JP2010007781A - Hydraulic control device - Google Patents

Abstract

[PROBLEMS] To supply a sufficient amount of oil to a release hydraulic chamber when releasing a lockup clutch, and avoiding excessive oil being discharged from an oil pump driven by an engine when the lockup clutch is engaged. Provide a hydraulic control device that can.
A lockup clutch provided in parallel with a fluid transmission device 3, a release hydraulic chamber 15 for releasing the lockup clutch, an engagement hydraulic chamber 14 for engaging the lockup clutch, and the power of the engine 2 In the hydraulic control apparatus including the first oil pump 99 driven by the first oil pump 99 and the second oil pump 38 driven by the power of the electric motor 39 and the first oil pump 99 and the second oil pump 99 when the lockup clutch is released. When engaging the lock-up clutch with the oil passages 49 and 119 that supply the oil discharged from the oil pump 38 to the release hydraulic chamber 15, the oil discharged from the first oil pump 38 is supplied to the lubricated part 110. The switching valve 102 is provided.
[Selection] Figure 1

Description

  The present invention relates to a hydraulic control device having a fluid transmission device that transmits power by the kinetic energy of oil and a lock-up clutch provided in parallel with the fluid transmission device.

  Generally, a clutch mechanism may be provided in a power transmission path from a power source of a vehicle to wheels. As this clutch mechanism, a fluid transmission device, a friction transmission device, and the like are known, and this fluid transmission device has an advantage that torque fluctuations of a power source are hardly transmitted to wheels. On the other hand, since the fluid transmission device is a device that transmits power by the kinetic energy of the fluid, it has a characteristic that the power loss is larger than that of the friction transmission device. Therefore, when this fluid transmission device is used, a reduction in power loss can be suppressed by using a lock-up clutch together. As described above, the hydraulic transmission device and the lockup clutch are provided in parallel on the power transmission path from the power source of the vehicle to the wheels, and the hydraulic control device supplies oil to these fluid transmission device and the lockup clutch. An example is described in Patent Document 1.

  In the vehicle described in Patent Document 1, a crankshaft of an engine is connected to a fluid transmission device so that transmission power can be transmitted. This fluid transmission device has a pump impeller and a turbine runner, and a crankshaft is connected to the pump impeller. An input shaft is connected to the turbine runner. Furthermore, a lockup clutch is provided for connecting the turbine runner and the crankshaft so as to transmit power by frictional force. An apply chamber and a release chamber are formed in the casing constituting the fluid transmission device, and the lockup clutch is engaged when the oil pressure in the apply chamber is increased. On the other hand, when the hydraulic pressure in the release chamber is increased, the lockup clutch is released.

  Further, a forward / reverse switching device and a belt-type continuously variable transmission are provided in the power transmission path from the input shaft to the wheels. The forward / reverse switching device is a device that changes the rotational direction of the input shaft of the belt-type continuously variable transmission to normal or reverse with respect to the rotational direction of the input shaft. This forward / reverse switching device is constituted by a planetary gear mechanism. The belt type continuously variable transmission is configured by winding a belt around a primary pulley and a secondary pulley, and is provided with a primary oil chamber for a primary pulley and a secondary oil chamber for a secondary pulley.

  On the other hand, a low pressure oil pump driven by an engine and a high pressure oil pump driven by a motor are provided. The oil discharged from the high pressure oil pump is supplied to the primary oil chamber and the secondary oil chamber. A part of the oil discharged from the high pressure oil pump is also supplied to the apply chamber. Further, the oil discharged from the low-pressure oil pump is supplied to the release chamber and the lubricated part. The lubricated part is a part that is lubricated and cooled by oil, and the meshing part of the gears constituting the forward / reverse switching device and the contact part between the belt and the pulley correspond to the lubricated part. An example of a hydraulic control device for a vehicle is also described in Patent Document 2, Patent Document 3, and Patent Document 4.

JP 2001-227606 A JP 2007-198547 A JP 2000-190858 A Japanese Patent Laid-Open No. 1-116376

  By the way, in a vehicle in which a fluid transmission device and a lock-up clutch are provided in parallel in a power transmission path from the engine to the wheels, if the vehicle suddenly decelerates when the lock-up clutch is engaged, the engine stall In order to avoid this, control is performed to release the lock-up clutch. Thus, the amount of oil to be supplied to the release chamber increases in order to release the lockup clutch, but the vehicle is decelerating and the engine speed is relatively low, and the oil driven by the engine Since the pump is a low pressure oil pump, there is a disadvantage that the amount of oil supplied to the release chamber is insufficient. In order to avoid such an inconvenience, it is conceivable to design the oil pump driven by the engine to have a large capacity. However, when the capacity of the oil pump driven by the engine is increased, there is a problem that the oil becomes excessive when the oil discharged from the oil pump is supplied to the lubrication system.

  This invention is made against the background described above, and when releasing the lock-up clutch, a sufficient amount of oil can be supplied to the release hydraulic chamber, while when no oil is supplied to the release hydraulic chamber, It is an object of the present invention to provide a hydraulic control device that can avoid discharging excessive oil from an oil pump driven by an engine.

  According to a first aspect of the present invention, there is provided a fluid transmission device that transmits power by the kinetic energy of oil between the first rotating member and the second rotating member, the engagement and release are controlled by hydraulic pressure, and the first rotation A release hydraulic chamber that is provided in parallel with a lockup clutch that transmits power by frictional force between the member and the second rotating member, and that increases the hydraulic pressure when releasing the lockup clutch; and the lock The hydraulic pressure chamber includes an engagement hydraulic chamber whose hydraulic pressure is increased when the up clutch is engaged, and a first oil pump that can discharge oil supplied to the release hydraulic chamber and is driven by an engine. In the control device, the second oil pump provided separately from the first oil pump and driven by an electric motor to discharge oil, and the lock-up When the latch is released, the lockup clutch is engaged with a first supply oil passage through which oil discharged from the first oil pump and the second oil pump is supplied to the release hydraulic chamber. When the lockup clutch is engaged with the second supply oil passage through which the oil discharged from the second oil pump is supplied to the engagement hydraulic chamber, the first oil pump When releasing the lock-up clutch and the lubricated part to which the oil discharged from the oil is supplied, the oil discharged from the first oil pump is guided to the first oil supply path, while the lock-up clutch is When engaged, the oil discharged from the first oil pump is supplied so that the oil discharged from the first oil pump is guided to the lubricated portion. And it is characterized in that it comprises a switching valve for switching preceding the selectively.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the switching valve operates in a predetermined direction to switch a supply destination of oil discharged from the first oil pump. The first supply oil passage includes a lock-up clutch control valve, and the lock-up clutch control valve has a second valve body that operates in a predetermined direction. In the lockup clutch control valve, when the lockup clutch is engaged, the second valve body operates to supply oil discharged from the second oil pump to the engagement hydraulic chamber, When releasing the lock-up clutch, the second valve element operates to supply oil discharged from the first oil pump and oil discharged from the second oil pump to the release hydraulic chamber. A signal oil pressure generating mechanism for generating a signal oil pressure for controlling the operation of the second valve body of the lock-up clutch control valve, and a signal oil pressure generated by the signal oil pressure generating mechanism for the operation of the second valve body and A signal oil passage shared for switching the operation of the first valve body of the switching valve is provided.

  According to the first aspect of the present invention, when releasing the engaged lock-up clutch, the oil discharged from the first oil pump and the second oil pump is released via the first supply oil passage. The shortage of oil in the release hydraulic chamber can be avoided by being supplied to the hydraulic chamber. On the other hand, when engaging the released lock-up clutch, the oil discharged from the second oil pump is supplied to the engagement hydraulic chamber via the second supply oil passage and switched. The operation of the valve is switched to supply the oil discharged from the first oil pump to the lubricated part. In this way, when the lockup clutch is engaged, the capacity of the first oil pump is sufficient to cover the amount of oil supplied to the lubricated part, and the discharge amount of the first oil pump is avoided from becoming excessive. it can. Therefore, loss of energy for driving the first oil pump can be reduced, and reduction in fuel consumption of the engine can be suppressed.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the first valve body of the switching valve is operated, and the supply destination of the oil discharged from the first oil pump is Switch to release hydraulic chamber or lubricated part. Further, when the lockup clutch is engaged, the oil discharged from the second oil pump can be supplied to the engagement hydraulic chamber by operating the second valve body of the lockup clutch control valve. On the other hand, when releasing the lockup clutch, the oil discharged from the first oil pump and the second oil pump is supplied to the release hydraulic chamber by operating the second valve body of the lockup clutch control valve. be able to. Furthermore, the signal oil pressure generated by the signal oil pressure generating mechanism can be shared for switching the operation of the first valve body and the operation of the second valve body. It is not necessary to provide a dedicated actuator for operating the first valve body of the switching valve. Therefore, an increase in the number of parts of the hydraulic control device can be suppressed, an increase in the manufacturing cost of the hydraulic control device can be suppressed, and further, an increase in the size of the hydraulic control device can be suppressed.

  Next, an embodiment of the hydraulic control device of the present invention will be described. The vehicle that is the object of the present invention is a two-wheel drive vehicle configured to transmit the power of the driving force source to either the front wheels or the rear wheels, or the power of the driving force source is transmitted to both the front wheels and the rear wheels. Any of the four-wheel drive vehicles of a structure may be sufficient. A first rotating member and a second rotating member that form a power transmission path from the driving force source to the wheels are provided. The rotating member includes a rotating shaft, a gear, a connecting drum, a pulley, a sprocket, and the like. Further, a transmission can be provided in the power transmission path. As the transmission, a continuously variable transmission or a stepped transmission can be used. This continuously variable transmission is a transmission that can change the ratio between the input rotational speed and the output rotational speed, that is, the speed ratio continuously (continuously). The continuously variable transmission includes a belt type continuously variable transmission, a toroidal type continuously variable transmission, and the like.

  Further, when a continuously variable transmission is used as the transmission, a forward / reverse switching device is provided in the power transmission path. This forward / reverse switching device is a device that switches the rotation direction of the output rotation member between the rotation direction of the input rotation member and the rotation direction of the output rotation member, either a device using a planetary gear mechanism or a parallel shaft gear type device. Good. When a planetary gear mechanism is used as the forward / reverse switching device, either a single pinion planetary gear mechanism or a double pinion planetary gear mechanism may be used. Further, when a forward / reverse switching device is configured using a planetary gear mechanism, a friction clutch and brake are used to control rotation / stop of the rotating elements of the planetary gear mechanism and engagement / release of the rotating elements. It is possible to use. When a parallel shaft gear type is used as the forward / reverse switching device, a meshing type clutch and brake can be used. The stepped transmission is a transmission that can change the ratio between the input rotation speed and the output rotation speed, that is, the gear ratio stepwise (discontinuously). The stepped transmission includes a planetary gear type transmission, a selection gear type transmission, and the like.

  As the driving force source, a single driving force source or a plurality of types of driving force sources having different power generation principles can be used. For example, an engine, an electric motor, a hydraulic motor, a flywheel system, or the like can be used as a plurality of types of driving force sources having different power generation principles. Further, the hydraulic control device is a vehicle having a power train configured such that the power of the driving force source is transmitted to either the front wheels or the rear wheels, that is, the two-wheel drive vehicle, or the power of the power source is the front wheels and the rear wheels. The present invention is applicable to any vehicle having a power train configured to be transmitted to both wheels, that is, a four-wheel drive vehicle. Furthermore, power transmission can be performed by the fluid transmission device between the first rotating member and the second rotating member.

  Furthermore, in the present invention, a power transmission path from the driving force source to the wheels is formed, and the fluid transmission device and the lockup clutch are provided in parallel in the power transmission path. This lock-up clutch is a power transmission device that transmits power by frictional force. Further, the hydraulic oil supplied to the fluid transmission device is shared with the oil used for engaging and releasing the lockup clutch. Furthermore, the lubricated part is an element or part that generates heat, wear, seizing, sliding, etc., and the lubricated part is lubricated or cooled by oil. The lubricated part includes a meshing part of gears of a gear transmission arranged in a power transmission path, a contact part between a pulley and a belt of a belt type continuously variable transmission, a power roller and a disk of a toroidal continuously variable transmission. Contact portion, bearings for supporting the rotating member, motor coils, and the like.

  The oil pump in the present invention may be either a positive displacement type or a non-positive displacement type. Further, the oil pump in the present invention may be either a rotary type or a reciprocating type. The signal oil pressure generating mechanism in the present invention includes a solenoid valve that generates a signal oil pressure, a controller that controls an energization current value of the solenoid valve, and the like. As this solenoid valve, a linear solenoid valve or a duty solenoid valve can be used. In the present invention, the supply oil passage and the signal oil passage are passages through which oil passes, and the supply oil passage and the signal oil passage include a through hole, a groove, a port (opening), a valve, and the like formed in the valve body. included. In the present invention, the lockup clutch control valve and the switching valve may be provided separately, or the lockup clutch control valve and the switching valve may be configured by a single valve. More specifically, the first valve body and the second valve body can be formed of a single part.

  Next, a specific example of the hydraulic control device of the present invention will be described with reference to the drawings. First, a power train of a vehicle having a hydraulic control device and a control system of the vehicle are shown in FIG. In the power train of the vehicle 1 shown here, a driving force source 2 and a torque converter 3 which is a kind of fluid transmission device are connected so as to be able to transmit power. The torque converter 3 and the forward / reverse switching device 4 are connected so that power can be transmitted. Further, the forward / reverse switching device 4 and the belt type continuously variable transmission 5 are connected so as to be able to transmit power. Furthermore, the belt-type continuously variable transmission 5 and the wheels (front wheels) 33 are connected so that power can be transmitted. Therefore, the vehicle 1 has a configuration in which engine torque is transmitted to the wheels 33 via the torque converter 3, the forward / reverse switching device 4, and the belt type continuously variable transmission 5.

  That is, in the drive train shown in FIG. 2, the forward / reverse switching device 4 is disposed between the torque converter 3 and the belt-type continuously variable transmission 5 in the power transmission direction. As the driving force source 2, at least one of an engine or an electric motor can be used. This engine is a power unit that burns fuel and converts its thermal energy into kinetic energy. As the engine, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like can be used. Hereinafter, a case where a gasoline engine is used as the driving force source 2 will be described. For convenience, the driving force source 2 will be referred to as “engine 2”. The intake pipe (not shown) of the engine 2 is provided with an electronic throttle valve (not shown), and the engine 2 has a crankshaft 6.

  A torque converter 3 is provided on the output side of the crankshaft 6. The torque converter 3 is a fluid transmission device that transmits power between the input member and the output member by the kinetic energy of hydraulic oil. The torque converter 3 is configured by providing a pump impeller 8 and a turbine runner 9 inside a casing 7, and the pump impeller 8 is connected to the crankshaft 6 by the casing 7 so that power can be transmitted. On the other hand, the turbine runner 9 is connected to the input shaft 10 so as to rotate integrally. The casing 7 is an input member, and the input shaft 10 is an output member. The pump impeller 8 and the turbine runner 9 are provided with a large number of blades (not shown), and a converter oil chamber 11 is formed between the pump impeller 8 and the turbine runner 9. The hydraulic oil is supplied via the chamber 11, and power is transmitted to the turbine runner 9 by the kinetic energy of the hydraulic oil generated by the rotation of the pump impeller 8. In addition, a stator 12 that selectively changes the flow direction of the hydraulic oil fed from the turbine runner 9 and flows into the pump impeller 8 is disposed in the inner peripheral portion of the pump impeller 8 and the turbine runner 9. Yes. The torque transmitted between the pump impeller 8 and the turbine runner 9 is amplified by the action of the stator 12.

  Furthermore, a lockup clutch 13 for selectively connecting or releasing the casing 7 and the input shaft 10 is provided. The lockup clutch 13 is a frictional transmission torque control mechanism, and is configured such that the transmission torque is controlled by pressing a friction material that rotates together with the input shaft 10 against the front cover of the casing 7. In order to control the transmission torque of the lockup clutch 13, an engagement hydraulic chamber 14 and a release hydraulic chamber 15 are provided. The engagement hydraulic chamber 14 and the release hydraulic chamber 15 are formed inside the casing 7. Based on the pressure difference between the engagement hydraulic chamber 14 and the release hydraulic chamber 15, the lockup clutch 13 is engaged or released. Specifically, when the hydraulic pressure in the engagement hydraulic chamber 14 becomes higher than the hydraulic pressure in the release hydraulic chamber 15, the friction material is pressed against the front cover to increase the frictional force. In this way, the transmission torque of the lockup clutch is increased (engaged). On the other hand, when the hydraulic pressure in the engagement hydraulic chamber 14 is lower than the hydraulic pressure in the release hydraulic chamber 15, the friction material is separated from the front cover and the frictional force is reduced. In this way, the transmission torque of the lockup clutch 13 is reduced (released).

  In this embodiment, when the lockup clutch 13 is released, power transmission by the frictional force of the lockup clutch 13 is impossible. On the other hand, when the lockup clutch 13 is engaged, power transmission by the frictional force of the lockup clutch 13 is possible. In this embodiment, “engagement of the lock-up clutch 13” includes “slip of the lock-up clutch 13”. That is, even when the lockup clutch 13 is slipping, power transmission by the frictional force of the lockup clutch 13 is possible. The converter oil chamber 11 is in communication with the engagement hydraulic chamber 14, and when the oil pressure in the converter oil chamber 11 increases, the oil pressure in the engagement hydraulic chamber 14 increases and the oil pressure in the converter 11 oil chamber decreases. The hydraulic pressure in the engagement hydraulic chamber 14 is configured to decrease.

  On the other hand, the forward / reverse switching device 4 is a device that switches the rotational direction of the primary shaft 16 of the belt-type continuously variable transmission 5 with respect to the rotational direction of the input shaft 10. As the forward / reverse switching device 4, a double pinion type planetary gear mechanism is employed in the example shown in FIG. That is, a sun gear 17 that rotates integrally with the input shaft 10 and a ring gear 18 that is arranged coaxially with the sun gear 17 are provided, and a pinion gear 19 that meshes with the sun gear 17, and meshes with the pinion gear 19 and the ring gear 18. A pinion gear 20 is provided, and the two pinion gears 19 and 20 are held by a carrier 21 so as to rotate and revolve freely.

  Further, the forward / reverse switching device 4 includes a forward clutch 22 that selectively couples and releases the input shaft 10 and the carrier 21 so that power can be transmitted. The forward / reverse switching device 4 includes a reverse brake 23 that selectively fixes (stops) the ring gear 18 to switch the rotation direction of the primary shaft 16 with respect to the rotation direction of the input shaft 10. In this embodiment, as the forward clutch 22 and the reverse brake 23, hydraulically controlled clutches and brakes are used. That is, a clutch hydraulic chamber 24 for controlling the transmission torque of the forward clutch 22 is provided, and a brake hydraulic chamber 25 for controlling the braking force or torque capacity of the reverse brake 23 is provided. The belt type continuously variable transmission 5 includes a primary shaft 16 and a secondary shaft 26 that are arranged in parallel to each other. A primary pulley 27 that rotates integrally with the primary shaft 16 is provided, and a secondary pulley 28 that rotates integrally with the secondary shaft 26 is provided.

  The primary pulley 27 has a fixed piece (not shown) fixed in the axial direction and a movable piece (not shown) configured to be movable in the axial direction. A groove is formed between the fixed piece and the movable piece, and a primary hydraulic chamber 29 for controlling the axial thrust applied to the movable piece is provided. On the other hand, the secondary pulley 28 has a fixed piece (not shown) fixed in the axial direction and a movable piece (not shown) configured to be movable in the axial direction. A groove is formed between the fixed piece and the movable piece, and a secondary hydraulic chamber 30 for controlling the axial thrust applied to the movable piece is provided. Further, a differential 32 is connected to the secondary shaft 26 with a gear transmission 31 interposed therebetween, and wheels (front wheels) 33 are connected to the differential 32 so that power can be transmitted.

  Next, a control system of the vehicle 1 shown in FIG. 2 will be described. First, an electronic control unit (ECU) 34 is provided. The electronic control unit 34 includes an engine speed, a speed of the primary shaft 16, a speed of the secondary shaft 26, a vehicle speed, an acceleration request, a braking request, an oil Signals indicating temperature, outside temperature, shift position, etc. are input. The electronic control device 34 outputs a signal for controlling the engine 2, a signal for controlling the hydraulic control device 35, and the like. The control of the hydraulic control device 35 controls the engagement and disengagement of the lockup clutch 13, the transmission torque of the forward clutch 22 of the forward / reverse switching device 4 and the braking force of the reverse brake 23, and the belt type The gear ratio and transmission torque in the step transmission 5 are controlled. For this purpose, the electronic control unit 34 includes a lockup clutch control map for controlling the engagement and disengagement of the lockup clutch 13 based on the vehicle speed and the acceleration request, and a speed change for controlling the gear ratio of the belt type continuously variable transmission 5. A ratio control map and the like are stored.

  In the vehicle 1 configured as described above, the torque output from the engine 2 is transmitted to the wheels 33 via the torque converter 3, the forward / reverse switching device 4, and the belt type continuously variable transmission 5. The control of the lockup clutch 13 will be described. When the hydraulic pressure in the engagement hydraulic chamber 14 is increased and the lockup clutch 13 is engaged, power is transmitted by frictional force. On the other hand, when the hydraulic pressure in the release hydraulic chamber 15 is increased and the lockup clutch 13 is released, power is transmitted by the kinetic energy of the hydraulic oil. Thus, when the lockup clutch 13 is released, in the torque converter 3, when the speed ratio between the casing 7 and the input shaft 10 is in a region (torque converter range) less than 1.0, the stator 12. Torque amplification is performed by the function. On the other hand, in the region where the speed ratio between the casing 7 and the input shaft 10 is closer to 1.0 than the torque converter range, torque amplification is not performed in the (fluid coupling range).

  In this way, engine torque is transmitted to the input shaft 10. Next, the control of the forward / reverse switching device 4 will be described. When a forward position, for example, a D (drive) position is selected as the shift position, the hydraulic pressure in the clutch hydraulic chamber 24 is increased, the forward clutch 22 is engaged, and the brake hydraulic chamber 25 is engaged. And the reverse brake 23 is released. Then, the input shaft 10 and the carrier 21 rotate integrally, and the torque of the input shaft 10 is transmitted to the primary shaft 16. On the other hand, when the reverse position is selected, the hydraulic pressure in the clutch hydraulic chamber 24 is reduced, the forward clutch 22 is released, and the hydraulic pressure in the brake hydraulic chamber 25 is increased, so The brake 23 is engaged. That is, the ring gear 18 is fixed. When the engine torque is transmitted to the sun gear 17, the ring gear 18 becomes a reaction force element, and the torque of the sun gear 17 is transmitted to the primary shaft 16 via the carrier 21. Here, the rotation direction of the primary shaft 16 is opposite to that in the forward position.

  Next, control of the belt type continuously variable transmission 5 will be described. As described above, the engine torque is transmitted to the primary shaft 16, and the belt type continuously variable transmission is performed based on various signals input to the electronic control unit 34 and data stored in advance in the electronic control unit 34. The gear ratio and torque capacity of the machine 5 are controlled. First, the control of the gear ratio of the belt type continuously variable transmission 5 will be described. The thrust applied to the movable piece of the primary pulley 27 is adjusted, and the winding radius of the belt 36 on the primary pulley 27 continuously changes. The gear ratio changes steplessly. Further, the clamping pressure applied from the secondary pulley 28 to the belt 36 is adjusted, and the transmission torque is controlled. A specific example of the hydraulic control device 35 that controls the lockup clutch 13, the forward / reverse switching device 4, and the belt type continuously variable transmission 5 configured as described above will be described.

(First example)
FIG. 1 is a first specific example of the hydraulic control device 35. The hydraulic control device 35 shown in FIG. 1 corresponds to the inventions of claims 1 and 2. First, an oil pump 38 for sucking oil from the oil pan 37 is provided. The oil pump 38 is an electric oil pump that is driven by an electric motor 39. The electric motor 39 is a power device that converts electric energy into kinetic energy, and a dedicated electric motor that drives the oil pump 38 can be used. Further, an electric motor 39 that generates torque to be transmitted to the wheel (front wheel) 33 or the rear wheel (not shown) may be provided, and the oil pump 38 may be driven by the electric motor 39. As the electric motor 39, a motor / generator capable of powering and regenerating can be used. A power source (not shown) is connected to the electric motor 39 via an electric circuit. As the power source, a secondary battery that can be charged and discharged, for example, a battery or a capacitor can be used. A fuel cell can also be used as a power source. The current value supplied from the power source to the electric motor 39 is configured to be controllable by the electronic control unit 34, and the rotational speed of the electric motor 39 can be controlled by controlling the current value. An oil passage 41 is connected to the discharge port 40 of the oil pump 38. Therefore, the amount of oil discharged from the oil pump 38 to the oil passage 41 can be controlled by controlling the rotation speed of the electric motor 39.

  The oil passage 41 is connected to the primary hydraulic chamber 29, the secondary hydraulic chamber 30, the clutch hydraulic chamber 24, and the brake hydraulic chamber 25, and a relief valve 42 for controlling the hydraulic pressure of the oil passage 41 is provided. . The relief valve 42 is a known valve having an input port 43, an output port 44, a signal pressure port 45, a spool 46, a spring 47, a feedback port 48, and the like. An input port 43 and a feedback port 48 are connected to the oil passage 41. Further, an oil passage 49 is connected to the output port 44. The spool 46 is configured to be linearly reciprocable, and the pressing force corresponding to the hydraulic pressure of the signal pressure port 45 and the pressing force of the spring 47 are the same in the direction along the axis with respect to the spool 46. It is a configuration added in the direction. In contrast, the oil pressure of the oil passage 41 acts on the feedback port 48, and a pressing force corresponding to the oil pressure of the feedback port 48 is applied to the spool 46 in the direction along the axis. Note that the direction of the pressing force acting on the spool 46 by the hydraulic pressure of the feedback port 48 and the direction of the pressing force acting on the spool 46 by the hydraulic pressure of the signal pressure port 45 are reversed. In the relief valve 42, the oil is discharged from the oil passage 41 to the oil passage 49 by the operation of the spool 46, and the oil pressure of the oil passage 41 is controlled, more specifically, the oil pressure of the oil passage 41 is determined in advance. It is suppressed that it becomes more than the hydraulic pressure.

  Next, the configuration of a hydraulic circuit for controlling the gear ratio of the belt type continuously variable transmission 5 will be described. First, a speed increasing gear ratio control valve 73 is provided in a path from the oil path 41 to the primary hydraulic chamber 29. The transmission ratio control valve 73 includes a spool 74 that can linearly reciprocate, a spring 75 that presses the spool 74 in one direction, and an input port 76 and an output port 77 whose opening area is controlled by the operation of the spool 74. And a signal pressure port 78 that applies a force in the same direction as the spring 75 to the spool 74, and a signal pressure port 79 that applies a force in the direction opposite to the spring 75 to the spool 74. The signal hydraulic pressure of the solenoid valve 68 is input to the signal pressure port 79, the oil passage 41 is connected to the input port 76, and the output port 77 is connected to the primary hydraulic chamber 29 via the oil passage 80.

  Further, a speed reduction ratio control valve 81 for speed reduction is connected to the oil passage 80. The transmission ratio control valve 81 includes a spool 82 that can linearly reciprocate, a spring 83 that presses the spool 82 in one direction, and an input port 84 and a drain port 85 whose opening area is controlled by the operation of the spool 82. A signal pressure port 86 that applies a force in the same direction as the spring 83 to the spool 82, and a signal pressure port 87 that applies a force in the opposite direction to the spring 83 to the spool 82. The signal oil pressure of the solenoid valve 68 is input to the signal pressure port 86, the oil passage 80 is connected to the input port 84, and the drain port 85 is connected to the oil pan 37. Further, a solenoid valve 88 that outputs a signal pressure input to the signal pressure ports 78 and 87 is provided. The solenoid valves 68 and 88 are both constituted by linear solenoid valves, and the signal hydraulic pressure can be controlled linearly. The speed ratio control valves 73 and 81 configured as described above both have a function as a flow rate control valve, and the pressure oil supplied to the primary hydraulic chamber 29 is controlled by the speed ratio control valve 73. The flow rate is controlled, and the flow rate of the pressure oil discharged from the primary hydraulic chamber 29 is controlled by the control of the transmission ratio control valve 81.

  Further, a pressure reducing valve 89 is provided in a path from the oil path 41 to the secondary hydraulic chamber 30. The pressure reducing valve 89 includes a spool 90 that can linearly reciprocate, a spring 91 that presses the spool 90 in one direction, an input port 92 and an output port 93 whose opening area is controlled by the operation of the spool 90, a spring The signal pressure port 94 applies a force in the same direction to the spool 90 to the spool 90, and the feedback port 95 applies a force opposite to the spring 91 to the spool 90. The oil passage 41 is connected to the input port 92, the output port 93 is connected to the secondary hydraulic chamber 30 via the oil passage 97, and the feedback port 95 is connected to the output port 93. Further, a solenoid valve 98 for inputting a signal pressure to the signal pressure ports 45 and 94 is provided. The solenoid valve 98 is a linear solenoid valve, and the signal pressure output from the solenoid valve 98 is controlled based on the transmission torque of the belt type continuously variable transmission 5. For example, control for increasing the signal pressure of the solenoid valve 98 is executed in proportion to the increase in the transmission path torque. Under the control of the pressure reducing valve 89, the pressure oil in the oil passage 41 is decompressed and supplied to the oil passage 97.

  Next, an oil passage and a mechanism connected to the oil passage 49 will be described. An oil pump 99 driven by the power of the engine 2 is provided. The oil pump 38 and the oil pump 99 have different characteristics. Specifically, the discharge pressure of the oil pump 38 is relatively high, and the discharge pressure of the oil pump 99 is relatively low. The oil pump 99 is configured to pump oil from the oil pan 37 and discharge the oil from the discharge port 100 to the oil passage 101. A switching valve 102 is disposed between the oil passage 101 and the oil passage 49. The switching valve 102 includes an input port 103, output ports 104 and 105, a spool 106, a signal pressure port 107, and a spring 108. The spool 106 can reciprocate in the direction along the axis, and the pressing force of the spring 108 is applied to the spool 106 in the axial direction. Further, a pressing force based on the signal pressure of the signal pressure port 107 is applied to the spool 106. Further, an oil passage 109 is connected to the output port 104, and an oil passage 49 is connected to the output port 105. Note that the pressing force applied to the spool 106 from the spring 108 is opposite to the pressing force applied to the spool 106 by the signal pressure. By the operation of the spool 106, the oil passage 101 is selectively connected to either the oil passage 49 or the oil passage 109.

  The oil passage 109 is a passage for supplying oil to the lubricated part 110. The lubricated portion 110 is a portion that is lubricated or cooled by oil. The lubricated portion 110 includes a meshing portion between the gears constituting the forward / reverse switching device 4, the belt 36 and the primary pulley 27 or the secondary pulley 28. And a rolling part of a bearing that supports the input shaft 10 or the propeller shaft 16 or the secondary shaft 26. A relief valve 111 that controls the oil pressure of the oil passage 49 is provided between the oil passage 49 and the oil passage 109. The relief valve 111 is a known valve having an input port 112, an output port 113, a signal pressure port 114, a spool 115, a spring 116, a feedback port 117, and the like. An input port 112 and a feedback port 117 are connected to the oil passage 49. Note that the signal pressure of the solenoid valve 98 is input to the signal pressure port 114.

  Further, an oil passage 109 is connected to the output port 113. The spool 115 is configured to be linearly reciprocable, and the pressing force according to the hydraulic pressure of the signal pressure port 114 and the pressing force of the spring 116 are the same in the direction along the axis with respect to the spool 115. It is a configuration added in the direction. In contrast, the oil pressure of the oil passage 49 acts on the feedback port 117, and a pressing force corresponding to the oil pressure of the feedback port 117 is applied to the spool 115 in the direction along the axis. The direction of the pressing force acting on the spool 115 due to the hydraulic pressure of the feedback port 117 and the direction of the pressing force acting on the spool 115 due to the hydraulic pressure of the signal pressure port 114 are reversed. In this relief valve 111, the oil is discharged from the oil passage 49 to the oil passage 109 by the operation of the spool 115, and the oil pressure of the oil passage 49 is controlled, more specifically, the oil pressure of the oil passage 49 is determined in advance. It is suppressed that it becomes more than the hydraulic pressure.

  Next, the configuration of an oil passage for supplying oil to the torque converter 3 and discharging oil from the torque converter 3 will be described. An oil passage 118 is connected to the engagement hydraulic chamber 14, and an oil passage 119 is connected to the release hydraulic chamber 15. A lockup clutch control valve 120 connected to the oil passages 49, 109, 118, and 119 is provided. The lockup clutch control valve 120 has a spool 121 that can reciprocate in a linear direction, ports 122, 123, 124, 125, 126, a drain port 127, a signal pressure port 128, and a spring 129. . The port 122 is connected to the oil passage 109, and the ports 123 and 124 are both connected to the oil passage 49.

  Further, the port 125 is connected to the oil passage 118, and the port 126 is connected to the oil passage 119. An oil pan 37 is connected to the drain port 127. Further, a solenoid valve 130 for generating a signal oil pressure is provided, and the signal oil pressure of the solenoid valve 130 is transmitted to the oil passage 131. The solenoid valve 130 can be configured by a linear solenoid valve or a duty solenoid valve. The oil passage 131 is connected to the signal pressure ports 107 and 128. The pressing force applied from the spring 129 to the spool 121 and the pressing force applied to the spool 121 by the hydraulic pressure of the signal pressure port 128 are opposite to each other. By the operation of the spool 121, the oil passage 119 is selectively connected to either the oil passage 49 or the oil pan 37. Further, the oil passage 118 is selectively connected to either the oil passage 49 or the oil passage 109 by the operation of the spool 121. The signal oil pressure output from the solenoid valves 68, 88, 98, and 130 is controlled by the electronic control unit 34.

  Next, the operation and control of the hydraulic control device 35 will be described. Pressure oil is discharged into the oil passage 41 by driving the oil pump 38. On the other hand, when the oil pressure in the oil passage 41 becomes equal to or higher than the predetermined oil pressure, the spool 46 of the relief valve 42 operates and the oil in the oil passage 41 is discharged to the oil passage 49 via the relief valve 42. The increase in hydraulic pressure is suppressed. The signal oil pressure of the solenoid valve 98 is input to the signal pressure port 45 of the relief valve 42, and the predetermined oil pressure of the oil passage 41 serving as a reference for operating the spool 46 of the relief valve 42 can be adjusted. For example, the predetermined hydraulic pressure can be relatively increased as the signal hydraulic pressure of the solenoid valve 98 is relatively increased. In this way, an increase in the oil pressure of the oil passage 41 is suppressed.

  By the way, when the condition for releasing the engaged lockup clutch 13 is established, the spool 106 of the switching valve 102 is operated by the signal pressure supplied from the solenoid valve 130 to the signal pressure port 107, and the oil passage 101 and the oil passage 49 are connected, and the output port 104 is shut off. The oil pump 99 is driven by the engine 2 to discharge oil to the oil passage 101, and the oil in the oil passage 101 is supplied to the oil passage 49 via the switching valve 102. When the lockup clutch 13 is released, the spool 121 of the lockup clutch control valve 120 is operated by the signal pressure supplied from the solenoid valve 130 to the signal pressure port 128, and the oil passage 49 and the oil passage 119 are operated. Are connected, the oil passage 118 and the oil passage 109 are connected, and the port 123 is shut off. Accordingly, the oil in the oil passage 49 is supplied to the release hydraulic chamber 15 via the oil passage 119, and the hydraulic pressure in the release hydraulic chamber 15 is increased. Further, the oil in the engagement hydraulic chamber 14 is supplied to the lubricated part 110 via the oil passage 109.

  By such an action, the lockup clutch 13 is released. In addition, since a part of the oil in the oil passage 41 is discharged to the oil passage 49 via the relief valve 42, when the lockup clutch 13 is released, the oil discharged from the oil passage 41 to the oil passage 49 is It is supplied to the release hydraulic chamber 15. That is, when the lockup clutch 13 is released, the oil supplied to the release hydraulic chamber 15 is covered by both the oil discharged from the oil pump 99 and the oil discharged from the oil pump 38. When the oil pressure in the oil passage 49 becomes equal to or higher than a predetermined pressure, the spool 115 operates to connect the oil passage 49 and the oil passage 109, and the oil in the oil passage 49 passes through the relief valve 111. The oil is discharged into the oil passage 109, and an increase in the oil pressure in the oil passage 49 is suppressed.

  On the other hand, when the condition for engaging the released lockup clutch 13 is established, the spool 121 of the lockup clutch control valve 120 is driven by the signal pressure supplied from the solenoid valve 130 to the signal pressure port 128. In operation, the oil passage 49 and the oil passage 118 are connected, the port 126 and the port 127 are connected, and the port 124 is shut off. Therefore, a part of the oil discharged from the oil pump 38 to the oil passage 41 is supplied to the engagement hydraulic chamber 14 via the oil passage 49 and the oil passage 118, and the oil in the release hydraulic chamber 15 is supplied. It is discharged to the oil pan 37. Due to such an action, the lockup clutch 13 is engaged. When the condition for engaging the lockup clutch 13 is established, the spool 106 of the switching valve 102 is operated by the signal pressure supplied from the solenoid valve 130 to the signal pressure port 107, and the oil passage 101, the oil passage 109, Are connected and the output port 105 is shut off. Then, the oil pump 99 is driven by the engine 2 to discharge oil to the oil passage 101, the oil in the oil passage 101 is supplied to the oil passage 109 via the switching valve 102, and the oil in the oil passage 109 is lubricated. Supplied to the unit 110. Thus, when engaging the lockup clutch 13, all of the oil supplied to the engagement hydraulic chamber 14 is covered by the oil discharged from the oil pump 38. On the other hand, when the lockup clutch 13 is engaged, the oil discharged from the oil pump 99 is supplied to the lubricated portion 110 and is not supplied to the torque converter 3.

  On the other hand, the oil discharged from the oil pump 38 to the oil passage 41 is also supplied to the clutch hydraulic chamber 24 or the brake hydraulic chamber 25, and the forward clutch 22 or the reverse brake 23 is engaged. Next, the control of the gear ratio in the belt type continuously variable transmission 5 will be described. First, when a condition for upshifting is established in the belt-type continuously variable transmission 5, the signal hydraulic pressure of the solenoid valve 88 is increased and the signal hydraulic pressure of the solenoid valve 68 is decreased. Then, the amount of oil supplied from the oil passage 41 to the primary hydraulic chamber 29 via the oil passage 80 increases and the input port 84 is shut off. In this way, the wrapping radius of the belt 36 in the primary pulley 27 is increased, and a shift, that is, an upshift, is performed in which the transmission ratio of the belt type continuously variable transmission 5 is reduced.

  On the other hand, when the condition for downshifting is established in the belt-type continuously variable transmission 5, the signal oil pressure of the solenoid valve 88 is lowered and the signal oil pressure of the solenoid valve 68 is raised. Then, the output port 77 is shut off, the oil passage 80 is connected to the oil pan 37, and the oil in the primary hydraulic chamber 29 is discharged to the oil pan 37 via the oil passage 80. In this way, the wrapping radius of the belt 36 in the primary pulley 27 is reduced, and a gear shift in which the gear ratio of the belt type continuously variable transmission 5 is increased, that is, a downshift is performed. Note that when the condition for maintaining the gear ratio of the belt-type continuously variable transmission 5 constant is established, the amount of oil in the primary hydraulic chamber 29 is controlled to be constant.

  Further, the torque capacity of the belt type continuously variable transmission 5 is controlled by the hydraulic pressure in the secondary hydraulic chamber 30. When the condition for increasing the torque capacity of the belt type continuously variable transmission 5 is established, the hydraulic pressure in the secondary hydraulic chamber 30 is increased, the clamping pressure applied from the secondary pulley 28 to the belt 36 is increased, and the transmission torque is increased. On the other hand, when the condition for reducing the torque capacity of the belt-type continuously variable transmission 5 is established, the hydraulic pressure in the secondary hydraulic chamber 30 is reduced, the clamping pressure applied from the secondary pulley 28 to the belt 36 is reduced, and the transmission torque is reduced. Decreases. When the condition for maintaining the constant torque capacity of the belt type continuously variable transmission 5 is established, the hydraulic pressure in the secondary hydraulic chamber 30 is controlled to be constant.

  In the hydraulic circuit of FIG. 1, the oil pressure in the oil passage 41 is controlled to be relatively high, and the oil pressure in the oil passage 49 is controlled to a medium pressure that is relatively lower than the oil pressure in the oil passage 41. This is because the pressure oil in the oil passage 41 is drained to the oil passage 49 and the discharge pressure of the oil pump 99 is lower than the discharge pressure of the oil pump 38. Further, the oil pressure in the oil passage 109 is relatively lower than the oil pressure in the oil passage 49 and becomes a low pressure. This is because the lubricated portion 110 is open to the atmosphere and is not a closed circuit like the oil passage 49.

  As described above, in the first specific example, when the engaged lock-up clutch 13 is released, the oil discharged mainly from the oil pump 99 is supplied to the release hydraulic chamber 15 and secondarily. Part of the oil discharged from the oil pump 38 can be supplied to the release hydraulic chamber 15. Therefore, an oil shortage in the release hydraulic chamber 15 can be avoided. For this reason, for example, even when the lockup clutch 13 is released when the engine speed is relatively low and the engine load is relatively high, the amount of oil supplied to the release hydraulic chamber 15 can be secured. Alternatively, when the lockup clutch 13 is released for the purpose of preventing engine stall when the vehicle 1 stops suddenly, the amount of oil supplied to the release hydraulic chamber 15 can be secured.

  Further, when the lockup clutch 13 is engaged, the rotational speed of the electric motor 39 is increased to increase the oil discharge amount of the oil pump 38 and increase the amount of oil discharged from the oil passage 41 to the oil passage 49. You can also. Furthermore, when the released lock-up clutch 13 is engaged, the operation of the spool 106 of the switching valve 102 is switched to supply the oil discharged from the oil pump 99 to the lubricated part 110. That is, the capacity of the oil pump 99 is sufficient to cover the amount of oil supplied to the lubricated part 110, and the capacity of the oil pump 99 can be prevented from becoming excessive. Therefore, loss of energy for driving the oil pump 99 can be reduced. More specifically, a reduction in fuel consumption of the engine 2 can be suppressed. Moreover, since it is not necessary to increase the capacity | capacitance of the oil pump 99, it can suppress that the physique becomes large, and vehicle mounting property improves.

  By the way, when it is a case where the electric motor 39 is not the structure which generate | occur | produces the torque transmitted to a wheel, a generator will be driven with the motive power of the engine 2, and it will generate electric power, and the electric power will be supplied to an electric motor. That is, since the kinetic energy of the engine 2 is converted into electric energy, and the electric energy is supplied to the electric motor 39 to convert it into the kinetic energy of the electric motor 39, the energy loss is relatively high. On the other hand, in this specific example, when the lockup clutch 13 is released, the oil pump 99 driven by the engine 2 is mainly supplied to the release hydraulic chamber 15 to drive the oil pump 99. Energy loss can be relatively reduced.

  Further, the signal oil pressure generated in the solenoid valve 130 can be shared for switching the operation of the spool 121 of the lockup clutch control valve 120 and switching the operation of the spool 106 of the switching valve 102. For this reason, it is not necessary to provide a dedicated actuator for operating the spool 106 of the switching valve 102. Therefore, an increase in the number of parts of the hydraulic control device 35 can be suppressed, an increase in manufacturing cost of the hydraulic control device 35 can be suppressed, and further, an increase in the size of the hydraulic control device 35 can be suppressed.

  Here, the configuration of the first specific example. The correspondence with the configuration of the present invention will be described. The casing 7 corresponds to the first rotating member of the present invention, the input shaft 10 corresponds to the second rotating member of the present invention, and the torque converter 3 corresponds to the present invention. The lockup clutch 13 corresponds to the lockup clutch of the present invention, the release hydraulic chamber 15 corresponds to the release hydraulic chamber of the present invention, and the engagement hydraulic chamber 14 corresponds to the lockup clutch of the present invention. The engine 2 corresponds to the engine of the present invention, the oil pump 99 corresponds to the first oil pump of the present invention, the electric motor 39 corresponds to the electric motor of the present invention, The oil pump 38 corresponds to the second oil pump of the present invention, and the oil passages 49, 119 and the lockup clutch control valve 120 correspond to the first supply oil passage of the present invention. 18 and the lock-up clutch control valve 120 corresponds to the second supply passage of the invention. That is, among the elements shown in the first specific example, there is an element that serves as both the first supply oil path and the second supply oil path. The lubricated portion 110 corresponds to the lubricated portion of the present invention, the switching valve 102 corresponds to the switching valve of the present invention, the spool 106 corresponds to the first valve body of the present invention, and the spool 121 The lock-up clutch control valve 120 corresponds to the second valve body of the present invention, the lock-up clutch control valve 120 of the present invention, and the solenoid valve 130 and the electronic control unit 34 serve as the signal oil pressure generating mechanism of the present invention. The oil passage 131 corresponds to the signal oil passage of the present invention. In the first specific example 1, the lockup clutch control valve 120 and the switching valve 102 are provided separately.

(Second specific example)
Next, a second specific example of the hydraulic control device 35 will be described with reference to FIG. In the second specific example, the same components as those in the first specific example are denoted by the same reference numerals as those in the first specific example. The second specific example is an example in which the lock-up clutch control valve and the switching valve of the present invention are configured by a single valve. In the second specific example, the lockup clutch control valve 120 has an input port 132 and output ports 133 and 134 in addition to the configuration described in the first specific example. The output port 133 is connected to the oil passage 109, and the output port 134 is connected to the oil passage 49. In the lockup clutch control valve 120 configured as described above, the operation similar to that of the first specific example is caused by the operation of the spool 121, and the oil passage 101 is changed to the oil passage 49 or the oil passage 109 by the operation of the spool 121. Connected selectively.

  Specifically, when the condition for releasing the lockup clutch 13 is established, the oil passage 101 and the oil passage 49 are connected by the operation of the spool 121, and the oil passage 49 and the oil passage 119 are connected. At this time, the output port 133 is shut off, and the oil passage 118 and the oil passage 109 are connected. Therefore, the oil discharged mainly from the oil pump 99 is supplied to the release hydraulic chamber 15, and a part of the oil discharged from the oil pump 38 is supplied to the release hydraulic chamber 15 as a secondary. On the other hand, when the condition for engaging the lockup clutch 13 is established, when the oil passage 101 and the oil passage 109 are connected by the operation of the spool 121, the oil passage 49 and the oil passage 118 are connected, and The oil passage 119 and the oil pan 37 are connected, and the output port 134 is shut off. Therefore, the oil discharged from the oil pump 38 is supplied to the engagement hydraulic chamber 14 via the oil passages 49 and 118, and the oil in the release hydraulic chamber 15 is discharged to the oil pan 37. The oil discharged from the oil pump 99 is supplied to the lubricated part 110 via the oil passages 101 and 109.

  As described above, also in the second specific example, the same operational effects as those in the first specific example can be obtained for the same components as those in the first specific example. In the second specific example, the lock-up clutch control valve 120 also has the configuration and function of the switching valve 102 described in the first specific example. Therefore, an increase in the number of parts can be suppressed, and the hydraulic control device 35 can be further downsized. Further, the spool 121 has a function of selectively connecting the oil passage 49 to the oil passage 118 or the oil passage 119 and a function of selectively connecting the oil passage 101 to the oil passage 49 or the oil passage 109. . Therefore, the number of spools can be reduced by one, and the hydraulic control device 35 can be further downsized. Here, the correspondence between the configuration of the second specific example and the configuration of the present invention will be described. The lockup clutch control valve 120 corresponds to both the lockup clutch control valve and the switching valve of the present invention, and the spool 121 Corresponds to both the first valve body and the second valve body of the present invention.

  In the first specific example and the second specific example, the case where the forward / reverse switching device 4 and the belt-type continuously variable transmission 5 are provided in the path from the torque converter 3 to the wheel 33 has been described. The hydraulic control device of the present invention can also be applied to a vehicle having a toroidal-type continuously variable transmission in the path from the torque converter 3 to the wheel 33. In this case, the gear ratio and torque capacity of the toroidal type continuously variable transmission are controlled by the hydraulic control device. In addition, a stepped transmission is provided in place of the continuously variable transmission, and a gear ratio and transmission torque of the stepped transmission are controlled by a hydraulic control device, and a vehicle without a forward / reverse switching device is provided. Also, the present invention is applicable.

  The present invention is also applicable to a vehicle using a fluid coupling that does not have a torque amplification function in place of the torque converter 3 as a fluid transmission device. Furthermore, the present invention can be applied to a vehicle in which a fluid transmission device and a lock-up clutch are provided in parallel in a power transmission path from the engine 2 to the wheels 33, and the arrangement position in the power transmission direction is not limited. Absent. That is, a drive train having a configuration in which a continuously variable transmission is provided between the lockup clutch and the forward / reverse switching device, and a drive having a lockup clutch provided between the continuously variable transmission and the forward / reverse switching device. It can also be applied to trains.

It is the schematic which shows the 1st specific example of the hydraulic control apparatus of this invention. It is a figure which shows an example of the power train of the vehicle which has the hydraulic control apparatus of this invention, and its control system. It is the schematic which shows the specific example 2 of the hydraulic control apparatus of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 3 ... Torque converter, 7 ... Casing, 10 ... Input shaft, 13 ... Lock-up clutch, 14 ... Hydraulic chamber for engagement, 15 ... Hydraulic chamber for release, 34 ... Electronic control unit, 38, DESCRIPTION OF SYMBOLS 99 ... Oil pump, 39 ... Electric motor, 49, 131 ... Oil path, 102 ... Switching valve, 106, 121 ... Spool, 110 ... Lubrication part, 120 ... Lock-up clutch control valve, 130 ... Solenoid valve

Claims (2)

A fluid transmission device that transmits power by kinetic energy of oil between the first rotating member and the second rotating member; engagement and release are controlled by hydraulic pressure; and the first rotating member and the second rotating member When a lockup clutch is engaged with a release hydraulic chamber that is provided in parallel with a lockup clutch that transmits power by frictional force between them and the hydraulic pressure is increased when releasing the lockup clutch A hydraulic control apparatus comprising: an engagement hydraulic chamber in which the hydraulic pressure is increased; and a first oil pump that can discharge oil supplied to the release hydraulic chamber and is driven by an engine.
A second oil pump provided separately from the first oil pump and driven by an electric motor to discharge oil;
A first supply oil passage through which oil discharged from the first oil pump and the second oil pump is supplied to the release hydraulic chamber when releasing the lockup clutch;
A second supply oil passage through which oil discharged from the second oil pump is supplied to the engagement hydraulic chamber when the lockup clutch is engaged;
A portion to be lubricated to which oil discharged from the first oil pump is supplied when the lockup clutch is engaged;
When releasing the lock-up clutch, the oil discharged from the first oil pump is guided to the first supply oil passage, and when engaging the lock-up clutch, the oil is discharged from the first oil pump. And a switching valve that selectively switches a supply destination of the oil discharged from the first oil pump so as to guide the oil to the lubricated part. The switching valve has a first valve body that operates in a predetermined direction and switches a supply destination of oil discharged from the first oil pump,
The first oil supply passage is provided with a lock-up clutch control valve. The lock-up clutch control valve has a second valve body that operates in a predetermined direction. When engaging the lock-up clutch, the valve operates the second valve body to supply oil discharged from the second oil pump to the engagement hydraulic chamber, while releasing the lock-up clutch. When the second valve body is operated, the oil discharged from the first oil pump and the oil discharged from the second oil pump are supplied to the release hydraulic chamber,
A signal oil pressure generating mechanism for generating a signal oil pressure for controlling the operation of the second valve body of the lockup clutch control valve;
A signal oil passage is provided for sharing the signal oil pressure generated by the signal oil pressure generating mechanism for switching the operation of the second valve body and the operation of the first valve body of the switching valve. Item 2. The hydraulic control device according to Item 1.

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