JP5977620B2 - Hydraulic supply device - Google Patents

Description

  The present invention relates to a hydraulic clutch for transmitting a driving force from an engine which is a power source of a vehicle, and a hydraulic continuously variable transmission for continuously shifting and transmitting the driving force from the engine. In particular, the present invention relates to a hydraulic pressure supply device that supplies hydraulic pressure.

  Conventionally, as this type of hydraulic pressure supply device, for example, the one disclosed in Patent Document 1 is known. The hydraulic pressure supply device is provided in a vehicle that uses an engine as a power source, and supplies hydraulic pressure to a starting clutch of the vehicle. The hydraulic pressure supply device includes an oil pump using the engine as a power source and a main line for supplying hydraulic pressure from the oil pump to the clutch. An accumulator is connected to the main line via a subline. Further, the sub line is provided with a shut-off valve composed of an electromagnetic valve, and the sub line is opened / closed by opening and closing the shut-off valve.

  In the hydraulic pressure supply device configured as described above, during operation of the engine, hydraulic pressure is supplied to the clutch via the main line by an oil pump driven by the engine. Further, the sub-line is held open by the shut-off valve, whereby the hydraulic pressure from the oil pump is supplied to the accumulator via the main line and the sub-line and accumulated. When the engine is automatically stopped, the sub-line is closed by the shut-off valve, whereby the space between the accumulator and the main line is shut off, so that the hydraulic pressure accumulated in the accumulator is maintained. When the engine in the automatic stop state is restarted, the sub line is opened by the shutoff valve, and accordingly, the hydraulic pressure accumulated in the accumulator is supplied to the clutch via the sub line and the main line. Since the hydraulic pressure of the clutch is reduced when the engine is restarted, the above-described hydraulic pressure is supplied from the accumulator to the clutch in order to supply the clutch with the hydraulic pressure corresponding to the return spring of the clutch.

Japanese Patent No. 3807145

  Conventionally, a hydraulic pressure supply device that supplies hydraulic pressure to a hydraulic belt-type continuously variable transmission in addition to a clutch is known. In this hydraulic pressure supply device, a clutch oil path for supplying hydraulic pressure to the clutch branches from a pulley oil path for supplying hydraulic pressure from the oil pump to the continuously variable transmission. The oil pressure from the oil pump is supplied to the continuously variable transmission via the pulley oil path and to the clutch via the pulley oil path and the clutch oil path. The belt-type continuously variable transmission is configured to transmit the driving force by a belt sandwiched between pulleys, so that the continuously variable transmission is driven and the effective diameter of the pulley is changed than when the clutch is driven. High hydraulic pressure is required. For this reason, the oil pressure in the pulley oil passage (hereinafter referred to as “pulley oil passage oil pressure”) is required to be higher than the oil pressure in the clutch oil passage (hereinafter referred to as “clutch oil passage oil pressure”). A pressure reducing valve for reducing the hydraulic pressure from the pump is provided only in the clutch oil passage.

  When the accumulator described in Patent Document 1 described above is applied to such a hydraulic pressure supply device and the accumulator is provided in a portion closer to the clutch than the pressure reducing valve of the clutch oil passage, the following problems are caused. is there. That is, when the operation of the oil pump is resumed, the oil pressure accumulated in the accumulator so far is supplied to the clutch through the clutch oil passage, and continuously through the pressure reducing valve, the clutch oil passage and the pulley oil passage. Supplied to the transmission.

  As is clear from the above-described configuration, the pulley oil passage is farther from the accumulator than the clutch oil passage. Therefore, when the operation of the oil pump is resumed, the hydraulic pressure supplied from the accumulator to the pulley oil passage is It will be lower. As a result, the pulley oil passage hydraulic pressure, which is required to be higher than the clutch oil passage hydraulic pressure as described above, temporarily becomes lower than the clutch oil passage hydraulic pressure, and thereby, the hydraulic oil pressure in the hydraulic circuit of the hydraulic pressure supply device is increased. There is a risk that the hydraulic pressure of the engine will become unstable temporarily. For the same reason, when the operation of the oil pump is resumed, the hydraulic pressure cannot be sufficiently supplied to the continuously variable transmission that requires a higher hydraulic pressure, and the hydraulic pressure supplied to the clutch may become excessive.

  The present invention has been made to solve the above-described problems. When the operation of the oil pump is resumed, the hydraulic pressure in the hydraulic circuit can be stabilized in a desired state, and the clutch and the continuously variable transmission can be provided. An object of the present invention is to provide a hydraulic pressure supply device capable of appropriately supplying a desired hydraulic pressure to a machine.

In order to achieve the above object, the invention according to claim 1 is a hydraulic clutch for transmitting a driving force from an engine 3 that is a power source of a vehicle (in the embodiment (hereinafter the same in this section)). A hydraulic pressure supply device that supplies hydraulic pressure to a forward clutch 12) and a hydraulic continuously variable transmission 6 for continuously changing and transmitting a driving force from the engine 3. Includes an input pulley 22, an output pulley 23, and a winding member (transmission belt 24) wound around the input pulley 22 and the output pulley 23, and at least one of the input pulley 22 and the output pulley 23 by supply of hydraulic pressure. The oil pump 31 for supplying hydraulic pressure to the clutch and continuously variable transmission 6, the oil pump 31 and the continuously variable transmission 6, using the engine 3 as a power source. A pulley hydraulic line PUL connected to each other, a clutch hydraulic line CLL branched from the pulley hydraulic line PUL and connected to the clutch, and a pressure reducing valve 42 for reducing the hydraulic pressure from the oil pump 31 provided in the clutch hydraulic line CLL. In the pulley hydraulic line PUL , it is connected to the continuously variable transmission 6 side of the clutch hydraulic line branch portion where the clutch hydraulic line CLL branches, and to the portion opposite to the oil pump 31 with respect to the clutch hydraulic line branch portion. The accumulator 63 that can store hydraulic pressure, the shut-off valve 64 that is opened and closed to communicate / shut off the pulley hydraulic line PUL and the accumulator 63, and the shut-off valve 64 is opened during the operation of the oil pump 31. When the oil pump 31 is stopped, the shutoff valve control means (ECU2) closes the shutoff valve 64. , During a provided, operation of the oil pump 31 by opening the shut-off valve 64, the hydraulic pressure from the oil pump 31 is accumulated in the accumulator 63 via a pulley hydraulic line PUL, during stoppage of the oil pump 31, By closing the shut-off valve 64, the hydraulic pressure that has been accumulated in the accumulator 63 is maintained. When the operation of the oil pump 31 is resumed, the hydraulic pressure that has been held in the accumulator 63 until then by opening the shut-off valve 64. Is supplied to the continuously variable transmission 6 through the pulley hydraulic line PUL together with the hydraulic pressure from the oil pump 31, and is also supplied to the clutch through the pulley hydraulic line PUL and the clutch hydraulic line CLL. .

  According to this configuration, the oil pressure from the oil pump is supplied to the continuously variable transmission via the pulley hydraulic line, whereby the effective diameters of the input pulley and / or the output pulley are changed, respectively. The transmission gear ratio is changed. Also, the hydraulic pressure from the oil pump is supplied to the clutch via a clutch hydraulic line that branches from the pulley hydraulic line. A pressure reducing valve is provided in the middle of the clutch hydraulic pressure line, and the hydraulic pressure from the oil pump is supplied to the clutch in a reduced pressure state by the pressure reducing valve. Thus, the hydraulic pressure required to drive the continuously variable transmission is higher than that of the clutch, and therefore the hydraulic pressure in the pulley hydraulic line must be higher than the hydraulic pressure in the clutch hydraulic line.

Also, in the pulley hydraulic line, the hydraulic pressure is accumulated on the continuously variable transmission side of the clutch hydraulic line branch where the clutch hydraulic line branches, and on the opposite side of the oil pump from the clutch hydraulic line branch. Possible accumulators are connected and the pulley hydraulic line and the accumulator are communicated / blocked by opening and closing the shut-off valve. During the operation of the oil pump, this shut-off valve is opened by the shut-off valve control means, whereby the pulley hydraulic line and the accumulator are maintained in communication with each other, so that the hydraulic pressure from the oil pump is changed to the pulley hydraulic pressure. It is supplied to the accumulator via the line and accumulated. When the oil pump is stopped, the shut-off valve is closed by the shut-off valve control means, so that the oil pressure accumulated in the accumulator is maintained by shutting off the pulley hydraulic line and the accumulator. Is done.

  Furthermore, the shutoff valve is opened when the operation of the oil pump is resumed. As a result, the hydraulic pressure previously held in the accumulator is supplied to the continuously variable transmission via the pulley hydraulic line along with the hydraulic pressure from the oil pump, and via the pulley hydraulic line and the clutch hydraulic line, Supplied to the clutch. Therefore, the hydraulic pressure can be sufficiently supplied to the continuously variable transmission and the clutch when the operation of the oil pump is resumed. As described above, the hydraulic pressure required for driving the continuously variable transmission is higher than that of the clutch. For this reason, the hydraulic pressure in the pulley hydraulic line must be higher than the hydraulic pressure in the clutch hydraulic line. On the other hand, since the accumulator is connected to the pulley hydraulic line, the hydraulic pressure supplied from the accumulator to the pulley hydraulic line and the continuously variable transmission is higher than the hydraulic pressure supplied from the accumulator to the clutch hydraulic line and the clutch, respectively. . Therefore, when the operation of the oil pump is resumed, the hydraulic pressure in the hydraulic circuit of the apparatus can be stabilized in a desired state, and the desired hydraulic pressure can be appropriately supplied to the continuously variable transmission and the clutch.

  The invention according to claim 2 is the hydraulic pressure supply device according to claim 1, wherein the input pulley 22 is provided with a first oil chamber (DR oil chamber 22c), and the output pulley 23 is provided with a second oil. Chamber (DN oil chamber 23c) and a return spring 23d for urging the output pulley 23 on the side of expanding the second oil chamber are provided. The pulley hydraulic line PUL is connected to Branching into a first pulley hydraulic line (first PU main oil passage 51a) connected to one oil chamber and a second pulley hydraulic line (second PU main oil passage 51b) connected to the second oil chamber; The continuously variable transmission 6 is configured such that the effective diameters of the input pulley 22 and the output pulley 23 are changed by supplying hydraulic pressure to the first oil chamber and the second oil chamber, respectively. , Pulley hydraulic line PU Than the branch portion 51c is branched from a portion of the oil pump 31 side, the accumulator 63 is characterized in that it is connected to the second pulley hydraulic line.

  According to this configuration, the continuously variable transmission is configured such that the effective diameters of the input pulley and the output pulley are respectively changed by supplying hydraulic pressure to the first oil chamber and the second oil chamber. However, the return spring urges the second oil chamber to expand. For this reason, when the oil pump is stopped, the second oil chamber is expanded by the biasing force of the return spring, so that bubbles may be generated in the second oil chamber. In this case, the operation of the oil pump is resumed. Occasionally, the rise of the hydraulic pressure in the second oil chamber may be delayed or the hydraulic pressure sufficient to change the effective diameter of the output pulley may not be obtained due to the influence of the bubbles.

  According to the present invention, the pulley hydraulic line branches from the branch portion in the middle thereof to the first pulley hydraulic line connected to the first oil chamber and the second pulley hydraulic line connected to the second oil chamber. ing. The accumulator is connected to the second pulley hydraulic line. Therefore, even when bubbles are generated in the second oil chamber when the oil pump is stopped as described above, the oil pressure from the accumulator and the oil pressure from the oil pump are sufficiently supplied to the second oil chamber when the operation of the oil pump is resumed. Therefore, the above-described problems can be prevented. Further, the hydraulic pressure from the accumulator can be supplied to the first oil chamber via the second pulley hydraulic line and the first pulley hydraulic line.

  Further, since the clutch hydraulic line is branched from a portion closer to the oil pump than the branch portion of the first and second pulley hydraulic lines of the pulley hydraulic line, the hydraulic pressure from the accumulator is supplied to the second pulley hydraulic line and the pulley hydraulic pressure. The clutch can be supplied via the line and the clutch hydraulic line. Also in this case, as is clear from the connection relationship among the pulley hydraulic line, the clutch hydraulic line and the accumulator described above, the pulley hydraulic line and the continuously variable transmission (the first Since the hydraulic pressure supplied to the second oil chamber is higher than the hydraulic pressure supplied from the accumulator to the clutch hydraulic line and the clutch, the hydraulic pressure in the hydraulic circuit is stabilized to a desired state when the operation of the oil pump is resumed. In addition, the desired hydraulic pressure can be appropriately supplied to the continuously variable transmission and the clutch.

  According to a third aspect of the present invention, in the hydraulic pressure supply device according to the second aspect, the second pulley hydraulic line has a pressure regulating valve (DN pressure regulating valve 53) for adjusting the hydraulic pressure supplied to the second oil chamber. The accumulator 63 is provided and is connected to a portion closer to the oil pump 31 than the pressure regulating valve of the second pulley hydraulic line.

  When the accumulator is connected to the second oil chamber side of the pressure adjusting valve of the second pulley hydraulic line, the hydraulic pressure supplied from the accumulator to the second oil chamber becomes excessive, or the accumulator connects to the first oil chamber. There is a possibility that the hydraulic pressure supply to the clutch and the clutch cannot be properly performed due to the influence of the pressure regulating valve. According to the present invention, since the accumulator is connected to a portion closer to the oil pump than the pressure regulating valve of the second pulley hydraulic line, the pressure regulating valve for adjusting the hydraulic pressure supplied from the accumulator to the second oil chamber is provided. Thus, the desired hydraulic pressure can be appropriately supplied to the second oil chamber, and the hydraulic pressure can be appropriately supplied from the accumulator to the first oil chamber and the clutch without being influenced by the pressure regulating valve.

1 is a skeleton diagram showing a drive system of a vehicle to which a hydraulic pressure supply device according to an embodiment is applied. 1 is a hydraulic circuit diagram showing a hydraulic pressure supply device and the like according to a first embodiment. It is a block diagram which shows ECU etc. It is a hydraulic circuit diagram which shows the hydraulic pressure supply apparatus by 2nd Embodiment, etc.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. The vehicle drive system shown in FIG. 1 has an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source of the vehicle, and the driving force of the engine 3 is applied to left and right drive wheels DW (only the right drive wheel is shown). A torque converter 4 for transmission, a forward / reverse switching mechanism 5 and a continuously variable transmission 6 are provided. The engine 3 is a gasoline engine and has a crankshaft 3a for outputting driving force.

  The torque converter 4 includes a pump impeller 4a, a turbine runner 4b, and a lock-up clutch (hereinafter referred to as “LU clutch”) 4c. The pump impeller 4a is connected to the crankshaft 3a, and the turbine runner 4b is connected to an input shaft 14 to be described later, and hydraulic oil is filled between the both 4a and 4b. The driving force of the engine 3 (hereinafter referred to as “engine driving force”) is basically transmitted to the input shaft 14 via the pump impeller 4a, hydraulic oil, and the turbine runner 4b.

  The LU clutch 4c is a hydraulic type, and the LU clutch 4c is provided with a first LU oil chamber 4d and a second LU oil chamber 4e (see FIG. 2). The LU clutch 4c is engaged when the hydraulic pressure is supplied to the first LU oil chamber 4d and the hydraulic pressure (hydraulic fluid) is discharged from the second LU oil chamber 4e. While being supplied to the 2LU oil chamber 4e, the hydraulic oil is discharged from the first LU oil chamber 4d, thereby entering a released state. By engaging the LU clutch 4c, the crankshaft 3a of the engine 3 and the input shaft 14 are directly connected. Further, the degree of engagement of the LU clutch 4c changes according to the hydraulic pressure (amount of hydraulic oil) supplied to the first or second LU oil chambers 4d, 4e.

  The forward / reverse switching mechanism 5 includes a planetary gear unit 11, a forward clutch 12, and a reverse brake 13. The planetary gear device 11 is of a single pinion type, and supports a sun gear 11a, a ring gear 11b, a plurality of planetary gears 11c (only two are shown) meshing with both gears 11a and 11b, and these planetary gears 11c are rotatably supported. Carrier 11d. The sun gear 11 a is provided integrally with the input shaft 14.

  The forward clutch 12 is a hydraulic type, and its inner is integrally attached to the input shaft 14, and the outer of the forward clutch 12 is integrally attached to the ring gear 11 c and the main shaft 21. The main shaft 21 is formed in a hollow shape, and the input shaft 14 is rotatably disposed inside the main shaft 21. By engaging the forward clutch 12, the input shaft 14 is directly connected to the main shaft 21, and by releasing the forward clutch 12, differential rotation between the input shaft 14 and the main shaft 21 is allowed. The reverse brake 13 is composed of a hydraulic clutch or the like and is attached to the carrier 11d. The reverse brake 13 holds the carrier 11d in a non-rotatable state when in the engaged state, and rotates the carrier 11d when in the released state. Allow.

  The forward clutch 12 has an FWD oil chamber 12a (see FIG. 2). The forward clutch 12 is engaged by supplying hydraulic pressure to the FWD oil chamber 12a, and is released by stopping supply of the hydraulic pressure. . The reverse brake 13 has an RVS oil chamber 13a (see FIG. 2). The reverse brake 13 is engaged by supplying hydraulic pressure to the RVS oil chamber 13a, and is released by stopping supply of the hydraulic pressure. The degree of engagement of the forward clutch 12 and the reverse brake 13 changes according to the hydraulic pressure (amount of hydraulic fluid) supplied to the FWD oil chamber 12a and the RVS oil chamber 13a, respectively.

  In the forward / reverse switching mechanism 5 configured as described above, when the vehicle moves forward, the forward clutch 12 is engaged and the reverse brake 13 is released. As a result, the main shaft 21 rotates at the same rotational speed in the same direction as the input shaft 14. On the other hand, when the vehicle moves backward, the forward clutch 12 is released and the reverse brake 13 is engaged. Thereby, the main shaft 21 rotates in the opposite direction to the input shaft 14.

  The continuously variable transmission 6 is a belt type and includes the main shaft 21, the input pulley 22, the output pulley 23, the transmission belt 24, and the auxiliary shaft 25. The input pulley 22 has a movable part 22a and a fixed part 22b facing each other. The movable portion 22 a is attached to the main shaft 21 so as to be movable in the axial direction and relatively non-rotatable, and the fixed portion 22 b is fixed to the main shaft 21. A V-shaped belt groove for winding the transmission belt 24 is formed between the two 22a and 22b. Further, the movable portion 22a is provided with a DR oil chamber 22c (see FIG. 2), and when the hydraulic pressure is supplied to the DR oil chamber 22c, the movable portion 22a moves in the axial direction, thereby causing an input. The pulley width of the pulley 22 is changed, and its effective diameter changes.

  The output pulley 23 is configured in the same manner as the input pulley 22. The movable portion 23 a is attached to the auxiliary shaft 25 so as to be movable and non-rotatable in the axial direction, and the fixed portion 23 b is connected to the auxiliary pulley 25. It is fixed to the shaft 25. A V-shaped belt groove is formed between the two 23a and 23b. The movable portion 23a is provided with a DN oil chamber 23c (see FIG. 2) and a return spring 23d. By supplying hydraulic pressure to the DN oil chamber 23c, the movable portion 23a moves in the axial direction, whereby the pulley width of the output pulley 23 is changed, and the effective diameter thereof is changed. Further, the return spring 23d biases the movable portion 23a toward the fixed portion 23b, that is, toward the side that expands the DN oil chamber 23c. The transmission belt 24 is wound around the pulleys 22 and 23 while being fitted in the belt grooves of the pulleys 22 and 23.

  As described above, in the continuously variable transmission 6, the effective diameters of the pulleys 22 and 23 are steplessly changed by supplying hydraulic pressure to the DR oil chamber 22c of the input pulley 22 and the DN oil chamber 23c of the output pulley 23. Thereby, the gear ratio is controlled steplessly. This gear ratio is a ratio between the rotational speed of the input pulley 22 and the rotational speed of the output pulley 23.

  A gear 25a is fixed to the auxiliary shaft 25, and the gear 25a meshes with the gear G of the differential gear mechanism DF via large and small idler gears IG1 and IG2 provided integrally with the idler shaft IS. ing. The differential gear mechanism DF is connected to the left and right drive wheels DW.

  In the drive system having the above configuration, the engine driving force is transmitted to the left and right drive wheels DW via the torque converter 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the differential gear mechanism DF. At that time, the forward / reverse switching mechanism 5 switches the rotation direction of the transmitted driving force between the forward rotation direction and the reverse rotation direction, thereby moving the vehicle forward and backward. Further, the engine driving force is transmitted to the drive wheels DW in a state where it is continuously shifted by the continuously variable transmission mechanism 6.

  Next, the hydraulic pressure supply device according to the first embodiment of the present invention will be described with reference to FIG. The hydraulic pressure supply device includes the first and second LU oil chambers 4d and 4e of the LU clutch 4c, the FWD oil chamber 12a of the forward clutch 12, the RVS oil chamber 13a of the reverse brake 13, and the DR of the continuously variable transmission 6. Oil pressure is supplied to the oil chamber 22c and the DN oil chamber 23c.

  The hydraulic pressure supply device includes an oil pump 31, an LU hydraulic line LUL for supplying hydraulic pressure to the first and second LU oil chambers 4d and 4e, and a clutch for supplying hydraulic pressure to the FWD oil chamber 12a and the RVS oil chamber 13a. A hydraulic line CLL and a pulley hydraulic line PUL for supplying hydraulic pressure to the DR oil chamber 22c and the DN oil chamber 23c are provided.

  The oil pump 31 is a gear pump that uses the engine 3 as a power source, and is connected to the crankshaft 3a. The oil pump 31 is connected to a PH control valve (PH REG VLV) 32 through an oil passage, and pumps hydraulic oil stored in the reservoir R to the PH control valve 32. The PH control valve 32 is composed of a spool valve. When the oil pump 31 is in operation, the PH control valve 32 is adjusted to the LU hydraulic line LUL, the clutch hydraulic line CLL, and the pulley hydraulic line PUL while adjusting the hydraulic pressure from the oil pump 31. Supply.

  The LU hydraulic line LUL includes a TC pressure regulating valve (TC REG VLV) 33 connected to the PH control valve 32 via an oil passage, and an LC control valve (LC CTL VLV) connected to the TC pressure regulating valve 33 via an oil passage. ) 34, an LC control valve 34, an LC switching valve (LC SFT VLV) 35 connected to the first and second LU oil chambers 4d and 4e of the LU clutch 4c through an oil passage, and the like. These TC pressure regulating valve 33, LC control valve 34, and LC switching valve 35 are constituted by spool valves. During operation of the oil pump 31, the hydraulic pressure from the PH control valve 32 is supplied to the first or second LU oil chambers 4d, 4e of the LU clutch 4c via the TC pressure regulating valve 33, the LC control valve 34, the LC switching valve 35, and the like. Supplied.

  The LC control valve 34 is supplied with a hydraulic pressure from a pressure reducing valve (CR VLV) 42, which will be described later, in a state adjusted by a first electromagnetic valve (LS-LCC) SV1. As a result, when the LC control valve 34 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the first or second LU oil chambers 4d, 4e changes, and consequently the degree of engagement of the LU clutch 4c is changed. The In this manner, the degree of engagement of the LU clutch 4c is changed by changing the opening degree of the first electromagnetic valve SV1. The opening degree of the first electromagnetic valve SV1 is controlled by an ECU 2 described later (see FIG. 3).

  The LC switching valve 35 is connected to a second electromagnetic valve (SOL-A) SV2. The LC switching valve 35 is driven by the excitation / non-excitation of the second electromagnetic valve SV2, whereby the hydraulic pressure supply destination from the LC control 34 is switched to the first or second LU oil chamber 4d, 4e. As a result, as described above, the hydraulic pressure is supplied to the first LU oil chamber 4d and the hydraulic oil is discharged from the second LU oil chamber 4e. While being supplied to the oil chamber 4e, the operating oil is discharged from the first LU oil chamber 4d, thereby entering a released state. Excitation / non-excitation of the second solenoid valve SV2 is controlled by the ECU 2 (see FIG. 3).

  The clutch hydraulic line CLL includes a branch oil passage 41, a pressure reducing valve 42, a CL main oil passage 43, a third electromagnetic valve (LS-CPC) SV3, a manual valve (MAN VLV) 44, and the like. One end of the branch oil passage 41 is connected to the PU main oil passage 51, and the other end is connected to the pressure reducing valve 42. The PU main oil passage 51 is connected to the PH control valve 32, and the oil pressure from the PH control valve 32 is supplied to the pressure reducing valve 42 via the PU main oil passage 51 and the branch oil passage 41 during operation of the oil pump 31. Supplied.

  The pressure reducing valve 42 is constituted by a spool valve, and is connected to a manual valve 44 via a CL main oil passage 43, and a third electromagnetic valve SV 3 is provided in the middle of the CL main oil passage 43. During operation of the oil pump 31, the hydraulic pressure supplied from the PH control valve 32 to the pressure reducing valve 42 is reduced by the pressure reducing valve 42 and further regulated by the third electromagnetic valve SV 3, via the CL main oil passage 43. And supplied to the manual valve 44.

  The manual valve 44 is composed of a spool valve, and is connected to the FWD oil chamber 12a and the RVS oil chamber 13a via an oil passage. Further, the manual valve 44 serves as a hydraulic pressure supply destination from the third electromagnetic valve SV3, and when the shift position of a shift lever (not shown) operated by the driver of the vehicle is in drive, sports or low, When the chamber 12a is selected and the vehicle is in reverse, the RVS oil chamber 13a is selected. Thereby, the rotation direction of the driving force is switched by the forward / reverse switching mechanism 5 described above. In this case, the degree of engagement of the forward clutch 12 or the reverse brake 13 is changed by adjusting the hydraulic pressure supplied to the FWD oil chamber 12a or the RVS oil chamber 13a by changing the opening of the third electromagnetic valve SV3. The The opening degree of the third electromagnetic valve SV3 is controlled by the ECU 2 (see FIG. 3).

  The pulley hydraulic line PUL includes a PU main oil passage 51, a DR pressure regulating valve (DR REG VLV) 52, a DN pressure regulating valve (DN REG VLV) 53, and the like. The continuously variable transmission 6 is configured to transmit a driving force with a belt sandwiched between pulleys, so that the continuously variable transmission 6 is driven in order to change the effective diameters of the input pulley 22 and the output pulley 23. Higher hydraulic pressure is required than when the clutch 12 and the reverse brake 13 are driven. For this reason, it is required to make the hydraulic pressure in the PU main oil passage 51 higher than the hydraulic pressure in the CL main oil passage 43. Therefore, unlike the clutch hydraulic line CLL, the pressure reducing valve 42 is provided in the pulley hydraulic line PUL. Is not provided.

  One end of the PU main oil passage 51 is connected to the PH control valve 32, and a branch portion 51c in the middle branches into a first PU main oil passage 51a and a second PU main oil passage 51b. doing. The former 51a is connected to the DR oil chamber 22c, and the latter 51b is connected to the DN oil chamber 23c. Moreover, both the DR pressure regulating valve 52 and the DN pressure regulating valve 53 are constituted by spool valves, and are respectively provided in the middle of the first and second PU main oil passages 51a and 51b. The aforementioned branch passage 41 of the clutch hydraulic line CLL branches off from the PH pressure regulating valve 32 side of the branch portion 51c of the PU main oil passage 51. During operation of the oil pump 31, the oil pressure from the PH control valve 32 is supplied to the DR oil via the PU main oil passage 51, the first and second PU main oil passages 51 a and 51 b, the DR pressure adjustment valve 52, and the DN pressure adjustment valve 53. It is supplied to the chamber 22c and the DN oil chamber 23c, respectively.

  Further, the oil pressure from the pressure reducing valve 42 is supplied to the DR pressure regulating valve 52 in a state where the pressure is regulated by the fourth electromagnetic valve (LS-DR) SV4. As a result, when the DR pressure regulating valve 52 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the DR oil chamber 22c changes, and consequently the effective diameter of the input pulley 22 is changed. Thus, the effective diameter of the input pulley 22 is changed by changing the opening degree of the fourth electromagnetic valve SV4. The opening degree of the fourth electromagnetic valve SV4 is controlled by the ECU 2 (see FIG. 3).

  The DN pressure regulating valve 53 is supplied with the hydraulic pressure from the pressure reducing valve 42 in a state of being regulated by a fifth electromagnetic valve (LS-DN) SV5. As a result, when the DN pressure regulating valve 53 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the DN oil chamber 23c changes, and consequently the effective diameter of the output pulley 23 is changed. Thus, the effective diameter of the output pulley 23 is changed by changing the opening degree of the fifth solenoid valve SV5. The opening degree of the fifth electromagnetic valve SV5 is controlled by the ECU 2 (see FIG. 3).

  Further, the hydraulic pressure supply device is provided with a backup valve (B / U VLV) BV for ensuring the supply of hydraulic pressure to the forward clutch 12 and the reverse brake 13 when the third electromagnetic valve SV3 fails. The backup valve BV is provided on the manual valve 44 side of the above-described CL main oil passage 43 with respect to the third solenoid valve SV3, and through the oil passage OL provided in parallel with the CL main oil passage 43. The pressure reducing valve 42 is connected. Further, the backup valve BV is connected to the LC switching valve 35 and the DR pressure regulating valve 52 through an oil passage.

  When the third electromagnetic valve SV3 is out of order, the hydraulic pressure from the pressure reducing valve 42 is supplied to the backup valve BV while being adjusted to a relatively high pressure by the above-described fourth electromagnetic valve SV4. Thus, when the backup valve BV is driven, the hydraulic pressure supplied from the pressure reducing valve 42 to the backup valve BV through the oil passage OL is supplied to various elements as follows. That is, a part of the hydraulic pressure supplied to the backup valve BV is supplied to the FWD oil chamber 12a or the RVS oil chamber 13a via the manual valve 44 and the downstream portion of the CL main oil passage 43 from the backup valve BV. Thereby, the forward clutch 12 or the reverse brake 13 is engaged. A part of the remaining hydraulic pressure supplied to the backup valve BV is supplied to the LC switching valve 35, and the remaining part is supplied to the DR oil chamber 22 c via the DR pressure regulating valve 52. As a result, the LU clutch 4c is controlled to the released state, and the effective diameter of the input pulley 22 is fixed.

  As is clear from the above description, the fourth solenoid valve SV4 is also used as a solenoid valve for driving the DR pressure regulating valve 52 and the backup valve BV. Therefore, when the third solenoid valve SV3 is normal, The hydraulic pressure from the four solenoid valve SV4 is supplied to both the DR pressure regulating valve 52 and the backup valve BV. The backup valve BV is provided with a return spring (not shown), and the backup valve BV is not driven by the low hydraulic pressure supplied when the third electromagnetic valve SV3 is normal due to the urging force of the return spring. Driven only by the higher hydraulic pressure supplied in case of failure. Thereby, when the third solenoid valve SV3 is normal, the above-described operation at the time of failure is not performed.

  The hydraulic pressure supply device is provided with a pressure accumulator 61. The pressure accumulator 61 includes a sub line 62, an accumulator 63, and a shutoff valve 64. One end portion of the subline 62 is connected to a portion between the connecting portion of the PU main oil passage 51 with the branch oil passage 41 and the branch portion 51c, and the other end portion of the subline 62 is connected to the accumulator 63. It is connected.

  The accumulator 63 is of a cylinder type and is configured so that the accumulated hydraulic pressure is, for example, 0.3 to 0.5 MPa. The shut-off valve 64 is an ON / OFF type solenoid valve, and is provided in the middle of the subline 62. When the shutoff valve 64 is opened and closed by the ECU 2 (see FIG. 3), the subline 62 is opened / closed.

  As shown in FIG. 3, the ECU 2 outputs a detection signal indicating the engine speed NE of the engine 3 from the engine speed sensor 71. Further, a detection signal indicating an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle is transmitted from the accelerator opening sensor 72 to the ECU 2 from the vehicle speed sensor 73. A detection signal is output. Further, the ECU 2 outputs a detection signal indicating an operation amount (hereinafter referred to as “brake opening degree”) BR of a vehicle brake pedal (not shown) from the brake opening degree sensor 74.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. The ECU 2 controls the operations of the engine 3, the first to fifth electromagnetic valves SV1 to SV5, and the shutoff valve 64 according to the control program stored in the ROM according to the detection signals from the various sensors 71 to 74 described above.

  Specifically, the ECU 2 determines that when a predetermined automatic stop condition such as that the idling operation state of the engine 3 (both the detected vehicle speed VP and the accelerator pedal opening AP are values 0) continues for a predetermined time is satisfied. The engine 3 during operation is automatically stopped. Accordingly, the oil pump 31 using the engine 3 as a power source is stopped. When a predetermined restart condition such as the detected brake opening BR falls below a predetermined value for restart is established by the driver releasing the depression of the brake pedal while the engine 3 is automatically stopped. The engine 3 is restarted, and the operation of the oil pump 31 is resumed accordingly.

  During the operation of the oil pump 31, the shutoff valve 64 is held in the open state, and thereby the subline 62 is held in the open state. As a result, the hydraulic pressure from the PU main oil passage 51 of the pulley hydraulic line PUL is supplied to the accumulator 63 via the sub line 62 and accumulated. Note that the hydraulic pressure in the PU main oil passage 51 during operation of the oil pump 31 is, for example, 1.8 MPa.

  While the oil pump 31 is stopped, the shutoff valve 64 is held in the closed state, whereby the subline 62 is held in the closed state. As a result, the PU main oil passage 51 and the accumulator 63 are blocked, so that the hydraulic pressure accumulated in the accumulator 63 is maintained. Further, by closing the shut-off valve 64, a closed circuit including the sub line 62 and the accumulator 63 is formed.

  When the operation of the oil pump 31 is resumed, the shutoff valve 64 is opened, thereby opening the subline 62. Accordingly, the hydraulic pressure accumulated in the closed circuit such as the accumulator 63 is supplied to the DR oil chamber 22c and the DN oil chamber 23c via the subline 62 and the PU main oil passage 51, and further, the clutch hydraulic line. The oil is supplied to the FWD oil chamber 12a through the CLL branch oil passage 41 and the CL main oil passage 43. When the oil pressure of the oil pump 31 rises sufficiently, the oil pressure from the oil pump 31 is supplied to the DR oil chamber 22c, the DN oil chamber 23c, and the FWD oil chamber 12a in addition to the oil pressure from the accumulator 63 and the like. Therefore, according to the first embodiment, the hydraulic pressure can be sufficiently supplied to the continuously variable transmission 6 and the forward clutch 12 when the operation of the oil pump 31 is resumed.

  Further, as described above, since the hydraulic pressure required for driving the continuously variable transmission 6 is higher than that of the forward clutch 12 and the reverse brake 13, the hydraulic pressure in the PU main oil passage 51 is changed to the CL main oil passage 43. It is required to be higher than the hydraulic pressure. On the other hand, according to the first embodiment, since the accumulator 63 is connected to the PU main oil passage 51, the hydraulic pressure supplied from the accumulator 63 to the PU main oil passage 51 and the continuously variable transmission 61 is respectively an accumulator. The hydraulic pressure supplied from 63 to the CL main oil passage 43 and the forward clutch 12 becomes higher. Therefore, when the operation of the oil pump is resumed, the hydraulic pressure in the hydraulic circuit can be stabilized in a desired state, and the desired hydraulic pressure can be appropriately supplied to the continuously variable transmission 6 and the forward clutch 12.

  Whether or not the operation of the oil pump 31 is resumed is determined as follows. That is, since the power source of the oil pump 31 is the engine 3, it is determined that the operation of the oil pump 31 is resumed when the detected engine speed NE exceeds a predetermined threshold value. As a parameter for this determination, other appropriate parameters indicating the operation state of the oil pump 31, for example, the rotation speed of the oil pump 31 detected by a sensor, or the detected hydraulic pressure of the discharge port of the oil pump 31 are used. Etc. may be used.

  Further, FIG. 2 merely shows a simplified hydraulic circuit of the hydraulic pressure supply device. In practice, the shape of the oil passage is very complicated. For this reason, it is preferable to set the connection position of the accumulator 63 so that the hydraulic pressure is appropriately supplied to the continuously variable transmission 6 and the forward clutch 12 according to the flow path resistance of the hydraulic circuit.

  Moreover, the correspondence between the various elements in the first embodiment and the various elements in the present invention is as follows. That is, the forward clutch 12 in the first embodiment corresponds to the clutch in the present invention, the transmission belt 24 in the first embodiment corresponds to the winding member in the present invention, and the ECU 2 in the first embodiment This corresponds to the shut-off valve control means in the invention.

  Next, a hydraulic pressure supply device according to a second embodiment of the present invention will be described with reference to FIG. This hydraulic pressure supply device differs from the first embodiment only in the connection position of the accumulator 63 with respect to the PU main oil passage 51. In FIG. 4, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  As shown in FIG. 4, unlike the first embodiment, one end of the sub-line 62 is not the portion between the connecting portion of the PU main oil passage 51 and the branch oil passage 41 and the branch portion 51c, but the second PU main. It is connected to the oil passage 51b.

  During the operation of the oil pump 31, as in the first embodiment, the shutoff valve 64 is held open, and the subline 62 is held open. As a result, the hydraulic pressure from the second PU main oil passage 51b of the pulley hydraulic line PUL is supplied to the accumulator 63 via the subline 62 and accumulated.

  While the oil pump 31 is stopped, the shutoff valve 64 is held in the closed state, whereby the subline 62 is held in the closed state. As a result, the second PU main oil passage 51b and the accumulator 63 are blocked, so that the hydraulic pressure accumulated in the accumulator 63 is maintained. Further, by closing the shut-off valve 64, a closed circuit including the sub line 62 and the accumulator 63 is formed.

  When the operation of the oil pump 31 is resumed, the shutoff valve 64 is opened, thereby opening the subline 62. Accordingly, the hydraulic pressure accumulated in the closed circuit such as the accumulator 63 described above is supplied to the DN oil chamber 23c via the subline 62 and the second PU main oil passage 51b, and further DR via the first PU main oil passage 51a. While being supplied to the oil chamber 23c, it is further supplied to the FWD oil chamber 12a via the branch oil passage 41 and the CL main oil passage 43 of the clutch hydraulic line CLL. When the oil pressure of the oil pump 31 rises sufficiently, the oil pressure from the oil pump 31 is supplied to the DR oil chamber 22c, the DN oil chamber 23c, and the FWD oil chamber 12a in addition to the oil pressure from the accumulator 63 and the like. Therefore, according to the second embodiment, as in the first embodiment, the hydraulic pressure can be sufficiently supplied to the continuously variable transmission 6 and the forward clutch 12 when the operation of the oil pump 31 is resumed.

  Further, as described above, the return spring 23d of the continuously variable transmission 6 biases the movable portion 23a of the output pulley 23 toward the side where the DN oil chamber 23c is enlarged. For this reason, when the oil pump 31 is stopped, bubbles may be generated in the DN oil chamber 23c. In this case, when the operation of the oil pump 31 is resumed, the oil pressure of the DN oil chamber 23c is affected by the bubbles. May be delayed, or it may not be possible to obtain a sufficient hydraulic pressure to change the effective diameter of the output pulley 23. On the other hand, according to the second embodiment, since the accumulator 63 is connected to the second PU main oil passage 51b for supplying hydraulic pressure to the DN oil chamber 23c, the oil pump 31 is stopped as described above. Even when air bubbles are sometimes generated in the DN oil chamber 23c, the oil pressure from the accumulator 63 and the oil pressure from the oil pump 31 can be sufficiently supplied to the DN oil chamber 23c when the operation of the oil pump 31 is resumed. Problems can be prevented.

  Further, as is clear from the connection relationship among the PU main oil passage 51, the CL main oil passage 43, and the accumulator 63, as in the first embodiment, the PU main oil passage 51 and the continuously variable transmission 6 are connected from the accumulator 63. Since the hydraulic pressure supplied to each of the hydraulic pressures is higher than the hydraulic pressure supplied from the accumulator 63 to the CL main oil passage 43 and the forward clutch 12, the hydraulic pressure in the hydraulic circuit can be stabilized in a desired state, and continuously Desired hydraulic pressure can be appropriately supplied to the transmission 6 and the forward clutch 12.

  Further, the second PU main oil passage 51b is provided with a DN pressure regulating valve 53 for adjusting the hydraulic pressure supplied to the DN oil chamber 23c, and the accumulator 63 is connected to the DN pressure regulating valve 53 of the second PU main oil passage 51b. It is connected to the portion closer to the oil pump 31. Therefore, a desired hydraulic pressure can be appropriately supplied from the accumulator 63 to the DN oil chamber 23c via the DN pressure regulating valve 53 for adjusting the hydraulic pressure supplied to the DN oil chamber 23c. The hydraulic pressure can be appropriately supplied to the forward clutch 12 without being affected by the DN pressure regulating valve 53.

  Moreover, the correspondence between the various elements in the second embodiment and the various elements in the present invention is as follows. That is, the DR oil chamber 22c and the DN oil chamber 23c in the second embodiment correspond to the first and second oil chambers in the present invention, respectively, and the first and second PU main oil passages 51a and 51b in the second embodiment The DN pressure regulating valve 53 in the second embodiment corresponds to the first and second pulley hydraulic lines in the present invention, and corresponds to the pressure regulating valve in the present invention. Other correspondences are the same as in the first embodiment.

  The present invention is not limited to the first and second embodiments described below (hereinafter collectively referred to as “embodiments”), and can be implemented in various modes. For example, in the embodiment, the oil pump 31 is a gear pump, but may be a vane pump or the like. In the embodiment, the accumulator 63 is a piston-type accumulator, but may be a bladder-type accumulator. Furthermore, in the embodiment, the cutoff valve 64 is a solenoid valve, but may be a hydraulic valve or the like. In the embodiment, the pressure reducing valve 42 and the DN pressure regulating valve 53 are hydraulic spool valves, but may be electromagnetic valves or the like.

  Further, in the embodiment, the timing for opening the shutoff valve 64 is set when the operation of the oil pump 31 is resumed, but the hydraulic pressure accumulated in the accumulator 63 and the like is reliably supplied to the continuously variable transmission 6 and the like. From the viewpoint, it may be set immediately before the operation of the oil pump 31 is resumed. In this case, it is determined as follows whether or not the operation of the oil pump 31 is just before restarting. That is, during the automatic stop of the engine 3, when the parameter representing the vehicle driver's intention to restart the engine 3, for example, the brake opening BR falls below the predetermined value for restart, the operation of the oil pump 31 is performed. It is determined that it is just before the restart. This is because it takes some time until the engine 3 is restarted and the operation of the oil pump 31 is restarted after the brake opening BR falls below a predetermined value during the automatic stop of the engine 3.

  In the embodiment, the return spring 23 d is provided on the output pulley 23, but may be provided on the input pulley 22 instead. In this case, the accumulator 63 is connected to a portion closer to the oil pump 31 than the DR pressure regulating valve 53 of the first PU main oil passage 51a. Alternatively, the return spring 23 d may be provided on both the input pulley 22 and the output pulley 23. In this case, the accumulator 63 may be connected to the PU main oil passage 51 as in the first embodiment, or may be separately connected to the first and second PU main oil passages 51a and 51b.

  Furthermore, in the embodiment, the continuously variable transmission 6 is one that can change the effective diameters of both the input pulley 22 and the output pulley 23, but the effective diameter of one of the pulleys 22 and 23 can be changed. A thing may be used. In the embodiment, the clutch of the present invention is the forward clutch 12, but may be another appropriate hydraulic clutch for transmitting the driving force from the engine 3, for example, the reverse brake 13. Furthermore, in the embodiment, the engine of the present invention is the engine 3 composed of a gasoline engine, but may be a diesel engine, an LPG engine, or the like. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

2 ECU (shutoff valve control means)
3 Engine 6 Continuously variable transmission 12 Forward clutch (clutch)
22 Input pulley 22c DR oil chamber (first oil chamber)
23 Output pulley 23c DN oil chamber (second oil chamber)
23d Return spring 24 Transmission belt (wrapping member)
31 Oil pump CLL Clutch hydraulic line 42 Pressure reducing valve PUL Pulley hydraulic line 51a First PU main oil passage (first pulley hydraulic line)
51b Second PU main oil passage (second pulley hydraulic line)
51c Branch part 53 DN pressure regulating valve (pressure regulating valve)
63 Accumulator 64 Shut-off valve

Claims (3)

Hydraulic pressure is applied to a hydraulic clutch for transmitting a driving force from an engine, which is a power source of the vehicle, and a hydraulic continuously variable transmission for continuously transmitting and transmitting the driving force from the engine. A hydraulic supply device for supplying
The continuously variable transmission has an input pulley, an output pulley, and a winding member that is wound around the input pulley and the output pulley, and at least one of the input pulley and the output pulley is effectively supplied by supplying hydraulic pressure. Configured to change the diameter,
An oil pump for supplying hydraulic pressure to the clutch and the continuously variable transmission using the engine as a power source;
A pulley hydraulic line connecting the oil pump and the continuously variable transmission to each other;
A clutch hydraulic line branched from the pulley hydraulic line and connected to the clutch;
A pressure reducing valve provided in the clutch hydraulic line, for reducing the hydraulic pressure from the oil pump;
The pulley hydraulic line is connected to the continuously variable transmission side of the clutch hydraulic line branch portion where the clutch hydraulic line branches, and to the portion opposite to the oil pump with respect to the clutch hydraulic line branch portion. An accumulator capable of accumulating hydraulic pressure,
A shutoff valve that is opened and closed to communicate / shut off between the pulley hydraulic line and the accumulator;
A shut-off valve control means for opening the shut-off valve during operation of the oil pump, and closing the shut-off valve during stoppage of the oil pump ;
During operation of the oil pump, the hydraulic pressure from the oil pump is accumulated in the accumulator through the pulley hydraulic line by opening the shut-off valve, and when the oil pump is stopped, the hydraulic pressure from the oil pump is accumulated. By closing the valve, the hydraulic pressure accumulated in the accumulator so far is maintained, and when the operation of the oil pump is resumed, the hydraulic pressure previously held in the accumulator by opening the shut-off valve is changed to the oil pressure. A hydraulic pressure supply device that is supplied to the continuously variable transmission via the pulley hydraulic line together with the hydraulic pressure from the pump and to the clutch via the pulley hydraulic line and the clutch hydraulic line. . The input pulley is provided with a first oil chamber,
The output pulley is provided with a second oil chamber, and a return spring that urges the output pulley on the side of expanding the second oil chamber,
The pulley hydraulic line branches from a branch portion in the middle thereof to a first pulley hydraulic line connected to the first oil chamber and a second pulley hydraulic line connected to the second oil chamber,
The continuously variable transmission is configured such that effective diameters of the input pulley and the output pulley are changed by supplying hydraulic pressure to the first oil chamber and the second oil chamber,
The clutch hydraulic line is branched from a portion on the oil pump side with respect to the branch portion of the pulley hydraulic line,
2. The hydraulic pressure supply device according to claim 1, wherein the accumulator is connected to the second pulley hydraulic line. 3. The second pulley hydraulic line is provided with a pressure regulating valve for adjusting the hydraulic pressure supplied to the second oil chamber,
The hydraulic supply device according to claim 2, wherein the accumulator is connected to a portion of the second pulley hydraulic line closer to the oil pump than the pressure regulating valve.

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