JP5884529B2 - Hydraulic supply device for drivetrain - Google Patents

Description

  The present invention relates to a drive train hydraulic pressure supply device, and more particularly to a technique for adjusting a hydraulic pressure supplied to a torque converter and a hydraulic pressure of a lubrication system.

  A torque converter provided with a lockup clutch that is operated by hydraulic pressure is known. Generally, the transmission torque capacity of the lockup clutch is controlled by the differential pressure between the engagement side oil chamber and the release side oil chamber. As described in paragraphs 27 and 33 of JP-A-2004-340308 (Patent Document 1), the differential pressure between the engagement side oil chamber and the release side oil chamber was adjusted by a linear solenoid valve. It is controlled using hydraulic pressure as the control pressure. Moreover, the hydraulic pressure (secondary pressure) adjusted by the secondary regulator valve is used as the original pressure of the hydraulic pressure supplied to the torque converter. The hydraulic pressure discharged from the secondary regulator valve when obtaining a desired secondary pressure is a drive constituted by a continuously variable transmission (CVT) or a stepped transmission (automatic transmission) connected to a torque converter. Supplied to the train lubrication system.

  As described in Japanese Patent Application Laid-Open No. 2004-340308, paragraph 37, FIGS. 4 and 5, etc., a dedicated solenoid valve and a lubricating pressure regulating valve are provided to control the hydraulic pressure supplied to the lubricating system. Has also been proposed.

JP 2004-340308 A

  However, if a separate part that is used only for controlling the hydraulic pressure supplied to the lubrication system is separately provided, the number of parts increases and the cost increases.

  The present invention has been made to solve the above-described problems, and an object thereof is to adjust the hydraulic pressure supplied to the lubrication system while suppressing an increase in the number of parts.

  In some embodiments, the drive train includes a torque converter with a lock-up clutch and a transmission coupled to the torque converter. The hydraulic pressure supply device for the drive train includes a first valve that adjusts the hydraulic pressure, a second valve that controls the lock-up clutch when the hydraulic pressure adjusted by the first valve is supplied, and a first valve And a third valve that adjusts the hydraulic pressure of the lubrication system of the drive train by being supplied with the hydraulic pressure adjusted by.

  According to this configuration, the hydraulic pressure adjusted by the first valve is used as the control pressure for both the second valve that controls the lockup clutch and the third valve that adjusts the hydraulic pressure of the lubrication system. Can do. Accordingly, the first valve that generates the control pressure of the second valve that controls the lockup clutch is used without providing a dedicated valve that generates the control pressure of the third valve that adjusts the hydraulic pressure of the lubrication system. Thus, both the hydraulic pressure supplied to the torque converter and the hydraulic pressure of the lubrication system can be controlled. Therefore, it is possible to adjust the hydraulic pressure of the lubrication system while suppressing an increase in the number of parts.

In another embodiment, the second valve increases the torque capacity of the lock-up clutch as the hydraulic pressure adjusted by the first valve is higher. The third valve increases the hydraulic pressure of the lubrication system as the hydraulic pressure adjusted by the first valve is higher. The first valve increases the hydraulic pressure supplied to the second valve and the third valve as the load of the drive source connected to the drive train increases.

  According to this configuration, it is possible to supply sufficient lubricating oil to the transmission while giving a sufficient torque capacity to the lock-up clutch of the torque converter under a heavy load. When the load is small, the torque capacity may be small and the amount of lubricating oil may be small. By reducing the hydraulic pressure in the hydraulic pressure supply device, for example, the load of the oil pump that generates the original pressure can be reduced, and the energy loss can be reduced.

In yet another embodiment, the first valve is a solenoid valve.
According to this configuration, the torque capacity of the lockup clutch and the hydraulic pressure of the lubrication system can be controlled with a common solenoid valve.

It is a skeleton figure of a vehicle. It is a figure which shows the control system of a vehicle. It is a figure which shows a hydraulic control circuit. It is a figure which shows the relationship of a hydraulic pressure. It is a figure which shows a normally open type LUB control valve. FIG. 5 is a diagram (part 1) illustrating a relationship between hydraulic pressures when a normally open LUB control valve is used. FIG. 6 is a diagram (part 2) illustrating a relationship between hydraulic pressures when a normally open LUB control valve is used.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a hydraulic control apparatus according to the present embodiment will be described with reference to FIG. The output of the engine 200 of the drive device 100 mounted on the vehicle is input to the belt-type continuously variable transmission 500 via the torque converter 300 and the forward / reverse switching device 400. The output of the continuously variable transmission 500 is transmitted to the reduction gear 600 and the differential gear device 700, and is distributed to the left and right drive wheels 800. In the present embodiment, the drive train includes at least the torque converter 300 and the continuously variable transmission 500, but the forward / reverse switching device 400, the reduction gear 600, and the operating gear device 700 may also be included in the drive train.

  Instead of the belt type continuously variable transmission 500, a chain type continuously variable transmission may be used, or a toroidal type continuously variable transmission may be used. Moreover, you may make it use the stepped transmission comprised from a planetary gear.

  The torque converter 300 includes a pump impeller 302 connected to the crankshaft of the engine 200 and a turbine impeller 306 connected to the forward / reverse switching device 400 via the turbine shaft 304. A lockup clutch 308 is provided between the pump impeller 302 and the turbine impeller 306. The lockup clutch 308 is engaged or released when the hydraulic pressure supply to the engagement side oil chamber and the release side oil chamber is switched.

  When the lockup clutch 308 is completely engaged, the pump impeller 302 and the turbine impeller 306 are integrally rotated. The pump impeller 302 is provided with a mechanical oil pump 310 that generates hydraulic pressure for controlling the transmission of the continuously variable transmission 500, generating a belt clamping pressure, and supplying lubricating oil to each part. ing.

  The forward / reverse switching device 400 is composed of a double pinion type planetary gear device. Turbine shaft 304 of torque converter 300 is connected to sun gear 402. The input shaft 502 of the continuously variable transmission 500 is connected to the carrier 404. Carrier 404 and sun gear 402 are connected via forward clutch 406. Ring gear 408 is fixed to the housing via reverse brake 410. The forward clutch 406 and the reverse brake 410 are frictionally engaged by a hydraulic cylinder. The input rotational speed of the forward clutch 406 is the same as the rotational speed of the turbine shaft 304, that is, the turbine rotational speed NT.

  When the forward clutch 406 is engaged and the reverse brake 410 is released, the forward / reverse switching device 400 enters the forward engagement state. In this state, the driving force in the forward direction is transmitted to the continuously variable transmission 500. When the reverse brake 410 is engaged and the forward clutch 406 is released, the forward / reverse switching device 400 enters the reverse engagement state. In this state, the input shaft 502 is rotated in the reverse direction with respect to the turbine shaft 304. As a result, the driving force in the reverse direction is transmitted to the continuously variable transmission 500. When both forward clutch 406 and reverse brake 410 are released, forward / reverse switching device 400 enters a neutral state in which power transmission is interrupted.

  The continuously variable transmission 500 includes a primary pulley 504 provided on the input shaft 502, a secondary pulley 508 provided on the output shaft 506, and a transmission belt 510 wound around these pulleys. Power is transmitted using frictional forces between the pulleys and the transmission belt 510.

  Each pulley is composed of a hydraulic cylinder so that the groove width is variable. By controlling the hydraulic pressure of the hydraulic cylinder of the primary pulley 504, the groove width of each pulley changes. As a result, the engagement diameter of the transmission belt 510 is changed, and the gear ratio GR (= primary pulley rotation speed NIN / secondary pulley rotation speed NOUT) is continuously changed.

  As shown in FIG. 2, an ECU (Electronic Control Unit) 900 includes an engine speed sensor 902, a turbine speed sensor 904, a vehicle speed sensor 906, a throttle opening sensor 908, a cooling water temperature sensor 910, an oil temperature sensor 912, an accelerator. An opening sensor 914, a foot brake switch 916, a position sensor 918, a primary pulley rotation speed sensor 922, and a secondary pulley rotation speed sensor 924 are connected.

  The engine speed sensor 902 detects the engine speed (engine speed) NE of the engine 200. The turbine rotation speed sensor 904 detects the rotation speed (turbine rotation speed) NT of the turbine shaft 304. The vehicle speed sensor 906 detects the vehicle speed V. The throttle opening sensor 908 detects the opening degree θ (TH) of the electronic throttle valve. Cooling water temperature sensor 910 detects cooling water temperature T (W) of engine 200. The oil temperature sensor 912 detects the oil temperature T (C) of the continuously variable transmission 500 or the like. The accelerator opening sensor 914 detects the accelerator pedal opening A (CC). The foot brake switch 916 detects whether or not the foot brake is operated. The position sensor 918 detects the position P (SH) of the shift lever 920 by determining whether the contact provided at the position corresponding to the shift position is ON or OFF. Primary pulley rotation speed sensor 922 detects the rotation speed NIN of primary pulley 504. Secondary pulley rotation speed sensor 924 detects rotation speed NOUT of secondary pulley 508. A signal representing the detection result of each sensor is transmitted to ECU 900. The turbine rotational speed NT coincides with the primary pulley rotational speed NIN during forward traveling with the forward clutch 406 engaged. The vehicle speed V becomes a value corresponding to the secondary pulley rotation speed NOUT. Therefore, when the vehicle is stopped and the forward clutch 406 is engaged, the turbine speed NT is zero.

ECU 900 includes a CPU (Central Processing Unit), a memory, an input / output interface, and the like. The CPU performs signal processing according to a program stored in the memory. Thereby, output control of the engine 200, shift control of the continuously variable transmission 500, belt clamping pressure control, engagement / release control of the forward clutch 406, engagement / release control of the reverse brake 410, and the like are executed.

  Output control of the engine 200 is performed by an electronic throttle valve 1000, a fuel injection device 1100, an ignition device 1200, and the like. The shift control of the continuously variable transmission 500, the belt clamping pressure control, the engagement / release control of the forward clutch 406, and the engagement / release control of the reverse brake 410 are hydraulic controls corresponding to the hydraulic control device described in the claims. This is done by circuit 2000.

  A part of the hydraulic control circuit 2000 will be described with reference to FIG. The hydraulic control circuit 2000 described below is an example, and the present invention is not limited to this.

  Oil pressure is supplied from the oil pump 310 to the oil pressure supply circuit 2000. The hydraulic control circuit 2000 includes a primary regulator valve 2100, a secondary regulator valve 2200, an SLU linear solenoid valve 2300, a lockup relay valve 2400, a lockup control valve 2500, and an LUB control valve 2600.

  In the present embodiment, the SLU linear solenoid valve 2300 corresponds to the first valve described in the claims. The secondary regulator valve 2200 or the lockup control valve 2500 corresponds to the second valve described in the claims. The LUB control valve 2600 corresponds to the third valve described in the claims.

  The oil pump 310 has two output ports, a main port and a sub port. The hydraulic pressure output from the main port is supplied to the line pressure oil path 2002. The hydraulic pressure in the line pressure oil path 2002 is regulated by the primary regulator valve 2100. The primary regulator valve 2100 is supplied with control pressure from an SLT linear solenoid valve (not shown). The spool of the primary regulator valve 2100 slides up and down in FIG. 3 according to the supplied control pressure. As a result, the hydraulic pressure in the line pressure oil passage 2002 is regulated (adjusted) by the primary regulator valve 2100. The hydraulic pressure adjusted by primary regulator valve 2100 is used as line pressure PL.

  Excess oil that has flowed out (discharged) from the primary regulator valve 2100 when adjusting the line pressure is supplied to the secondary oil passage 2202. Secondary pressure SEC in secondary oil passage 2202 is regulated by secondary regulator valve 2200.

  The secondary regulator valve 2200 is supplied with a control pressure from an SLU linear solenoid valve 2300 that adjusts the hydraulic pressure. The spool of the secondary regulator valve 2200 slides up and down in FIG. 3 according to the supplied control pressure. Thereby, the secondary pressure SEC is generated. As will be described later, the secondary pressure SEC is supplied to the torque converter 300 when the lockup clutch 308 is released. Accordingly, the secondary regulator valve 2200 controls the lock-up clutch 308 to be in the released state by being supplied with the hydraulic pressure adjusted by the SLU linear solenoid valve 2300.

  When the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is low, the spool of the secondary regulator valve 2200 shifts to the right side in FIG. 3, and the amount of oil discharged from the secondary regulator valve 2200 increases. As a result, the secondary pressure SEC is lowered.

  On the other hand, when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is high, the spool of the secondary regulator valve 2200 shifts to the left side in FIG. 3, and the amount of oil discharged from the secondary regulator valve 2200 decreases. As a result, the secondary pressure SEC increases.

  Thus, in the present embodiment, secondary regulator valve 2200 increases the secondary pressure as the hydraulic pressure adjusted by SLU linear solenoid valve 2300 increases. That is, secondary regulator valve 2200 increases the hydraulic pressure supplied to torque converter 300 as the hydraulic pressure adjusted by SLU linear solenoid valve 2300 increases.

  Excess oil that has flowed out (discharged) from the secondary regulator valve 2200 when adjusting the line pressure is supplied to the oil cooler 3000 and the lubrication system 4000 of the drive train. As will be described later, the hydraulic pressure supplied to oil cooler 3000 and lubrication system 4000 is adjusted by LUB control valve 2600.

  The hydraulic pressure output from the sub-port of the oil pump 310 is supplied to the oil cooler 3000 and the drive train lubrication system 4000 via the primary regulator valve 2100 and the secondary regulator valve 2200 when the engine speed increases to some extent.

  The SLU linear solenoid valve 2300 is supplied with a hydraulic pressure adjusted to a desired value using a line pressure as a source pressure by using a modulator valve (not shown) or the like. SLU linear solenoid valve 2300 is controlled by ECU 900. In the present embodiment, SLU linear solenoid valve 2300 outputs a higher hydraulic pressure as the load on engine 200 that is a drive source connected to the drive train is larger.

  The lockup relay valve 2400 supplies the secondary pressure SEC to the engagement side oil chamber (pump impeller 302 side) and the release side oil chamber (a space defined by the lockup clutch 308 and the cover) of the torque converter 300. Selectively switch between.

  Lock-up relay valve 2400 operates in accordance with hydraulic pressure supplied from an SL solenoid valve (not shown) controlled by ECU 900. As an example, the SL solenoid valve is an on-off solenoid valve. If the hydraulic pressure is not output from the SL solenoid valve and the spool of the lockup relay valve 2400 is in the state shown in “OFF” in FIG. 3 (the left side state) by the biasing force of the spring, the secondary pressure SEC is The oil is supplied to the release side oil chamber of the torque converter 300, and the oil pressure of the engagement side oil chamber is supplied to the oil cooler 3000 and the lubrication system 4000 of the drive train. In this state, the lockup clutch 308 is pulled away from the cover, and the lockup clutch 308 is released.

  In the released state, the hydraulic pressure supplied to the torque converter 300 is regulated by the secondary regulator valve 2200 described above. In the present embodiment, the secondary regulator valve 2200 increases the secondary pressure SEC, that is, the hydraulic pressure supplied to the torque converter 300 as the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 increases, and the SLU linear solenoid valve 2300 As the load on the engine 200 is larger, the higher hydraulic pressure is output. As a result, the larger the load on the engine 200, that is, the torque input to the torque converter 300, the higher the hydraulic pressure supplied to the torque converter 300. Therefore, the greater the torque input to torque converter 300, the greater the return of hydraulic pressure in torque converter 300. Therefore, the heat generated in the torque converter 300 can be effectively discharged.

  When the hydraulic pressure is supplied from the SL solenoid valve to the lockup relay valve 2400, the spool of the lockup relay valve 2400 is in a state indicated by “ON” in FIG. 3 (right state). In this case, the secondary pressure SEC is supplied to the engagement side oil chamber of the torque converter 300, and the hydraulic pressure is drained from the release side oil chamber of the torque converter 300. Therefore, the lockup clutch 308 is pressed against the cover side, and the lockup clutch 308 is engaged.

  In the engaged state, the torque capacity of the lockup clutch 308, that is, the differential pressure between the engagement side oil chamber and the release side oil chamber is adjusted by the lockup control valve 2500. Therefore, when the spool of the lock-up relay valve 2400 is in the state shown as “ON” in FIG. 3, the lock-up control valve 2500 is supplied with the hydraulic pressure adjusted by the SLU linear solenoid valve 2300, so that the torque converter The hydraulic pressure supplied to 300 is adjusted.

  When the hydraulic pressure is supplied from the SL solenoid valve to the lockup relay valve 2400 and the spool of the lockup relay valve 2400 is in the state shown in “ON” in FIG. 3 (the state on the right side), the secondary pressure SEC is locked up. Since it is supplied to the lockup control valve 2500 via the relay valve 2400, when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is low, the spool of the lockup control valve 2500 shifts to the left side in FIG. The amount of oil discharged from the release side oil chamber through the drain port of the up control valve 2500 is reduced. As a result, the differential pressure between the engagement side oil chamber and the release side oil chamber is reduced, and the torque capacity of the lockup clutch 308 is reduced.

  On the other hand, when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is high, the spool of the lock-up control valve 2500 shifts to the right side in FIG. 3 and from the release side oil chamber via the drain port of the lock-up control valve 2500. The amount of oil discharged increases. As a result, the differential pressure between the engagement side oil chamber and the release side oil chamber increases, and the torque capacity of the lockup clutch 308 increases.

  Thus, in the present embodiment, lockup control valve 2500 controls the torque capacity of lockup clutch 308. In this embodiment, the SLU linear solenoid valve 2300 outputs a higher hydraulic pressure as the load of the engine 200 is larger. As a result, when the lockup clutch 308 is engaged, the load of the engine 200, that is, the torque converter. As the torque input to 300 increases, the torque capacity of the lockup clutch 308 increases. Therefore, the input large torque can be sufficiently transmitted to the continuously variable transmission 500.

  Since the hydraulic pressure supplied to the engagement side oil chamber is the secondary pressure SEC, when the lockup clutch 308 is engaged, the secondary regulator valve 2200 causes the differential pressure between the engagement side oil chamber and the release side oil chamber. That is, it can be said that the torque capacity of the lock-up clutch 308 is adjusted.

  The hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is also supplied to the LUB control valve 2600. The LUB control valve 2600 adjusts the hydraulic pressure supplied to the oil cooler 3000 and the drive train lubrication system 4000 when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is supplied. More specifically, the LUB control valve 2600 regulates the oil pressure supplied to the check valve 2602 by using the oil pressure supplied via a modulator valve (not shown) as a source pressure, thereby providing an oil cooler 3000 and a lubrication system. The hydraulic pressure supplied to 4000 is adjusted.

  In this embodiment, since the LUB control valve 2600 is a normally closed valve, when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is low, the spool of the LUB control valve 2600 is shown in FIG. The state shifts to the right side, and the hydraulic pressure supplied from the LUB control valve 2600 to the check valve 2602 decreases. In this case, the hydraulic pressure supplied to the oil cooler 3000 and the lubrication system 4000 is easily discharged from the check valve 2602.

  On the other hand, when the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is high, the spool of the LUB control valve 2600 shifts to the left side in FIG. 3 due to the biasing force of the spring and is supplied from the LUB control valve 2600 to the check valve 2602. The hydraulic pressure increases. In this case, the hydraulic pressure supplied to the oil cooler 3000 and the lubrication system 4000 is difficult to be discharged from the check valve 2602. Therefore, the hydraulic pressure supplied to the oil cooler 3000 and the lubrication system 4000 can be maintained high.

  Thus, in the present embodiment, LUB control valve 2600 increases the hydraulic pressure supplied to oil cooler 3000 and lubrication system 4000 as the hydraulic pressure adjusted by SLU linear solenoid valve 2300 increases.

  In the present embodiment, the SLU linear solenoid valve 2300 outputs a higher hydraulic pressure as the load of the engine 200 is larger. As a result, the greater the torque input from the engine 200 to the drive train, the greater the lubrication system 4000 has. The supplied hydraulic pressure is increased. Accordingly, sufficient lubricating oil can be supplied to the drive train in an operating state where lubrication is required.

  In FIG. 4, the hydraulic pressure adjusted by the SLU linear solenoid valve 2300, the secondary pressure SEC, the differential pressure between the engagement side oil chamber and the release side oil chamber of the torque converter 300, the oil cooler 3000 and the lubrication system 4000 are supplied. And the hydraulic pressure regulated by the LUB control valve 2600.

  As described above, in this embodiment, the hydraulic pressure adjusted by the SLU linear solenoid valve 2300 is adjusted to the hydraulic pressure of the secondary regulator valve 2200 or the lockup control valve 2500 that controls the lockup clutch 308 and the lubrication system 4000. It can be used as the control pressure for both valves with the LUB control valve 2600. Therefore, the SLU that generates the control pressure of the lockup control valve 2500 that adjusts the torque capacity of the lockup clutch 308 is provided without providing a dedicated valve that generates the control pressure of the LUB control valve 2600 that adjusts the hydraulic pressure of the lubrication system. The linear solenoid valve 2300 can be used to control both the hydraulic pressure supplied to the torque converter 300 and the hydraulic pressure of the lubrication system 4000.

[Modification]
In the above-described embodiment, the normally closed LUB control valve 2600 is used. However, as shown in FIG. 5, a normally open LUB control valve 2610 may be used. When the normally open type LUB control valve 2610 is used, the oil pressure adjusted by the SLU linear solenoid valve 2300, the secondary pressure SEC, the differential pressure between the engagement side oil chamber and the release side oil chamber of the torque converter 300, the oil The relationship between the hydraulic pressure supplied to the cooler 3000 and the lubrication system 4000 and the hydraulic pressure regulated by the LUB control valve 2600 is shown in FIG. 6 or FIG.

  In addition, the port from which oil pressure is output from the oil pump 310 may be switched by a solenoid valve. The oil pump 310 may be provided with only one output port. Furthermore, the hydraulic pressure adjusted by a solenoid valve other than the SLU linear solenoid valve 2300 may be used as the control pressure of either the secondary regulator valve 2200 or the lockup control valve 2500.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 drive device, 200 engine, 300 torque converter, 302 pump wheel, 304 turbine shaft, 306 turbine wheel, 308 lock-up clutch, 310 oil pump, 500 continuously variable transmission, 600 reduction gear, 700 differential gear device, 800 Drive wheel, 900 ECU, 2000 Hydraulic control circuit, 2002 Line pressure oil passage, 2100 Primary regulator valve, 2200 Secondary regulator valve, 2202 Secondary oil passage, 2300 SLU linear solenoid valve, 2400 Lock-up relay valve, 2500 Lock-up control valve 2600, 2610 LUB control valve, 2602 check valve, 3000 oil cooler, 4000 lubrication system.

Claims (2)

A drive train hydraulic pressure supply device including a torque converter having a lock-up clutch and a transmission coupled to the torque converter,
A first valve for adjusting the hydraulic pressure;
A second valve that controls the lock-up clutch by being supplied with hydraulic pressure adjusted by the first valve;
A third valve that adjusts the oil pressure of the lubrication system of the drive train by being supplied with the oil pressure adjusted by the first valve ;
The second valve increases the torque capacity of the lock-up clutch as the hydraulic pressure adjusted by the first valve increases.
The third valve increases the oil pressure of the lubrication system as the oil pressure adjusted by the first valve increases.
The first valve is a drive train hydraulic pressure supply device that increases the hydraulic pressure supplied to the second valve and the third valve as the load of a drive source connected to the drive train increases .   The drive train hydraulic pressure supply device according to claim 1, wherein the first valve is a solenoid valve.

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