JP4940736B2 - Hydraulic control device for vehicle transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for a vehicle transmission provided in a vehicle, and more particularly to a structure of a lubrication circuit constituting the hydraulic control device.

  BACKGROUND ART A hydraulic control device for a vehicle transmission provided in a vehicle includes a lubrication circuit for supplying lubricating oil to a lubricating element such as a gear provided in the vehicle transmission. As the lubricating oil, for example, surplus oil discharged from a pressure regulating valve such as a regulator valve is used and supplied to the lubricating circuit. This is a hydraulic control device for an automatic transmission described in Patent Document 1, and surplus oil discharged when the hydraulic pressure discharged from the oil pump is regulated by a pressure regulating valve (primary regulator valve) is passed through an oil cooler. After cooling, it is supplied to the lubrication circuit to lubricate each lubrication element.

JP-A-6-94106

  By the way, in the said hydraulic control apparatus including patent document 1, in order to remove the foreign material in surplus oil, arrange | positioning a strainer is considered. For example, it is considered to arrange this strainer in series with a lubrication circuit. However, in this case, if the strainer becomes clogged due to the accumulation of foreign matter or the like, the lubricating oil becomes difficult to flow, so that the lubricating oil cannot be sufficiently supplied to each lubricating element, which may reduce the durability of each lubricating element. It was. Further, the clogging of the strainer increases the hydraulic pressure on the upstream side of the strainer, which may affect the circuit on the upstream side of the strainer.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to supply lubricating oil to each lubricating element even if the strainer is clogged due to accumulation of foreign matter or the like. An object of the present invention is to provide a hydraulic control device for a vehicle transmission.

In order to achieve the above object, the gist of the invention according to claim 1 is that (a) the hydraulic pressure discharged from the oil pump is regulated by the pressure regulating valve, and the excess oil discharged from the pressure regulating valve is lubricated. A hydraulic control device for a vehicle transmission that supplies a lubricating circuit for lubricating an element and circulates the surplus oil to an oil pan, (b) in the surplus oil that is circulated to the oil pan. A strainer for capturing foreign matter is arranged in parallel to the lubrication circuit, and is arranged in series upstream of the lubrication circuit, and is arranged upstream of the oil cooler and supplied to the oil cooler. that when the working oil pressure is equal to or greater than a predetermined value, and a relief valve for reducing the pressure of the working oil pressure supplied to the oil cooler, (c) said strainer, the said oil cooler Li Characterized in that connected between the Fubarubu.

According to a second aspect of the present invention, there is provided a hydraulic control device for a vehicle transmission according to the first aspect , wherein the strainer is disposed so that a discharge direction of the hydraulic oil is a vertically downward direction. It is characterized by.

According to the hydraulic control apparatus for a vehicle transmission according to the first aspect of the present invention, even if the strainer is clogged by arranging the strainer in parallel with the lubrication circuit, the excess oil is lubricated. Since the oil can be supplied to the circuit, the lubricating oil can be supplied to each lubricating element, and the deterioration of the durability of each lubricating element can be prevented. Even if the strainer becomes clogged and the operating hydraulic pressure on the upstream side of the strainer increases, the operating hydraulic pressure is reduced by using a relief valve provided in parallel with the oil cooler. It is possible to eliminate the need for a separate relief valve for preventing the upstream side of the strainer due to clogging. Even if the strainer is clogged, the relief valve prevents the amount of hydraulic oil supplied to the oil cooler from being affected.

According to the hydraulic control device for a vehicle transmission according to the second aspect of the present invention, the strainer is arranged vertically downward with respect to the vehicle even when the flow of hydraulic oil in the strainer ceases. Therefore, the trapped foreign matter is prevented from moving upward by its own weight, and it is difficult for the foreign matter to escape.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a configuration diagram for explaining a main part of a hydraulic control apparatus 10 for a vehicle transmission to which the present invention is applied. The torque converter 14 provided with the lockup clutch 12 is provided between an engine (not shown) and the automatic transmission. In the hydraulic control device 10 of FIG. 1, other hydraulic control circuits such as a clutch and a brake device provided in the automatic transmission of the vehicle are omitted.

The hydraulic control device includes a switching solenoid valve 18 to supply a switching signal pressure P _SW is turns on and off operation by switching the electromagnetic solenoid 16 in accordance with the switching signal pressure P _SW, release the lock-up clutch 12 state A clutch switching valve 20 for switching to one of an off-side position (OFF) and an on-side position (ON) to be engaged, and a signal pressure P _SLU corresponding to the drive current supplied from the electronic control unit 22 When the lock-up clutch 12 is engaged by the slip control solenoid valve 24 that outputs and controls the pressure, and the clutch switching valve 20, the operating state of the lock-up clutch 12 is in the range of slip state to lock-up on. A lock-up control valve 26 for switching and, for example, water-cooled or empty for cooling the hydraulic oil Oil cooler 28, an oil cooler bypass valve 30 that is opened when the pressure in the oil cooler 28 exceeds a predetermined pressure, and keeps the pressure in the oil cooler 28 below a predetermined pressure, and hydraulic oil And a strainer 32 for removing foreign substances contained therein.

The hydraulic control circuit 10 is provided with an oil pump 36 that is driven by an engine or an electric motor (not shown), for example, in order to suck and pressure-feed hydraulic oil that has circulated to the oil pan 34. The hydraulic fluid is regulated to the first line pressure PL1 by a relief-type first pressure regulating valve 38. The first pressure regulating valve 38 generates a first line pressure PL1 that increases in response to the throttle pressure output from a throttle valve opening detection valve (not shown) and outputs the first line pressure PL1 to the first line oil passage 40. Similarly, the second pressure regulating valve 42 is a relief type pressure regulating valve that regulates hydraulic oil discharged (relieved) for pressure regulation from the first pressure regulating valve 38 based on the throttle pressure. The second line pressure PL2 corresponding to the output torque is generated. The third pressure regulating valve 44 is a pressure reducing valve to source pressure the first line pressure PL1, and generates a constant modulator pressure P _M of a predetermined size. The first line pressure PL1 is supplied as an original pressure of a shift control hydraulic circuit 46 for controlling a gear stage of an automatic transmission (not shown). In addition, the 2nd pressure regulation valve 42 of a present Example respond | corresponds to the pressure regulation valve of this invention.

Lockup clutch 12, disengagement side oil hydraulic oil is supplied through the hydraulic P _ON and the release oil passage 52 of the engagement-side oil chamber 50 of the hydraulic oil is supplied via the engagement-side oil passage 48 This is a hydraulic friction engagement clutch that is frictionally engaged with the front cover 56 by a differential pressure ΔP (P _ON −P _OFF ) with respect to the hydraulic pressure P _OFF in the chamber 54. The operating condition of the torque converter 14 is, for example, a so-called lockup off in which the differential pressure ΔP is negative and the lockup clutch 12 is in a released state, and the differential pressure ΔP is zero or more and the lockup clutch 12 is half-engaged. The so-called slip state, which is a combined state, and so-called lock-up on, which is a state where the differential pressure ΔP is set to the maximum value and the lock-up clutch 12 is completely engaged, are roughly classified.

The clutch switching valve 20 is for switching the lockup clutch 12 to one of an engaged state and a released state, and is an engagement that communicates with the release side port 58 that communicates with the release side oil chamber 54 and the engagement side oil chamber 50. When the lockup clutch 12 is engaged, the side port 60, the input port 62 to which the second line pressure PL2 is supplied, and the hydraulic oil in the engagement side oil chamber 50 are discharged when the lockup clutch 12 is released. A discharge port 64 to which hydraulic oil discharged from the pressure regulating valve 42 is supplied, a bypass port 66 communicating with the release-side oil chamber 54 when the lockup clutch 12 is engaged, and a second pressure regulating valve 42 for pressure regulation Relief port 68 to which the hydraulic fluid is supplied, spool valve element 70 for switching the state of these ports, and moving the spool valve element 70 to the off-side position Its switching signal pressure P _SW in order to generate a thrust-energizing springs 72, and by applying a switching signal pressure P _SW from the edge to the switching solenoid valve 18 of the spool valve element 70 toward the ON side position An oil chamber 74 is provided. In FIG. 1, the left side of the center line shows a state in which the spool valve element 70 is positioned at the off-side position (OFF) where the lock-up clutch 12 is released, and the right side of the center line is in the engaged state. A state in which the spool valve element 70 is located at a certain on-side position (ON) is shown.

The lock-up control valve 26 includes a spool valve 76 that switches the state of the valve, a spring 78 that applies a thrust toward the spool valve 76 to the slip side position (SLIP), and the spool valve 76 to the slip side position. toward the oil chamber 80 for receiving the hydraulic pressure P _oN in the engagement-side oil chamber 50 of the torque converter 14 in order to bias the torque converter in order to urge the spool 76 to a fully engaged-side position (oN) 14, an oil chamber 82 that receives the hydraulic pressure P _OFF in the release-side oil chamber 54, and a signal pressure P _SLU output from the slip control solenoid valve 24 to urge the spool valve element 76 toward the on-side position. An oil chamber 84 to be received, an input port 86 to which a second line pressure PL2 regulated by the second pressure regulating valve 42 is supplied, and a spool valve element 76 A control port 88 that communicates with the input port 86 when it is positioned up side position includes. In FIG. 1, the spool valve element 76 is shown in a state where the spool valve element 76 is positioned at the slip side position (SLIP) on the left side of the center line, and the spool valve element 76 is positioned on the right side of the center line at the complete engagement side position (ON). Shows the state where is located.

The slip control solenoid valve 24 outputs a signal pressure P _SLU for controlling the engagement pressure of the lockup clutch 12 when the lockup clutch 12 is engaged based on a command from the electronic control unit 22. Slip control solenoid valve 24, a constant modulator pressure P _M that is generated in the third pressure regulating valve 44 and a source pressure to generate a signal pressure P _SLU under vacuum it. Also, switching solenoid valve 18, the non-energized state (off state), the switching signal pressure P _SW is a drain pressure, the in energized state (ON state) switching signal pressure P _SW and the modulator pressure P _M Then, it acts on the oil chamber 74 of the clutch switching valve 20. Here, the spool valve element 70 of when the modulator pressure P _M to the oil chamber 74 is supplied clutch switching valve 20 is in Ko' the urging force of the spring 72 is moved to the ON-side position (ON). On the other hand, when the drain pressure is supplied to the oil chamber 74, the spool valve element 70 of the clutch switching valve 20 is moved to the off-side position (OFF) according to the urging force of the spring 72. Note that when thereafter described as the switching signal pressure P _SW when the modulator pressure P _M is supplied as a switching signal pressure P _SW is supplied, drain pressure is supplied as a switching signal pressure P _SW is It is described that the switching signal pressure _PSW is not supplied because it does not substantially affect the slip control solenoid valve 24.

In the clutch switching valve 20, when the switching electromagnetic solenoid valve 18 is excited and the switching signal pressure _PSW is supplied to the oil chamber 74 and the spool valve element 70 is positioned at the ON side position, it is supplied to the input port 62. The second line pressure PL <b> 2 is supplied from the engagement side port 60 to the engagement side oil chamber 50 through the engagement side oil passage 48. The second line pressure PL2 supplied to the engagement-side oil chamber 50 is a hydraulic _{P ON.} At the same time, the release-side oil chamber 54 is communicated with the control port 88 of the lockup control valve 26 through the release-side oil passage 52 and the release-side port 58 via the bypass port 66. Then, the hydraulic pressure P _OFF in the release-side oil chamber 54 is adjusted by the lock-up control valve 26, and the operating state of the lock-up clutch 12 is switched in the slip state or lock-up on range.

Specifically, when the spool valve element 70 of the clutch switching valve 20 is biased to the ON position, that is, when the lockup clutch 12 is switched to the engaged state, the lockup control valve 26 The signal pressure _PSLU for moving the spool valve element 76 to the fully engaged position (ON) is not supplied to the oil chamber 84, and the spool valve element 76 is set to the slip position (SLIP) by the thrust of the spring 78. Then, the second line pressure PL2 supplied to the input port 86 is supplied from the control port 88 via the bypass port 66 and from the release side port 58 to the release side oil chamber 52 through the release side oil passage 52. In this state, slip state of the lockup clutch 12 differential pressure ΔP is controlled by the signal pressure P _SLU of the slip control solenoid valve 24 is controlled.

In addition, when the spool valve element 70 of the clutch switching valve 20 is biased to the on-side position (ON), the lock-up control valve 26 moves the spool valve element 76 to the fully-engaged position (ON). When the signal pressure P _SLU for is supplied to the oil chamber 84, to the release side oil chamber 54 from the input port 86 is not supplied with the second line pressure PL2, hydraulic oil release side oil chamber 54 from the drain port 90 Discharged. As a result, the differential pressure ΔP is maximized and the lockup clutch 12 is fully engaged.

  Further, when the lock-up clutch 12 is in the slip state or the completely engaged state, the spool valve element 76 of the clutch switching valve 20 is positioned at the on-side position, so that the relief port 68 and the discharge port 64 are communicated. As a result, the hydraulic oil discharged from the second pressure regulating valve 42 is supplied to the lubricating oil supply oil path 92 via the clutch switching valve 20.

On the other hand, in the clutch switching valve 20, when the switching signal pressure _PSW is not supplied to the oil chamber 74 and the spool valve element 70 is positioned to the off-side position (OFF) by the urging force of the spring 72, it is supplied to the input port 62. The second line pressure PL <b> 2 is supplied from the release side port 58 through the release side oil passage 52 to the release side oil chamber 54. The hydraulic oil passes through the engagement side oil chamber 50, passes through the engagement side oil passage 48, is supplied to the engagement side port 60, and is supplied from the discharge port 64 to the lubricating oil supply oil passage 92. As a result, the lockup clutch 12 is turned off.

  Next, the hydraulic circuit 93 located downstream from the lubricating oil supply oil passage 92, which is the main component of the present invention, will be described in detail with reference to FIG.

  FIG. 2 is a configuration diagram for explaining in detail including the structure of each device of the hydraulic circuit 93 surrounded by the one-dot chain line in FIG. The lubricating oil supply oil passage 92 is connected to the check valve 94, and the strainer 32 is disposed in parallel to the oil cooler 28 downstream thereof. The strainer 32 is arranged in parallel to the oil cooler bypass valve 30 via the check valve 94.

  The oil cooler bypass valve 30 is for reducing the hydraulic pressure supplied to the oil cooler when the hydraulic pressure of the hydraulic oil supplied into the oil cooler 28 exceeds a predetermined value. The oil cooler bypass valve 30 includes a spool valve element 96 for switching the state of the valve, and a spring 98 that urges the spool valve element 96 to a position on the valve closing side, and hydraulic oil having a predetermined pressure or more is supplied. When supplied into the oil cooler bypass valve 30, the spool valve element 96 is moved against the biasing force of the spring 98 and opened. In FIG. 2, the left side of the center line of the oil cooler bypass valve 30 indicates the on (ON) position where the valve is open, and the right side of the center line indicates the off (OFF) position where the valve is closed. ing. Note that the oil cooler bypass valve 30 of this embodiment corresponds to the relief valve of the present invention.

  The check valve 94 is a valve for constantly maintaining the upstream hydraulic pressure at a predetermined pressure or higher. The hydraulic oil is discharged from the torque converter 14 while the vehicle is stopped, and the torque converter 14 is restarted when the vehicle restarts. It is provided to prevent shortage of hydraulic oil. The check valve 94 includes a plunger 100 that slides in the check valve 94 and a spring 102 for biasing the plunger 100 to a position on the valve closing side. , The plunger 100 moves to the valve-opening position against the biasing force of the spring 102 and is opened. Here, in FIG. 2, the left side from the center line of the check valve 94 indicates the off-side position (OFF) in the closed state, and the right side from the center line indicates the on-side position (ON) in the open state. ing. The urging force of the spring 102 is designed to be weaker than that of the spring 98 of the oil cooler bypass valve 30 and is substantially open during driving of the vehicle.

  The oil cooler 28 is provided to cool the hydraulic oil, and the hydraulic oil cooled by the oil cooler 28 is supplied to the lubrication circuit 104 located downstream of the oil cooler 28 as lubricating oil, and automatically It is supplied to each lubricating element 106 such as a bearing, a meshing gear, and a friction plate in the transmission. The strainer 32 is connected to the oil cooler 28 and the lubricating circuit 104 in parallel.

  The strainer 32 is for catching foreign matters contained in the hydraulic oil. A cylindrical oil filter 110 for removing impurities is disposed in the case 108 of the strainer 32, and the oil filter 110 Filtering is performed from the outer periphery to the inner periphery. The strainer 32 includes a supply port 114 and a discharge port 116 on the upper side and the lower side, and is disposed in a direction in which the direction of hydraulic oil discharge is vertically downward (ground direction) with respect to the vehicle.

  In the hydraulic circuit 93 configured as described above, hydraulic oil is supplied from the lubricating oil supply oil passage 92, and when the hydraulic pressure becomes a predetermined value or more, the check valve 94 is opened. It flows into the strainer 32. Here, the hydraulic oil flowing into the oil cooler 28 is cooled in the process of passing through an oil passage in the oil cooler 28 (not shown), and after passing through the oil cooler 28, passes through the lubrication circuit 104 to each lubricating element of the automatic transmission. 106. On the other hand, the working oil is supplied to the strainer 32 through the orifice 112. The supplied hydraulic oil flows into the strainer 32 through a supply port 114 formed in the upper part of the strainer 32, and is filtered when flowing into the oil filter 110 from the outer peripheral side of the oil filter 110, and foreign matter in the lubricating oil. Is captured. Further, the filtered hydraulic oil is discharged from the discharge port 116 formed in the lower portion of the strainer 32 and is circulated to the oil pan 34. The hydraulic oil supplied to the lubricating oil supply oil path 92 corresponds to the surplus oil of the present invention.

  Here, even if the strainer 32 is clogged due to accumulation of foreign matters, the hydraulic oil supplied to the lubricating oil supply oil passage 92 is supplied to the oil cooler 28 provided in parallel to the strainer 32. The lubricating oil is supplied to each lubricating element 106 without being affected by the clogging of 32. Further, if the operating hydraulic pressure on the upstream side of the strainer 32 increases due to the clogging of the strainer 32, the hydraulic pressure may damage the oil cooler 28 and affect the hydraulic circuit on the upstream side of the lubricating oil supply oil path 92. When the hydraulic oil becomes a hydraulic pressure higher than a predetermined value, the oil cooler bypass valve 30 is opened to reduce the pressure. That is, the oil cooler bypass valve 30 is also used as a safety valve for the strainer 32. The oil cooler bypass valve 30 prevents the amount of hydraulic oil supplied to the oil cooler 28 from being affected.

  Further, when the hydraulic oil does not flow into the strainer 32, such as when the vehicle is stopped, the position of the discharge port 116 of the strainer 32 is arranged at a position that is vertically downward (toward the ground) with respect to the vehicle. Since the foreign matter trapped on the outer peripheral surface 110 is prevented from moving upward by the strainer 32 due to its own weight, the trapped foreign matter is always held in the strainer 32.

  As described above, according to the present embodiment, by arranging the strainer 32 in parallel with the lubrication circuit 104, even if the strainer 32 is clogged, the lubricating oil can be supplied to the lubrication circuit 104. Therefore, it is possible to prevent the durability of each lubricating element 106 from being lowered.

  Further, according to the above-described embodiment, even when the strainer 32 is clogged and the operating hydraulic pressure upstream of the strainer 32 becomes high, the oil cooler bypass valve 30 provided in parallel with the oil cooler 28 is also used. Since the hydraulic pressure is reduced, it is not necessary to separately provide a relief valve for preventing the strainer 32 from clogging the upstream side of the strainer. Even if the strainer 32 is clogged, the oil cooler bypass valve 30 prevents the amount of hydraulic oil supplied to the oil cooler 28 from being affected.

  Further, according to the above-described embodiment, even if the flow of the hydraulic oil in the strainer 32 is lost, the trapped foreign matter is caused by its own weight because the strainer 32 is arranged vertically downward with respect to the vehicle. This prevents upward movement and makes it difficult for foreign matter to escape.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, although the check valve 94 is provided in the hydraulic control circuit 10 of the above-described embodiment, the check valve 94 is not necessarily required, and the check valve 94 is disposed upstream of the lubricating oil supply oil passage 92. It can also be carried out by arranging it at other positions such as by arranging it.

  Further, in the above-described embodiment, the lubricating oil supply oil path 92 has hydraulic oil supplied from the clutch switching valve 20, that is, hydraulic oil discharged from the second pressure regulating valve 42 and hydraulic oil discharged from the torque converter 14. However, the hydraulic oil supplied to the lubricating oil supply oil passage 92 is not necessarily limited to these, and is discharged from, for example, the drain port 90 of the lockup control valve 26 or the third pressure regulating valve 44. It may be supplied from other oil passages such as hydraulic oil.

  In the above-described embodiment, the present invention is applied to the vehicle automatic transmission provided with the torque converter 14. However, the present invention is not particularly limited to the vehicle automatic transmission. The present invention can also be applied to a type of transmission.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

It is a block diagram for demonstrating the principal part of the hydraulic control apparatus of the transmission for vehicles to which this invention was applied. It is a block diagram for explaining in detail including the structure of each device of the hydraulic circuit surrounded by the one-dot chain line in FIG.

Explanation of symbols

10: Hydraulic control device 30: Oil cooler bypass valve (relief valve) 32: Strainer 34: Oil pan 36: Oil pump 42: Second pressure regulating valve (pressure regulating valve) 104: Lubrication circuit 106: Each lubricating element (lubricating element)

Claims (1)

A vehicle that regulates hydraulic pressure discharged from the oil pump by a pressure regulating valve, supplies surplus oil discharged from the pressure regulating valve to a lubrication circuit for lubricating a lubricating element, and circulates the surplus oil to an oil pan. A hydraulic control device for a transmission,
A strainer for capturing foreign matter in excess oil that is circulated to the oil pan is disposed in parallel to the lubricating circuit;
An oil cooler arranged in series on the upstream side of the lubrication circuit, and an operating oil pressure arranged on the upstream side of the oil cooler and supplied to the oil cooler is supplied to the oil cooler when it exceeds a predetermined value. A relief valve for reducing the hydraulic pressure,
The hydraulic control device for a vehicle transmission, wherein the strainer is connected between the oil cooler and the relief valve .

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