressure even after being reduced by the pressure reducing valve VR (however, the pressure is lower than the oil discharged from the electric oil pump EP). Passes through the check valve VC and flows to the pressure regulating valve 20 side (see FIG. 28). And the said oil is supplied to the 2nd clutch C20 via 2nd pressure regulation valve SL20. At this time, since the oil from the mechanical oil pump MP is at a low pressure, the oil is only supplied (precharged) into the hydraulic cylinder of the hydraulic servo of the second clutch C20 at this time, and the second clutch C20 Not engaged yet.

When the precharge of the second clutch C20 is completed, next, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift first phase. In the electric odd / even gear shift first phase, the first oil path switching mechanism V10 is in the first state, the second oil path switching mechanism V20 and the third oil path switching mechanism V30 are in the second state, and the on-off valve VS is in the open state. (See FIG. 29). With the change from the electric odd-numbered phase to the electric odd / even gear shift first phase, the on-off valve VS is switched from the closed state to the open state. Then, the oil of the line pressure from the electric oil pump EP is supplied to the first pressure regulating valve SL10 and the second pressure regulating valve SL20 via the branch oil passage 15. Thus, the original pressures of the first pressure regulating valve SL10 and the second pressure regulating valve SL20 are increased. In addition, since the orifice OR is provided on the downstream side of the on-off valve VS in the branch oil passage 15, it is possible to suppress a transient large flow rate from acting on the first pressure regulating valve SL10 and the second pressure regulating valve SL20. Can do.

After the original pressure of the first pressure regulating valve SL10 and the second pressure regulating valve SL20 has increased, the pressure reducing ratio by the pressure reducing valve VR is increased again. Then, the oil discharged from the mechanical oil pump MP and decompressed by the pressure reducing valve VR is not so high that the check valve VC is opened, and does not flow to the pressure regulating valve 20 side. Then, after passing through the pressure reducing valve VR, the oil is supplied to each part of the vehicle drive device 100 for lubrication and the like.

Thereafter, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift second phase. In the electric odd / even gear shift second phase, the first oil path switching mechanism V10 is in the fourth state, the second oil path switching mechanism V20 and the third oil path switching mechanism V30 are in the second state, and the on-off valve VS is in the open state. (See FIG. 30). With the change from the electric odd / even gear shift first phase to the electric odd / even gear shift second phase, the first oil passage switching mechanism V10 switches from the first state to the fourth state. Then, the oil of the line pressure from the electric oil pump EP is directly supplied from the first main supply oil passage 11 to the first clutch C10, and the first oil is supplied via the branch oil passage 15 and the first pressure regulating valve SL10. It is supplied to one clutch C10. Further, the line pressure oil from the electric oil pump EP is continuously supplied to the second clutch C20 via the branch oil passage 15 and the second pressure regulating valve SL20.

Thereafter, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift third phase. In the electric odd / even gear shift third phase, all of the first oil path switching mechanism V10, the second oil path switching mechanism V20, and the third oil path switching mechanism V30 are in the second state, and the on-off valve VS is in the valve open state ( (See FIG. 31). Along with the change from the electric odd / even gear shift second phase to the electric odd / even gear shift third phase, the first oil passage switching mechanism V10 is switched from the fourth state to the second state. Then, the route for directly passing the electric oil pump EP and the first clutch C10 is blocked by the first oil path switching mechanism V10 in the second state. And the oil of the line pressure from the electric oil pump EP is supplied to the first clutch C10 via the first pressure regulating valve SL10, and is also supplied to the second clutch C20 via the second pressure regulating valve SL20. . In this state, the first clutch C10 is controlled to be released by the oil whose pressure is gradually reduced by the first pressure regulating valve SL10, and the oil whose pressure is gradually raised by the second pressure regulating valve SL20. Thus, the engagement of the second clutch C20 is controlled. By performing the release control of the first clutch C10 and the engagement control of the second clutch C20 in a coordinated manner, the shift from the odd-numbered stage to the even-numbered stage can be performed smoothly.

Thereafter, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift fourth phase. In the electric odd / even gear shift fourth phase, the first oil path switching mechanism V10 and the third oil path switching mechanism V30 are in the second state, the second oil path switching mechanism V20 is in the fourth state, and the on-off valve VS is in the open state. (See FIG. 32). Along with the change from the electric odd / even gear shift third phase to the electric odd / even gear shift fourth phase, the second oil passage switching mechanism V20 is switched from the second state to the fourth state. Then, the oil of the line pressure from the electric oil pump EP is supplied to the second clutch C20 via the branch oil passage 15 and the second pressure regulating valve SL20, and directly from the first main supply oil passage 11. Supplied to the two clutch C20. Further, the line pressure oil from the electric oil pump EP is continuously supplied to the first clutch C10 via the branch oil passage 15 and the first pressure regulating valve SL10.

Thereafter, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift fifth phase. In the electric odd / even gear shift fifth phase, the first oil path switching mechanism V10 and the third oil path switching mechanism V30 are in the second state, the second oil path switching mechanism V20 is in the first state, and the on-off valve VS is in the open state. (See FIG. 33). Along with the change from the electric odd / even gear shift fourth phase to the electric odd / even gear shift fifth phase, the second oil passage switching mechanism V20 is switched from the fourth state to the first state. Then, the route from the electric oil pump EP to the second clutch C20 via the branch oil passage 15 and the second pressure regulating valve SL20 is blocked by the second oil passage switching mechanism V20 in the second state. Then, the oil of the line pressure from the electric oil pump EP is supplied directly from the first main supply oil passage 11 to the second clutch C20 without passing through the branch oil passage 15 and the second pressure regulating valve SL20. Become.

Thereafter, the drive motor 51 of the drive mechanism 50 is rotationally driven to match the electric odd / even shift sixth phase. In the electric odd / even gear shift sixth phase, the first oil path switching mechanism V10 and the third oil path switching mechanism V30 are in the second state, the second oil path switching mechanism V20 is in the first state, and the on-off valve VS is in the closed state. (See FIG. 34). With the change from the electric odd / even gear shift fifth phase to the electric odd / even gear shift sixth phase, the on-off valve VS is switched from the open state to the closed state. Then, the route from the electric oil pump EP to the first pressure regulating valve SL10 and the second pressure regulating valve SL20 via the branch oil passage 15 is blocked by the on-off valve VS in the closed state. Then, the oil having the line pressure from the electric oil pump EP is directly supplied from the first main supply oil passage 11 to the second clutch C20, and the adjacent gear shift to the even gear is completed.

In addition, although only the state at the time of the adjacent step shift from the odd-numbered step to the even-numbered step in the electric travel mode has been described here, at the time of the adjacent step shift from the even-numbered step to the odd-numbered step or at the adjacent step shift in the hybrid drive mode Can be considered in the same manner, and detailed description thereof is omitted here.

[Other Embodiments]
(1) In each of the above embodiments, the configuration in which the electric oil pump EP is configured to discharge the oil regulated to the line pressure by the control of the electric motor for driving the pump has been described as an example. However, without being limited to such a configuration, for example, the electric motor is driven at a constant speed, and the electric oil pump EP is generated to generate a hydraulic pressure that is equal to or higher than the line pressure, and the line pressure is generated by the regulator valve. Pressure oil may be supplied from the main supply oil passage 10.

(2) In each of the above embodiments, the plurality of cams 53 are fixed to the single drive shaft 52, and the state of the on-off valve VS and the state of each oil passage switching mechanism 40 are collectively controlled by the drive mechanism 50. The configuration has been described as an example. However, without being limited to such a configuration, for example, the state of the on-off valve VS and each oil passage switching mechanism 40 may be controlled by the individual driving mechanism 50. The on-off valve VS and each oil passage switching mechanism 40 may be divided into a plurality of groups and controlled for each group.

(3) In each of the above embodiments, the configuration in which the switching valve 44 is configured by a ball check valve has been described as an example. However, without being limited to such a configuration, for example, as shown in FIG. 35, the switching valve 44 may be configured by a poppet type check valve. As in the illustrated example, the valve body 44 </ b> C may be integrated with the rod body 55 </ b> A of the driven member 55.

(4) In each of the above embodiments, the configuration in which the on-off valve VS is provided upstream of the pressure regulating valve 20 in the branch oil passage 15 branched from the main supply oil passage 10 has been described as an example. However, it is not limited to such a configuration, and the on-off valve VS may not be provided.

(5) In the first embodiment, the configuration in which the automatic transmission TM can switch the eight forward gears has been described as an example. However, the number of forward speeds that can be switched by the automatic transmission TM is not limited to such a configuration, and may be 7 or less (for example, 6 or 4), or 9 or more. There may be.

(6) In the above second to fourth embodiments, the example in which the automatic transmission TM is configured as a planetary gear type dual clutch type automatic transmission has been described. However, without being limited to such a configuration, for example, the automatic transmission TM may be configured as a parallel gear type dual clutch type automatic transmission.

(8) In each of the above embodiments, the configuration in which the automatic transmission TM has the friction engagement element CL has been described as an example. However, the automatic transmission TM may be configured to include a hydraulically driven dog clutch without being limited to such a configuration.

(9) The configurations disclosed in each of the above-described embodiments (including each of the above-described embodiments and other embodiments; the same shall apply hereinafter) are combined with the configurations disclosed in the other embodiments unless a contradiction arises. It is also possible to apply. Regarding other configurations as well, the embodiments disclosed in the present specification are examples in all respects, and can be appropriately modified without departing from the gist of the present disclosure.

[Outline of Embodiment]
In summary, the engagement control device according to the present disclosure preferably includes the following configurations.

An engagement control device (1) for controlling a state of engagement of each of the plurality of engagement elements (CL) in a drive transmission device (TM) having a plurality of engagement elements (CL),
A first supply oil passage (10, 11) for supplying oil discharged from an oil pump (EP) to each of the plurality of engagement elements (CL);
A second supply oil passage (15, 12) different from the first supply oil passage (10, 11);
A pressure regulating valve (20) provided in the second supply oil passage (15, 12) for adjusting the oil pressure of the supplied oil;
A third supply oil passage (30) for supplying oil after pressure regulation by the pressure regulation valve (20) to the plurality of engagement elements (CL);
A first state is provided for each of the plurality of engagement elements (CL), and supplies oil from the first supply oil passage (10, 11), and from the third supply oil passage (30). An oil path switching mechanism that can be switched between a second state in which oil is supplied and a third state in which oil supply from the first supply oil path (10, 11) and the third supply oil path (30) is blocked. (40)
Is provided.

According to this configuration, the oil supply state to the corresponding engagement element (CL) is selected from the first state, the second state, and the third state by the plurality of oil path switching mechanisms (40). You can switch to For example, the supply state of oil to a plurality of engagement elements (CL) in a specific combination is set as the first state, and oil discharged from the oil pump (EP) is supplied to the engagement elements (CL). Each engagement element (CL) can be in an engaged state. Alternatively, for example, the oil supplied to the plurality of engagement elements (CL) in a specific combination is set to the second state, and the oil pressure-adjusted by the pressure regulating valve (20) is changed to the engagement elements. (CL) and the torque sharing ratio of each engagement element (CL) can be appropriately changed. When each oil passage switching mechanism (40) is in the first state, the oil discharged from the oil pump (EP) is directly supplied to the corresponding engagement element (CL) without passing through the pressure regulating valve (20). The total amount of oil leaked from the spool-type pressure regulating valve (20) can be reduced, and the loss associated therewith can be reduced. Accordingly, it is possible to realize the engagement control device (1) that can control the engagement states of the plurality of engagement elements (CL) provided in the drive transmission device (TM) and has high energy efficiency. .

As one aspect,
The second supply oil passage (15, 12) is preferably provided with an open / close switching mechanism (VS, VC) capable of switching between a permissible state allowing oil supply and a shut-off state interrupting oil supply.

According to this configuration, for example, the open / close switching mechanism (VS, VC) is in a shut-off state during a period other than when the gear position is switched and during which the pressure regulating valve (20) does not need to perform hydraulic pressure adjustment. In this period, the oil supply to the pressure regulating valve (20) provided on the downstream side can be shut off. As described above, by supplying the oil of the original pressure only during the period where the pressure adjustment is necessary, even when the pressure regulating valve (20) is, for example, a spool type and some oil leakage is unavoidable, the pressure regulating valve ( The total amount of oil leaked from 20) can be further reduced. Therefore, loss can be further reduced and energy efficiency can be further improved.

As one aspect,
A drive mechanism for performing a switching operation of each of the plurality of oil passage switching mechanisms;
Preferably, the drive mechanism includes a drive motor and a cam that is rotationally driven by the drive motor and controls a switching operation state by the oil path switching mechanism according to a rotational position.

According to this configuration, since the switching operation of each of the plurality of oil passage switching mechanisms is controlled by the driving mechanism having the driving motor and the cam, the number of spool-type pressure regulating valves used can be reduced. Therefore, the total amount of oil leaked from the pressure regulating valve can be suppressed to a low level, loss can be further reduced, and energy efficiency can be further improved.

As one aspect,
The oil path switching mechanism (40) is preferably configured by combining a plurality of switching valves (44) in which gaps other than the oil path are sealed.

According to this configuration, since the oil-tight state of the switching valve (44) is secured, oil leakage hardly occurs in each of the plurality of oil passage switching mechanisms (40). Therefore, the total amount of leaked oil in the entire engagement control device (1) can be reduced, and the loss can be further reduced. Therefore, energy efficiency can be further improved.

As one aspect,
A drive mechanism (50) for performing a switching operation of each of the plurality of oil passage switching mechanisms (40);
The drive mechanism (50) is rotationally driven by the drive motor (51) and the cam (52) for controlling the switching operation state by the oil path switching mechanism (40) according to the rotational position. And the valve (44C) of the switching valve (44) is interposed between the cam (52) and opens and closes the switching valve (44) by advancing and retreating according to the rotational position of the cam (52). And a driven member (55).

According to this configuration, each state (open / closed state) of the switching valve (44) provided in the oil passage switching mechanism (40) can be appropriately switched as the drive motor (51) rotates. it can. Therefore, the state of oil supply to the corresponding engagement element (CL) can be appropriately switched to any one of the first state, the second state, and the third state.

As one aspect,
A plurality of cams (52) for controlling a switching operation state by the oil passage switching mechanism (40) corresponding to each of the plurality of engagement elements (CL) are connected to the drive motor (51). It is preferably fixed to the drive shaft (52).

According to this configuration, only the single drive shaft (52) is rotationally driven by the drive motor (51), and the plurality of cams (52) fixed to the drive shaft (52) are rotated together. Can be driven. Therefore, the number of drive motors (51) and drive shafts (52) constituting the drive mechanism (50) can be reduced to a minimum of 1, respectively, and the apparatus can be miniaturized.

As one aspect,
A plurality of the pressure regulating valves (20) are provided,
The drive transmission device (TM) is a stepped automatic transmission,
In the automatic transmission (TM), when the adjacent gear shift is performed to switch between adjacent gear speeds, the engagement element (CL) to be released is set as a release side element, and the engagement is controlled. With the combined element (CL) as the engaging element,
The plurality of engagement elements (CL) are grouped so that the disengagement side elements and the engagement side elements belong to different groups in all adjacent speed shifts, and the pressure regulating valves (20) are assigned to the respective groups. It is preferable to provide one by one.

According to this configuration, in all adjacent shifts in the stepped automatic transmission (TM), the hydraulic pressure change of the disengagement side element and the hydraulic pressure change of the engagement side element are respectively controlled by different pressure regulating valves (20). It can be controlled independently. Therefore, it is possible to smoothly and appropriately switch the shift speed between adjacent shift speeds.

As one aspect,
A drive mechanism (50) for performing a switching operation of each of the plurality of oil passage switching mechanisms (40);
The drive mechanism (50) is rotationally driven by the drive motor (51) and the cam (52) for controlling the switching operation state by the oil path switching mechanism (40) according to the rotational position. And a cam (52) that is rotationally driven by the drive motor (51) and controls opening and closing of the open / close switching mechanism (VS, VC) according to the rotational position,
A plurality of cams (52) for controlling a switching operation state by the oil passage switching mechanism (40) corresponding to each of the plurality of engagement elements (CL), and opening / closing of the opening / closing switching mechanisms (VS, VC) are controlled. The cam (52) is preferably fixed to a single drive shaft (52) connected to the drive motor (51).

According to this configuration, only the single drive shaft (52) is rotationally driven by the drive motor (51), and the plurality of cams (52) fixed to the drive shaft (52) are rotated together. Can be driven. At that time, it is possible to collectively control the switching operation of the plurality of oil passage switching mechanisms (40) and the opening / closing of the on-off valves. Therefore, energy efficiency can be improved while reducing the size of the apparatus.

As one aspect,
The oil pump (EP) is an electric oil pump driven by an electric motor, and preferably discharges oil adjusted to a line pressure by control of the electric motor.

According to this configuration, it is possible to discharge the oil having the minimum flow rate and pressure from the electric oil pump as the oil pump (EP). Therefore, it is not necessary to install a regulator valve or the like for adjusting the hydraulic pressure to the line pressure. As a result, it is possible to reduce the size of the apparatus and further reduce the loss to further improve the energy efficiency.

As one aspect,
The second supply oil passage is preferably an oil passage (15) branched from the first supply oil passage (10, 11).

According to this configuration, a route for supplying oil directly from the common oil pump (EP) to each of the plurality of engagement elements (CL) through the first supply oil passages (10, 11). And a route for supplying oil via the second supply oil passage (15) and the pressure regulating valve (20). The oil pressure source of the oil passage on the first supply oil passage (10, 11) side and the oil passage on the second supply oil passage (15) side connected to each oil passage switching mechanism (40) is used as one oil pump (EP ) So that the apparatus can be reduced in size and cost.

As one aspect,
The second supply oil passage supplies the oil discharged from a second oil pump (MP) different from the oil pump (EP) to the pressure regulating valve (20), the first supply oil passage (10, It is preferable that the oil passage (12) is independent of 11).

According to this configuration, a route for supplying oil directly from the oil pump (EP) through the first supply oil passage (10, 11) to each of the plurality of engagement elements (CL), A route for supplying oil from the two oil pumps (MP) via the second supply oil passage (12) and the pressure regulating valve (20) can be formed independently. Therefore, an oil passage configuration with a relatively high degree of freedom can be realized.

As one aspect,
The second oil pump (MP) is a mechanical oil pump driven by a rotating member (N) included in the drive transmission device (TM),
It is preferable that a pressure reducing valve (VR) for reducing the hydraulic pressure of the oil discharged from the second oil pump (MP) to a predetermined hydraulic pressure is provided.

According to this configuration, in the configuration in which the second supply oil passage (12) is an oil passage independent of the first supply oil passage (10, 11), the oil supply from the first supply oil passage (10, 11) side. The characteristics and the oil supply characteristics from the second supply oil passage (12) side can be easily varied. For example, compared to oil supply from the first supply oil passage (10, 11) side, a configuration in which low pressure and large flow rate oil is supplied from the second supply oil passage (12) side can be easily realized. . Then, for example, each engagement element (CL) can be appropriately precharged to the hydraulic servo using low pressure and large flow rate oil. Moreover, lubrication, cooling, etc. of each part of a drive transmission device (TM) can be performed appropriately using the waste oil produced when reducing the hydraulic pressure of the oil discharged from the second oil pump (MP).

The engagement control device according to the present disclosure only needs to exhibit at least one of the effects described above.

1 Engagement control device 10 Main supply oil passage (first supply oil passage)
11 First main supply oil passage (first supply oil passage)
12 Second main supply oil passage (second supply oil passage)
15 Branch oil passage (second supply oil passage)
20 Pressure regulating valve 30 Sub supply oil passage (third supply oil passage)
40 Oil path switching mechanism 44 Switching valve 44C Valve body 50 Drive mechanism 51 Drive motor 52 Drive shaft 53 Cam 55 Driven member TM Automatic transmission (drive transmission device)
CL Friction engagement element (engagement element)
N Rotating member EP Electric oil pump (oil pump)
MP Mechanical oil pump (second oil pump)
VS open / close valve (open / close switching mechanism)
VC check valve (open / close switching mechanism)
VR pressure reducing valve

Claims

An engagement control device for controlling a state of engagement of each of the plurality of engagement elements in a drive transmission device having a plurality of engagement elements,
A first supply oil passage for supplying oil discharged from an oil pump to each of the plurality of engagement elements;
A second supply oil path different from the first supply oil path;
A pressure regulating valve that is provided in the second supply oil passage and adjusts the oil pressure of the oil to be supplied;
A third supply oil passage for supplying oil after pressure regulation by the pressure regulating valve to the plurality of engagement elements;
A first state that is provided for each of the plurality of engagement elements and that supplies oil from the first supply oil passage; a second state that supplies oil from the third supply oil passage; An oil passage switching mechanism that can be switched to one supply oil passage and a third state that shuts off oil supply from the third supply oil passage;
An engagement control device comprising:
The engagement control device according to claim 1, wherein the second supply oil passage is provided with an open / close switching mechanism capable of switching between a permissible state allowing oil supply and a shut-off state interrupting oil supply.
A drive mechanism for performing a switching operation of each of the plurality of oil passage switching mechanisms;
The engagement control according to claim 1 or 2, wherein the drive mechanism includes a drive motor and a cam that is rotationally driven by the drive motor and controls a switching operation state by the oil passage switching mechanism according to a rotational position. apparatus.
The engagement control device according to any one of claims 1 to 3, wherein the oil path switching mechanism is configured by combining a plurality of switching valves in which gaps other than the oil path are sealed.
A drive mechanism for performing a switching operation of each of the plurality of oil passage switching mechanisms;
The drive mechanism includes a drive motor, a cam that is rotationally driven by the drive motor and controls a switching operation state by the oil passage switching mechanism according to a rotational position, and a valve body of the switching valve and the cam. 5. The engagement control device according to claim 4, further comprising: a driven member that is interposed to open and close the switching valve by advancing and retreating in accordance with a rotational position of the cam.
The plurality of cams for controlling the switching operation state by the oil passage switching mechanism corresponding to each of the plurality of engaging elements are fixed to a single drive shaft connected to the drive motor. The engagement control device according to any one of the above.
A plurality of the pressure regulating valves are provided,
The drive transmission device is a stepped automatic transmission,
In the automatic transmission, at the time of the adjacent gear shift that switches between the adjacent gear speeds, the engagement element that is controlled to be released is the release element, and the engagement element that is controlled to be engaged is the engagement side. As an element,
The plurality of engagement elements are grouped so that the disengagement-side elements and the engagement-side elements belong to different groups in all adjacent shifts, and one pressure regulating valve is provided for each group. The engagement control device according to any one of claims 1 to 6.
A drive mechanism for performing a switching operation of each of the plurality of oil passage switching mechanisms;
The drive mechanism is driven by the drive motor, the cam is driven to rotate by the drive motor and controls the switching operation state by the oil passage switching mechanism according to the rotation position, and is rotated by the drive motor according to the rotation position. A cam for controlling opening and closing of the opening and closing switching mechanism,
A plurality of cams for controlling a switching operation state by the oil path switching mechanism corresponding to each of the plurality of engagement elements, and a cam for controlling opening / closing of the opening / closing switching mechanism are connected to the drive motor. The engagement control device according to claim 2, wherein the engagement control device is fixed to the drive shaft.
The engagement control according to any one of claims 1 to 8, wherein the oil pump is an electric oil pump driven by an electric motor, and discharges oil adjusted to a line pressure by control on the electric motor. apparatus.
The engagement control device according to any one of claims 1 to 9, wherein the second supply oil passage is an oil passage branched from the first supply oil passage.
The second supply oil passage is an oil passage that is independent of the first supply oil passage and supplies oil discharged from a second oil pump different from the oil pump to the pressure regulating valve. The engagement control device according to any one of the above.
The second oil pump is a mechanical oil pump driven by a rotating member included in the drive transmission device,
The engagement control device according to claim 11, further comprising a pressure reducing valve that reduces a hydraulic pressure of the oil discharged from the second oil pump to a predetermined hydraulic pressure.