JP3182960B2 - Hydraulic control device for hybrid vehicle - Google Patents

Abstract

PURPOSE:To reduce the power loss by a hydraulic pressure pump to increase cruising distance by increasing a connecting ratio of a line pressure port of a pressure regulator to a secondary pressure port in motor run mode. CONSTITUTION:In engine run mode, an input clutch C1 of a clutch control valve 62 is engaged, and oil in an oil path B is fed to a torque converter 4. Then oil in the input clutch C1 is fed to a regulator valve 63 through an oi1 path T, and its pressure is regulated so that a line pressure A is boosted by an amount of judgment. In motor run mode, ports of the clutch control valve 62 are shut off to disengage the input clutch C1, stop oil feeding to the converter 4, connects completely ports (k) and (r) of the regulator valve 63 to feed all oil from a pump 19 to an oil path B and further to an oil path D for coil cooling.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle which uses an internal combustion engine such as a gasoline engine or a diesel engine in combination with an electric motor using electric energy such as a battery as a power source, and more particularly to an engine transmission system. With a fluid transmission device such as a torque converter,
The present invention also relates to a hydraulic control device for a hybrid vehicle of a type that cools an electric motor with oil.

[0002]

2. Description of the Related Art Generally, a vehicle is equipped with an internal combustion engine such as a gasoline engine or a diesel engine.
The vehicle travels using the combustion of the internal combustion engine as an energy source. The engine, with the resulting high output, is a long-distance travel is due to combustion, the noise is generated, generates a No _x, exhaust gas such as Co _2.

[0003] Recently, due to an increase in environmental problems, vehicles driven by an electric motor that does not generate noise and generate no exhaust gas have attracted attention. However, the electric vehicle needs to be equipped with a battery that is heavy and has a limited electric capacity, and its output is not sufficient as compared with a vehicle equipped with an engine. The running performance is low, and the cruising distance from one battery charge is short, and the range of use is limited.

Therefore, a hybrid vehicle using both an internal combustion engine and an electric motor has been proposed. A series (series) type in which the hybrid vehicle drives the generator by rotating the engine in a constant state and drives the generator by rotation of an electric motor based on electric energy by the generator;
There is a parallel type in which outputs of an electric motor and an engine are respectively connected to driving wheels, and either the electric motor or the engine is selectively used.

There are various types of cooling devices for the electric motor in the hybrid vehicle, such as an air-cooling type, an oil-cooling type, a water-cooling type, and a method of sending a refrigerant.
Each of the conventional types is a cooling device in an independent system only on the electric motor side, and there is no device that considers a cooling system in a comprehensive system in consideration of an engine transmission system.

[0006]

For this reason, in the conventional hybrid vehicle, for example, it is not possible to secure a sufficient amount of oil serving as a refrigerant due to restrictions on installation space and the like.
The motor performance and life were not sufficient.

In particular, when an electric motor is used in an urban area or the like, and the load is relatively low and the load is relatively high, such as when the vehicle repeatedly starts from a stopped state or runs uphill, a large current is supplied to the motor and the heat generated by the coil increases. Insufficient cooling capacity.

Accordingly, a first object of the present invention is to provide a hydraulic control apparatus for a hybrid vehicle which effectively utilizes oil of an engine transmission system for cooling an electric motor, thereby solving the above-mentioned problems.

A second object of the present invention is to apply a sufficient line pressure to secure a torque capacity of a frictional engagement means interposed in an engine transmission system such as an input clutch when the engine is running. However, when the electric motor is running, the line pressure is reduced, the power loss due to the hydraulic pump is reduced, and the cruising distance during the motor running is extended.

[0010]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and has been made in consideration of the above circumstances. A hydraulic control device for a hybrid vehicle, comprising: an engine transmission system for transmitting an output of the electric motor (6) to the drive wheels (41); 71) and a line pressure port (k) communicating with the line pressure oil passage (A);
A pressure regulator valve (63) having a secondary pressure port (r) communicating with the secondary pressure oil passage (B) and a drain port (x) for appropriately controlling these ports; A first port (c) communicating with (B);
A second port (d) communicating with the fluid transmission (4)
And a switching valve (6) for controlling the switching of the first port and the second port to a communication state or a cutoff state.
2), a motor cooling oil passage (D) for introducing oil for cooling a coil of the electric motor (6) to the electric motor (6), and an engine running mode (52a) in which the engine transmission system functions.
And a motor running mode (5) in which the motor transmission system functions.
2b), and a control unit (51) having a driving mode determination means for switching and determining between the two modes. In the engine driving mode (52a), each port of the pressure regulator valve (63) is set at a predetermined ratio. In communication therewith, the hydraulic pressure in the line pressure oil passage (A) is adjusted to a predetermined line pressure, a predetermined secondary pressure is generated in the secondary pressure oil passage (B), and the switching valve (62) is connected. In the state, the oil in the secondary pressure oil passage (B) is supplied to the fluid transmission (4), and in the motor running mode (52b), the line pressure of the pressure regulator valve (63) is increased. The communication ratio between the port (k) and the secondary pressure port (r) is increased, and the switching valve (62) is closed so that oil from the hydraulic pumps (19) and (71) is removed from the secondary pressure oil. Road (B Supplied to the motor cooling oil passage (D) via, characterized in that.

Preferably, the switching valve has a third port (a) communicating with the line pressure oil passage and a fourth port (4) communicating with a hydraulic servo (C-1) of the input clutch (C1). b) and a drain port (x), and also serves as a clutch control valve (63).
In the engine drive mode (52a), the input clutch (C1) is connected by connecting the third port (a) and the fourth port (b), and the motor drive mode (52a) is connected. 52b), the communication between the third port (a) and the fourth port (b) is cut off, and the fourth port (b) is connected to the drain port (x) to connect the input clutch. (C1) is cut.

Further, for example, referring to FIG. 7, the switching valve (62) is connected to the motor cooling oil passage (D).
A fifth port (y) communicating with the first port (c ₁ ) and the second port (d ₁ ) in the engine running mode (52a).
To shut off the port (y) to supply the oil in the secondary pressure oil passage (B) to the fluid transmission (4). In the motor running mode (52b), the first The port (c ₂ ) communicates with the fifth port (y) and the second port (d ₁ ) is shut off, so that the oil in the secondary pressure oil path (B) is removed from the motor cooling oil path (D ).

Preferably, the line pressure oil passage (A) or the secondary pressure oil passage (B) communicates with the supply oil passage (E) to the fluid transmission device via an orifice (66). .

In order to achieve the second object of the present invention, a line pressure change for changing the line pressure regulation by the pressure regulator valve (63) between the engine running mode and the electric motor running mode. Means (5
1, T), and in the engine running mode,
The line pressure is set to a predetermined high pressure (B ₀ ) compared to the motor running mode.

As an example, the engine transmission system outputs the output of the internal combustion engine (1) to a fluid transmission (4), an input clutch (C1) and an automatic transmission gear unit (7, 7).
′) To the drive wheels (41), and the motor transmission system outputs the output of the electric motor (6) to the drive wheels (4).
In the engine running mode, the line pressure changing means boosts the line pressure PL (E) by a predetermined amount (B ₀ ) and transmits the running load, as shown in FIG. 15, for example. It increases in response to the torque, and in the motor running mode, the line pressure PL (M) is maintained at a relatively low pressure and a substantially constant pressure.

Further, as another example, the engine transmission system outputs the output of the internal combustion engine (1) via a fluid transmission (4), an input clutch (C1), and an automatic transmission gear unit (7, 7 '). The automatic transmission gear unit (7, 7 ') transmits the output of the electric motor (6) to the drive wheel (41) via the automatic transmission gear unit (7, 7'). When the transmission gear unit is in the low speed state, the one-way clutch (F) is engaged and the other frictional engagement means (B, C2) are in the disengaged state (FIG. 1).
2 and 13), the line pressure changing means is, for example, as shown in FIG.
As shown in FIG. 6, in the engine running mode, the line pressure PL (E) is boosted by a predetermined amount (B ₀ ) and increases in accordance with the running load torque. If the line pressure P
L (M ₁ ) is maintained at a relatively low pressure and a substantially constant pressure, and in a non-low speed state in the motor running mode, the line pressure PL (M ₂ ) is changed from a relatively low pressure state to a running load torque. And then increase.

[0017]

Based on the above configuration, in the engine running mode, the input clutch (C1) is in the connected state, and the rotation of the engine output shaft (1a) is controlled by the fluid transmission (4), the input clutch (C1), etc. To the drive wheels (41). At this time, the pressure regulator valve (63)
Adjusts the line pressure appropriately, supplies the line pressure to the hydraulic clutch for input clutch (C-1) and the like via the oil passage (A), and generates a predetermined secondary pressure to make the secondary pressure oil passage (B), and the oil in the secondary pressure oil passage is further transmitted through the first and second ports (c) and (d) of the switching (clutch control) valve (62) to the fluid transmission device (4). Supplied to

On the other hand, in the motor running mode, the input clutch (C1) is disengaged, and the electric motor (6) is driven.
It is transmitted to 1). At this time, the line pressure port (k) and the secondary pressure port (r) of the pressure regulator valve (63) are, for example, substantially in full communication, and the oil from the hydraulic pumps (9), (71) is substantially The whole amount is led to the secondary pressure oil passage (B). Further, in this state, the switching valve (62) has the first and second ports (c) and (d) shut off, and the supply to the fluid transmission (4) is cut off. A large amount of oil guided to the next pressure oil passage (B) is supplied to the coil cooling oil passage (D), and the electric motor (6) is efficiently cooled by the large amount of oil. Then, in the engine running mode, the pressure regulator valve (63) sets the line pressure PL (E) to a high pressure by boosting the line pressure PL (E) by, for example, a predetermined amount (B ₀ ), and sets the input clutch (63) corresponding to the input load. While securing the torque capacity of C1), for example, the torque capacity of the predetermined friction engagement means (B, C2) of the automatic transmission gear unit (7, 7 ') is secured.

On the other hand, in the motor running mode, the pressure regulator valve (63) operates at the line pressure PL.
(M, M ₁ , M ₂ ) is set to a relatively low pressure to reduce power loss due to the hydraulic pumps (19, 71).

[0020]

According to the present invention, in the engine running mode, a sufficient oil is supplied to the fluid transmission (4), and the output of the engine is smoothly transmitted to the drive wheels (4) through the fluid transmission. 41), a large amount of oil is supplied to the coil cooling oil passage (D) and the electric motor (6) in the motor traveling mode while the traveling by the highly reliable engine drive can be maintained. ) Can be efficiently and reliably cooled.

Thus, the heat generation of the electric motor (6) is suppressed, the reliability and life of the electric motor (6) are improved, and the motor is used at a relatively low speed and a high load such as repetition of intermittent start / stop, uphill running and the like. And the running performance as a hybrid vehicle can be improved.

Further, oil from the hydraulic pumps (19) and (71) is supplied to the fluid transmission (4) in the engine traveling mode and to the coil cooling oil passage (D) in the motor traveling mode. Since the oil is supplied, the discharge oil of the hydraulic pump can be used efficiently, so that the hydraulic pump can be of a small capacity, and the power for driving the pump is reduced to improve the power transmission efficiency. And space can be saved.

When the switching valve (62) is also used as a clutch control valve, the input clutch (C) which can be switched between the engine running mode and the motor running mode.
In conjunction with the operation of 1), the above-described switching of the oil supply can be reliably and accurately performed, and the reliability of the device is improved, and the control solenoid valve (56) and the control unit (51) are used. Can also be used, and the apparatus can be greatly simplified.

Further, when the switching valve (62) is directly switched so that the hydraulic pressure of the secondary pressure oil passage (B) is supplied to the fluid transmission device (4) or the coil cooling oil passage (D), the motor In the traveling mode, the oil to be supplied to the fluid transmission (4) is directly supplied to the coil cooling oil passage (D), so that a large amount of oil can be supplied to the coil cooling oil passage more reliably, and the electric motor (6) The reliability and life can be further improved.

When the line pressure oil passage (A) and the fluid transmission device supply oil passage (E) communicate with each other via the orifice (66), the supply of oil to the fluid transmission device (4) is always maintained. It is possible to prevent the oil in the fluid transmission (4) from escaping and air from entering. As a result, when switching from the motor driving mode to the engine driving mode, power transmission is not performed smoothly due to air in the fluid transmission device, and the driving force is instantaneously lost and the engine blows up, or the sudden driving force Problems such as occurrence of vibration due to recovery can be eliminated.

When the line pressure is set to a predetermined high pressure (B ₀ ) by the line pressure changing means in the engine traveling mode as compared with the motor traveling mode, the input clutch is switched in the engine traveling mode. (C1) While ensuring torque capacity of (and the frictional engagement means of the automatic transmission gear unit), it is possible to perform accurate and definite torque transmission. , 71), the cruising range per charge is increased, and the applicable driving range of the motor driving mode is expanded to reduce the exhaust gas and improve the fuel efficiency, thereby reducing the environmental impact of the hybrid vehicle. Characteristics can be exhibited effectively.

The motor transmission system may be an electric motor (6)
Is configured to output the power directly to the output shaft (23) without passing through the automatic transmission gear units (7, 7 '), if the line pressure is maintained at a constant low pressure in the motor running mode. Sufficiently, by reducing the discharge pressure and flow rate of the hydraulic pump as a set, it is possible to greatly reduce the power loss due to the hydraulic pump, and in conjunction with the reduction in power loss due to the transmission efficiency based on the direct output described above, Power loss during running of the electric motor can be greatly reduced.

Further, when the motor transmission system is configured to output the power of the electric motor to the output shaft (23) via the automatic transmission gear unit (7, 7 '), the capacity of the electric motor (6) can be reduced. However, it is possible to cope with the required torque and the number of revolutions of the vehicle, to make the hybrid transmission (24, 25) compact, and when the automatic transmission gear unit is in a low speed state,
Since the one-way clutch (F) is engaged and the other frictional engagement means (B, C2) are not engaged, the line pressure PL
(M ₁ ) can be maintained at a constant value of low pressure, and in the electric motor driving mode, it can cover most of the normal range at low speed and greatly reduce the power loss caused by the hydraulic pump. Can be.

Note that the reference numerals in parentheses are for comparison with the drawings, but do not limit the configuration of the present invention.

[0030]

Embodiments of the present invention will be described below with reference to the drawings.

The bonnet portion of the hybrid vehicle includes:
As shown in FIG. 1, an internal combustion engine 1 such as gasoline or diesel is mounted horizontally, and a hybrid transmission 2 according to the present invention is disposed adjacent to the engine 1.
Are arranged. The hybrid transmission 2 has a case 3 divided into three parts.
Inside, a torque converter 4, an input clutch device 5, an electric motor 6, and a transmission gear unit 7 are arranged in line with the output shaft 1a of the engine, and a differential device 9 is arranged below the torque converter 4, the input clutch device 5, and the transmission gear unit 7.

The torque converter 4 includes a pump impeller 1
0, a turbine runner 11, a stator 12, and a lock-up clutch 13.
The front cover 15a is housed in a converter case 15 in which the front cover 15a is integrally welded, and the inside of the case 15 is filled with oil. The case 15 is connected to the engine output shaft 1a, and the pump impeller 10 is integrally formed. An input shaft 16 is disposed at the center of the torque converter 4, and the output side of the turbine runner 11 and the lock-up clutch 13 is connected to the input shaft 16. Further, the stator 12 is supported on a one-way clutch 17,
The inner race of the one-way clutch is fixed to the transmission case 3. A hydraulic pump 19 is provided between the torque converter 4 and the input clutch device 5, and a drive gear of the pump 19 is connected to the converter case 15.

The input clutch device 5 is provided with a hydraulic servo C-1 and a hydraulic multiple disc clutch C comprising a multiple disc clutch plate.
Consists of one. The input side 5a of the clutch device 5 is connected to the input shaft 16 and the output side 5b is connected to the intermediate transmission shaft 22. The intermediate transmission shaft 22 extends coaxially with the input shaft 16 toward the transmission gear unit 7,
A sleeve-shaped output shaft 23 is rotatably supported on the transmission shaft 22 via a needle bearing. The output shaft 23 is supported by the partition wall 3a of the case 2 via a bearing 25, and a counter drive gear 26 is fixed to the tip of the output shaft adjacent to the input clutch device 5. I have.

On the other hand, an electric motor 6 such as a DC shunt motor, an induction motor, a brushless DC motor, etc. is housed at the front end of the case 3 partitioned by the partition wall 3a. The electric motor 6 includes a stator 27 fixed to the case 3.
And a rotor 29 connected to the output shaft 23. The rotor 29 is rotated by energizing a coil 30 wound around the stator 27. Further, oil is also stored inside the partitioned motor case 3, and supply holes 31, 31 for supplying oil for cooling a motor coil described later are formed in an upper portion of the case 3.

The transmission gear unit 7 is disposed on the inner diameter side of the coil 30 at the end of the intermediate transmission shaft 22. The unit 7 includes a single planetary gear 32 composed of a carrier CR that supports a sun gear S, a ring gear R, and a pinion P.
Is rotatably supported by the intermediate transmission shaft 22, the ring gear R is connected to the hollow output shaft 23, and the carrier CR
Is connected to the intermediate transmission shaft 22. Further, carrier C
Ring member 33 integral with R and boss 3 integral with sun gear S
5, a one-way clutch F is interposed, and the sun gear boss 35 is connected to the brake B1.
The brake B1 has a hydraulic servo B-1 and a number of friction plates, and stops the sun gear S by supplying hydraulic oil to the hydraulic servo B-1.

The differential device 9 has a differential case 37 rotatably supported by the case 3. A center gear 39 is rotatably supported by the differential case, and a ring gear 40 is provided on an outer peripheral portion thereof. Fixed. Left and right front axles 41l, 41r are rotatably supported by the case 3, and side gears 42l, 4l are provided at the base ends of these axles, respectively.
2r is fixed, and these side gears mesh with the center gear to form a differential mechanism. On the other hand, a counter shaft 43 is rotatably supported by the case 3, and the counter drive gear 26
The counter driven gear 45 meshing with the ring gear 40 and the differential drive pinion 46 meshing with the ring gear 40 are fixed. A lubricating oil passage 47 is formed coaxially on the input shaft 16 and the intermediate transmission shaft 22 to supply lubricating oil to predetermined portions such as bearings and gears.

Next, the operation of the hybrid transmission 2 will be described.

In a suburb or a highway, when the vehicle is traveling at high speed and long distance, or when the required torque is small and the engine rotation in a predetermined range is sufficient, the mode is switched to the engine running mode by a signal from a mode changeover switch or a control unit. Is set. In this state, based on the hydraulic control circuit described later, the clutch C1 of the input clutch device 5 is in the connected state, and the input shaft 16 and the intermediate transmission shaft 22 are connected.
The rotation of the engine output shaft 1a is transmitted to the torque converter 4, transmitted to the input shaft 16 via the oil flow or via the lock-up clutch 13, and further transmitted to the intermediate transmission shaft 22 via the input clutch device C1. Is transmitted.

The rotation of the intermediate transmission shaft 22 is shifted to the second speed by the transmission gear unit 7 based on the throttle opening and the vehicle speed, and transmitted to the output shaft 23. That is, when starting and accelerating, the brake B1 is in the released state, and the one-way clutch F is engaged, so that the carrier CR and the sun gear S are connected. In this state, the rotation of the intermediate transmission shaft 23 is transmitted to the sun gear S and the ring gear R integrated therewith via the carrier CR, and further transmitted to the output shaft 23. When the speed is equal to or higher than the predetermined speed and equal to or lower than the predetermined throttle opening, the brake B1 is in the engaged state, and the sun gear S is fixed. In this state, the rotation of the intermediate transmission shaft 23 is transmitted to the carrier CR, and furthermore, the pinion P meshes with the fixed sun gear S to rotate on its own, and the rotation of the pinion P is superimposed on the rotation of the carrier CR. To the ring gear R, and the overdrive rotation of the ring gear
Is transmitted to

The rotation of the output shaft 23 is transmitted from the counter drive gear 26 to the driven gear 45, and further transmitted to the differential device 9 via the differential drive pinion 46. Further, the differential device 9 includes left and right front axles 411, 41.
The differential rotation is transmitted to r.

The rotation of the engine output shaft 1a is transmitted to the hydraulic pump 19 via the converter case 15, and the pump generates a predetermined hydraulic pressure. In the engine running mode, the circuit of the coil 30 is open, and the electric motor 6 has the rotor 29 integrated with the output shaft 23 rotating idling. The circuit of the coil 30 may be connected to a battery, and the battery may be charged by electromotive force based on rotation of the rotor 29 by engine rotation or regenerative braking.

On the other hand, the vehicle is repeatedly started at a low speed, such as in an urban area.
When the motor stops, or when the required torque is small and the rotation of the electric motor is sufficient, the electric motor driving mode is set by a signal from a mode changeover switch or a control unit. In this state, the clutch C1 of the input clutch device 5 is disconnected, the interlock between the input shaft 16 and the intermediate transmission shaft 23 is cut off, and a predetermined current is supplied to the coil 30 to drive the electric motor 6. Then, the rotation of the rotor 29 of the electric motor 6 is transmitted to the output shaft 23, and further the counter drive gear 26,
Left and right front axles 41l, 41 via the driven gear 45, the pinion 46 and the differential device 9.
r.

At this time, the engine 1 is rotating at a constant speed in a predetermined low-speed state where the generation of exhaust gas and noise is small, and the rotation of the output shaft 1a is transmitted to the hydraulic pump 19 via the converter case 15 and Hydraulic pressure is being generated. The rotation of the engine output shaft 1a is controlled by the input clutch C1.
Are cut off and are not transmitted to the intermediate transmission shaft 23.

Next, the hydraulic control device according to the present invention will be described.

FIG. 2 is an electric control block diagram. In the figure, reference numeral 51 denotes a control unit (ECU) to which signals such as a mode changeover switch, a vehicle speed, a throttle opening, and a remaining battery level are inputted. , Running mode determination means 52,
High / low speed determining means 53, lock-up clutch determining means 5
5 is provided. The running mode determining means 52 determines the engine running mode 52 manually by a motor changeover switch or automatically based on the vehicle speed and the throttle opening.
a or a motor drive mode 52b signal, and in the case of the engine drive mode, an ON signal is sent to a solenoid valve (normally open) 56 for controlling a clutch control valve and a predetermined duty is sent to a solenoid valve 57 for controlling a pressure regulator valve. In the case of the electric motor running mode, a predetermined drive signal is transmitted to the electric motor 6 and a high control pressure signal is transmitted to the duty solenoid valve 57. The high / low speed judging means 53 operates in the engine running mode, judges based on the vehicle speed and the throttle opening, and sends a predetermined signal to a solenoid valve 59 for shift valve control. The lock clutch determination means 55 operates in the engine running mode, determines based on the vehicle speed and the throttle opening, and transmits a predetermined signal to the solenoid valve 60 for controlling the lock-up clutch control valve.

FIG. 3 is a schematic view showing a main part of a hydraulic circuit 611 according to a _first embodiment of the present invention. A clutch control valve 62 controlled by the solenoid valves 56, 57 and 60, respectively. , Primary regulator valve 63 and lock-up control valve 6
Five. Primary regulator valve 63
Has a line pressure port k communicating with a line pressure oil passage A from the hydraulic pump 19, a converter pressure port r communicating with a converter pressure (secondary pressure) oil passage B, and a drain port x. Based on the control pressure from the solenoid valve 57, these ports k, r, and x are appropriately controlled to communicate to adjust the pressure to a predetermined line pressure and generate a predetermined converter pressure. Also, the clutch control valve 62
Is a port a communicating with the line pressure oil passage A, a port b communicating with the input clutch hydraulic servo C-1, a port c communicating with the converter oil passage B, and a lock-up clutch control valve 65. It has a port d and a drain port x communicating with the torque converter 4 via the control unit. The port d is appropriately switched and controlled based on the control pressure from the solenoid valve 56. The lock-up clutch control valve 65 has a port e communicating with the converter supply pressure oil passage E from the clutch control valve 62, ports f and g for switching the flow direction to the torque converter 4, and a port h communicating with the oil cooler. These ports are appropriately switched and controlled based on the control pressure from the solenoid valve 60. In the drawing, reference numeral 64 denotes a secondary regulator valve which regulates the line pressure of the oil passage A adjusted by the primary regulator valve 63 to the converter pressure of the oil passage B and the lubricating oil pressure of the oil passage L. The lubricating oil passage L communicates with the lubricating oil hole 47 of the hybrid transmission 2 through the oil passage L1 and communicates with the oil hole 31 that cools the electric motor 6 through the oil passage D.

[0047] Since the hydraulic circuit 61 ₁ is composed of the above configuration, the oil in the oil sump 67 formed of casing 3 is sucked by the hydraulic pump 19 driven by the engine 1, further duty control of the solenoid valve 57 With the primary regulator valve 63 controlled by
The pressure is adjusted to the oil passage A as a line pressure. In the engine traveling mode, the solenoid valve 56 is in the ON state, and the ports a, b, c, and d of the clutch control valve 62 are in communication. In this state, the line pressure in the oil passage A is changed to the hydraulic servo C- through the ports a and b.
1, the input clutch C1 is connected, and the oil passage B
Is supplied to the oil passage E through the ports c and d. The lock-up control valve 65 is appropriately switched to the solenoid valve 60. In an acceleration state, the ports e and f communicate with each other, the oil flows through the oil passage F in the direction of the arrow j, and the torque converter 4 is locked. The up-clutch 13 is turned off, and in a steady running state, the ports e and g communicate with each other, oil flows in the direction of the arrow j, and the lock-up clutch 13 is turned on. Further, the converter oil pressure discharged from the port h is guided to the oil cooler through the oil passage G.

On the other hand, in the electric motor running mode,
The duty solenoid valve 57 enters the high control pressure state,
The oil from the pump 19 is supplied to the almost all converter pressure oil passage B through substantially all the ports k and r, and
The ports a and b, c and d of the clutch control valve 62 are shut off. In this state, the oil pressure to the hydraulic servo C-1 is cut off (drain), the input clutch C1 is cut off, the oil pressure to the oil passage E is also cut off, and the supply of oil to the torque converter 4 is cut off. It is. Therefore, the pump 19
Is supplied from the oil passage B to the lubricating oil passage L through the secondary regulator valve 64, and the large amount of oil is supplied to the oil hole 31 of the electric motor 6 through the coil cooling oil passage D. The supplied motor cools the motor efficiently.

In the drawing, reference numeral 66 denotes a converter pressure oil passage B.
And an orifice interposed in the oil passage communicating the oil supply passage E with the converter supply oil passage E, and is installed as required. The orifice 66 supplies the converter pressure to the torque converter 4 little by little even in the motor running mode in which the ports c and d are shut off. This prevents oil in the torque converter 4 from escaping and air from entering, and when the mode is switched from the motor running mode to the engine running mode, the driving force is momentarily lost due to the air in the converter and the engine blows. It is possible to prevent problems such as a rise in the vehicle body and vibration of the vehicle body due to a sudden recovery of the driving force.

The hydraulic pump 19 is not limited to the one driven by the engine 1, but may be connected to a counter shaft 43 and driven in conjunction with the vehicle speed. Alternatively, it may be driven by a DC motor 69 dedicated to driving the pump. Further, as shown in FIG. 7, which will be described later, a hydraulic pump driven by a DC motor 69 dedicated to pump driving and an engine-driven hydraulic pump 19 are provided in parallel, and the discharge pressure from these pumps is controlled via check valves. And may be supplied to the primary regulator valve 63.

Further, as shown by a chain line, an oil passage H having a check valve 70 may be provided. Thus, when the oil supply to the torque converter 4 is cut off in the motor running mode, the ports c and m of the clutch control valve 62 are communicated to supply the converter pressure to the oil passage H, and further, the oil passage F The oil is supplied to the oil cooler through the ports g and h and the oil passage G to ensure the cooling of the oil. The oil to the motor 6 may be directly cooled by interposing an oil cooler in the coil cooling lubricating oil passage D.

Next, a second embodiment of the hydraulic control circuit according to the present invention will be described with reference to FIGS. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

[0053] This hydraulic control circuit 61 ₂ has a hydraulic pump 71 driven by a dedicated DC motor 69, the pump 71, the oil strainer 72 and the oil cooler 7
3 is provided with a circuit I dedicated to motor cooling. Further, a communication oil passage L is provided between a lubricating oil passage L to which oil is supplied from the engine drive hydraulic pump 19 and a coil cooling oil passage D.
A check valve 75 is provided in the oil passage L3 to permit the flow from the oil passage L to the D. In addition, the check for preventing the flow from the communication oil passage L3 to the motor cooling oil passage I is provided. A valve 76 is interposed. The circuit I is
FIG. FIG. 5 is a diagram showing the present hydraulic control circuit, in which 77 is a manual valve, 79 is a shift valve, 80 is a solenoid modulator valve, 8
1 is a pressure relief valve, 82 is a cooler bypass, 83 is a check valve, 85 is an accumulator for an input clutch, and 86 is an accumulator for a brake.

The operation of the second embodiment will be described in detail with reference to FIG. 5. The hydraulic oil from the hydraulic pump 19 driven by the engine is supplied to the primary regulator valve 6.
The pressure is adjusted to the line pressure by 3 and guided to the oil passage A. The primary regulator valve 63 controls the line pressure from the oil passage A1 with the control pressure of the oil passage J regulated by the duty solenoid valve 57 via the solenoid modulator valve 80 and the oil strainer, and enters the engine running mode. In this case, the line pressure is adjusted to an appropriate pressure corresponding to the load torque. Further, the primary regulator valve 63 is communicated at a predetermined rate from the line pressure port k to the converter pressure port r, and the oil passage B from the port r is regulated to the converter pressure by the secondary regulator valve 64, Further, port n of the valve 64
And o are communicated at a predetermined ratio, and guided to the oil passage L as lubricating oil pressure.

Then, in the engine running mode,
The clutch control valve 62 is switched to the right half position by the solenoid valve 56, and the manual valve 77
The line pressure of the oil passage A2 supplied via the D range port is guided to the oil passage K via the ports a and b, further guided to the accumulator 85, and also supplied to the clutch hydraulic servo C-1. . Thereby, the input clutch C
1 is connected, and the rotation of the engine 1 is transmitted to the front axles 411 and 41r via the transmission gear unit 7 and the like. Further, in this state, the shift valve 79 is switched based on the solenoid valve 59. The shift valve 79
Is in the upper position (shown), the port p from the line pressure oil passage A is shut off, and the port q communicates with the drain x. Therefore, the hydraulic servo for brake B
The hydraulic pressure of -1 is drained, the brake B1 is released,
The transmission gear unit 7 is directly connected. When the spool of the shift valve 9 is switched to the lower position, the oil passage A
Is introduced into oil passage R through ports p and q,
Further, the hydraulic servo B is guided to the accumulator 86 and
-1 and the brake B1 is engaged. In this state, the transmission gear unit 7 is in the overdrive state.

At the right half position of the clutch control valve 62 described above, the converter pressure of the oil passage B is guided to the oil passage M via the ports c and d, and further to the lock-up control valve 65. . The control valve 65 is controlled by the solenoid valve 60, and is in the left half position in the acceleration state. In this state, the converter pressure in the oil passage M causes a flow in the oil passage F in the direction of the arrow i via the ports e ₁ and f to be supplied to the torque converter 4 and to release the lock-up clutch 13. In the steady running state, the control valve 65 is switched to the right half position, and the converter pressure in the oil passage M is supplied to the torque converter 4 via the ports e ₂ and g based on the flow in the direction of the arrow j. The lock-up clutch 13 is connected and drained from the port f. Also,
Part of the oil guided to the oil passage F is guided to the oil passage G to the oil cooler via the check valve 83.

In the engine running mode, the dedicated DC motor 71 is stopped, but the hydraulic pressure from the engine drive hydraulic pump 19 is supplied from the secondary regulator valve 66 to the lubricating oil passage L, and the lubricating points L1 ,…,
It is led to D.

On the other hand, in the motor traveling mode, the electric motor 6 for driving the traveling is driven and the motor 69 for driving the pump is also driven. Further, the normally open solenoid valve 56 is turned off, the clutch control valve 62 is switched to the left half position, the duty solenoid 57 is set to the high control pressure state, and the primary regulator valve 63 is fully connected to ports k and r. In addition to controlling to be in the state, the secondary regulator valve 64 also holds the ports n and o in a state close to all communication.

In this state, most of the oil from the pump 19 is led to the converter oil passage B. Further, the clutch control valve 62 in the left half position shuts off the communication between the ports c and d, and shuts off the port a and drains the port b. Through the torque converter 4 and the clutch hydraulic servo C-1.
Is drained to disconnect the input clutch C1. Therefore, the rotation of the engine output shaft 1 is in an idling state in which only the pump 19 is operated, and the vehicle runs by the electric motor 6.

Further, the supply of the converter oil in the oil passage B to the torque converter 4 is cut off, and substantially the entire amount thereof is supplied to the lubricating oil passage L via the secondary regulator valve 64, and then through the check valve 75. The oil is supplied to each lubrication point L1 and is also supplied to the electric motor 6 via the coil cooling oil passage D and the oil hole 31. The oil from the hydraulic pump 71 by the dedicated motor 69 is also supplied to the lubricating oil passage L and the coil cooling oil passage D via the oil cooler 73 and the check valve 76. This allows
The electric motor 6 is efficiently cooled by a large amount of oil, and the coil 30 is sufficiently cooled to reduce the performance of the motor 6 even when a high load is applied to the motor such as starting repeatedly from a stopped state or running uphill. Can be maintained. At this time, the check valve 76 prevents the oil from the lubricating oil passage L from escaping to the oil sump 67 via the stopped pump 71.

In the above description, even in the motor running mode, the case where the engine 1 is idling and the hydraulic pump 19 is driven is described. However, it is also possible to stop the engine 1 and emit no exhaust gas. It is. In this case, the oil pressure from the hydraulic pump 71 by the dedicated motor 69 is supplied to each lubrication point via the oil cooler 73, and the oil cooled by the cooler 73 is supplied from the coil cooling D to the electric motor 6. Then, the motor 6 is cooled. At this time, the oil from the hydraulic pump 71 does not flow to the transmission hydraulic circuit such as the torque converter by the check valve 75, but the entire amount flows to the lubrication circuit L such as the motor cooling oil passage D.

Next, another embodiment according to the present invention will be described with reference to FIGS.

[0063] Figure 6 is a schematic view of a hybrid transmission 2 ₂ according to this embodiment, as in the transmission described above, the lock-up clutch 13 with a torque converter 4, the input clutch C1, the electric motor 6, single planetary gear unit 32 (S, CR,
R), in addition to the brake B1 and the one-way clutch F, a direct clutch C2 is newly provided in parallel with the one-way clutch F.

This embodiment also functions in the same manner as the previous embodiment, except for the engine braking state when the engine running mode is directly connected. That is, in the engine running mode,
The rotation of the engine output shaft 1a is transmitted to the intermediate transmission shaft 22 via the torque converter 4 and the input clutch C1.
And, at the time of direct connection transmission, one-way clutch F
(And direct clutches C2) for carrier CR
The sun gear S and the sun gear S rotate integrally, so that the integrated rotation is transmitted to the output shaft 23 via the ring gear R. On the other hand, when the engine brake operates at the time of the direct connection transmission, the direct clutch C2 is connected to ensure that the carrier CR and the sun gear S rotate integrally.

[0065] FIG. 7 is a diagram showing a third embodiment of the hydraulic control circuit applied to the transmission 2 _2. In the 61 ₃ of the hydraulic control circuit is a hydraulic pump 71 which is driven with the engine-driven hydraulic pump 19 by a dedicated DC motor 69 is installed in parallel, the both hydraulic pumps 1
Oil passages P1 and P extending from discharge ports 9 and 71, respectively.
2 communicates with the line pressure oil passage A via check valves 85 and 86, respectively. Also, it does not have a secondary regulator valve, and has a duty solenoid valve 5
7 has one pressure regulator valve 63 controlled. Further, the shift valve 79 controls the hydraulic servo C-2 for the direct clutch in addition to the hydraulic servo B-1 for the brake.

Then, the clutch control valve 62
Has a line cooling port y and a bypass port z in addition to the line pressure port a, the input clutch supply port b, the converter pressure ports c ₁ and c ₂ , the torque converter supply ports d ₁ and d _2. In addition to the on / off switching of the hydraulic pressure to the input clutch hydraulic servo C-1 and the switching of the hydraulic pressure to the torque converter 4, the supply to the cooling oil passage D to the electric motor 6 is switched on / off. Further, the lock-up control valve 65 is controlled by the duty solenoid valve 60. Further, an oil passage N communicates between the converter supply pressure oil passage E from the clutch control valve 62 and the line pressure oil passage A, and the oil passage N
Orifice 66 is interposed. Further, an oil cooler 87 is interposed in the coil cooling pressure oil passage D from the control valve 62.

In the figure, reference numeral 77 denotes a manual valve, 8
0 is a solenoid modulator valve, 81 is a pressure relief valve, 82 is a cooler bypass, 85 is an input clutch accumulator, 86 is a brake accumulator, 89 is a direct clutch accumulator, and 90 is a torque converter bypass.

Since the present embodiment is configured as described above, the hydraulic pressure discharged from the engine-driven hydraulic pump 19 and / or the dedicated motor-driven hydraulic pump 71 is supplied to the line pressure oil passage A via check valves 85 and 86, respectively. Supplied,
The hydraulic pressure of the line pressure oil passage is a duty solenoid 57.
Is regulated by a pressure regulator valve 63 controlled by the pressure regulator. In the engine running mode,
The dedicated motor 69 is stopped and the engine-driven hydraulic pump 19
The hydraulic pressure may be generated only by the motor drive mode. Alternatively, in the motor running mode, the engine 1 may be stopped and the hydraulic pressure may be generated only by the dedicated motor drive hydraulic pump 71. In this case, the check valve 85 or 86 does not allow the hydraulic pressure to escape from the stopped pump. Further, it is possible to eliminate the engine-driven hydraulic pump and always generate the hydraulic pressure only by the dedicated motor-driven hydraulic pump 71 regardless of the engine running mode and the motor running mode. When the dedicated motor 69 is used, the motor operates at a required pressure,
Optimal pump control can be performed according to the flow rate, and thus loss due to pump driving can be reduced to a minimum.

In the engine running mode, the supply port k is set to the drain port x by the pressure regulator valve 63 based on the duty control of the solenoid valve 57.
With a pressure regulated to a predetermined line pressure communicates with converter port r and a predetermined ratio, the line pressure is led to the lubrication points L ₁ of the lubricating hole 46 or the like of the transmission 2 through the oil passage A and the orifice, The oil is guided from the oil passage A to the manual valve 77. At the D, 2 and L positions of the manual valve 77, the line pressure is supplied to the clutch control valve 62 via an oil passage A3 and to the shift valve 79 via an oil passage A4.
The converter pressure from the converter port r of the regulator valve 63 is guided to the clutch control valve 62 via the oil passage B.

In the engine running mode, the normally open solenoid valve 56 is in the ON position, the clutch control valve 62 is in the upper half position, and therefore the ports a and b are in communication with each other, and the oil passage A3
Is supplied to the accumulator 85 and the clutch hydraulic servo C-1. Thereby, the rotation of the engine 1 is transmitted to the drive wheels via the input clutch C1 and the transmission gear unit. Further, the oil from the converter pressure oil passage B is guided to the oil passage E by communication between the ports c ₁ and d ₁ , c ₂ and d ₂ . At this time, an oil passage T from the oil passage K to the clutch hydraulic servo C-1 extends to the pressure regulator valve 63, and the clutch supply pressure is reduced by the oil passage T.
, And urges the spool to the left to secure the line pressure of the oil passage A and the converter pressure of the oil passage B.

Further, the supply pressure of the torque converter in the oil passage E is guided to a lock-up clutch control valve 65, and based on the duty control of the solenoid valve 60, when the valve 65 is in the lower half position, the supply pressure e
_The oil is supplied to the oil passage F as a flow in the direction of the arrow i via ₁ and f. Then, the supply pressure is supplied to the torque converter 4 to keep the lock-up clutch 13 in the off state, and further to the oil cooler 87 via the ports g and s and the oil passage Q, and to the coil cooling oil hole 31 of the motor 6. Sent. When the lock-up clutch valve 65 is in the upper half position, the converter supply pressure from the oil passage E is equal to the port e ₂
And g through the oil passage F as a flow in the direction of the arrow j, supplied to the torque converter 4 to connect the lock-up clutch 13 and drained through the port f. A part of the supply pressure is sent to the oil cooler 87 and the motor 6 through the orifice 92.

In the engine running mode, when the vehicle is in the acceleration state and the engine braking state, the normally open solenoid valve 59 is turned on, and the shift valve 79 is in the upper half position. In this state, the oil passage A
The line pressure of No. 4 is supplied to the accumulator 89 and the hydraulic servo C-2 via the ports p and v, the direct clutch C2 is connected, and the transmission unit 7 is in a directly connected state.
When the vehicle is in a steady running state, the shift valve 79 is in the lower half position, and the line pressure of the oil passage A4 is supplied to the accumulator 86 and the hydraulic servo B-1 via the ports p and q. In this state, the brake B1 is engaged,
The transmission unit 7 is in an overdrive state.

On the other hand, in the motor running mode, the duty solenoid 57 generates a high control pressure, and makes the ports k and r of the pressure regulator valve 63 substantially all through. Then, substantially all of the discharge oil from the hydraulic pump 19 and / or 71 is supplied to the converter pressure oil passage B.

In the motor running mode, the solenoid valve 56 is off and the clutch control valve 62 is at the lower half position. Then, oilway B
Is supplied to the coil cooling oil passage D through the ports c ₂ and y, and the oil is cooled by the oil cooler 87 and supplied to the motor 6 from the oil hole 31, and the large amount of cooling oil The coil 30 of the motor 6 is efficiently cooled.

The oil in the converter pressure oil passage B is supplied to the torque converter bypass 9 via the ports c ₁ and z.
0, and the overflowed oil is guided to the converter supply oil passage E. Further, the oil is also guided from the line pressure oil passage A to the converter supply oil passage E via the oil passage N and the orifice 66. The oil supplied to the oil passage E little by little is supplied to the port e of the lock-up control valve 65.
_It is supplied to the torque converter 4 through ₁ and f to ensure that the torque converter is filled with oil. Further, the oil is supplied to oil cooler 87 through ports g and s or through orifice 92 to cool motor 6.

As described above, the oil to be supplied to the torque converter 4 is guided to the motor coil cooling oil passage D by switching the clutch control valve 62, and the motor 6 is efficiently cooled with a large amount of oil. Also, since part of the oil is supplied to the torque converter 4 through the orifice 66 and the like and the converter is always kept filled with the oil, for example, when the vehicle is left for a long period of time, it is used in the electric motor traveling mode However, even when the mode is switched to the engine mode thereafter, air does not enter the torque converter, and it is possible to prevent the occurrence of problems such as the engine blowing up due to this.

Next, a fourth embodiment in which the third embodiment is partially modified will be described with reference to FIG. In addition,
Hydraulic control circuit 61 ₄ according to this embodiment, since only a portion surrounded by a chain line in comparison with the third embodiment described above are different,
Only this part will be described.

This embodiment has an orifice valve 95 which is in communication with a supply port α communicating with the line pressure oil passage A and with a torque converter supply oil passage E through a small diameter orifice 66. Port β, the port δ communicating with the supply oil passage E through the large-diameter orifice 97,
And a control port ε communicating with the coil cooling oil passage D via an oil passage Y.

[0079] Since consisting the hydraulic control circuit 61 ₄ is above configuration, in the motor drive mode, the clutch control valve 62 as described above In the lower half position, the oil passage B Oil Is supplied to the coil cooling oil passage D to cool the coil 30 of the electric motor 6. Oil path D
Is supplied to the control port ε of the orifice valve 95 via the oil passage Y to hold the valve 95 in the upper half position. In this state, the line pressure of the oil passage A is reduced by the supply port α and the port β and the small diameter orifice 66
Is supplied to the converter supply oil passage E through the On this occasion,
The small-diameter orifice 96 is set to a minimum flow rate required to fill the torque converter 4 with oil, and the oil supplied to the torque converter 4 through the orifice 66 does not flow wastefully.

Further, in the engine running mode, the clutch control valve 62 is in the upper half position, and the oil pressure for cooling the coil does not act on the oil passage D. In this state, no hydraulic pressure acts on the control port ε of the orifice valve 95, the valve 95 is in the lower half position, and the line pressure of the oil passage A is supplied to the converter via the ports α and δ and the large-diameter orifice 97. The oil is supplied to the oil passage E. Thereby, a relatively large amount of oil is supplied to the torque converter 4 through the orifice 97, and the cooling flow rate of the converter is increased.

Therefore, according to the present embodiment, in the motor running mode, the minimum oil is supplied to the torque converter 4.
The oil is supplied to the electric motor 6 without wasting the oil, the cooling efficiency of the motor 6 is increased, and in the engine running mode, a relatively large amount of oil is supplied to the line pressure. From directly to the torque converter to increase the cooling efficiency of the Turkish converter.

Next, an embodiment in which the line pressure changing means is embodied will be described with reference to FIGS.

The above-described hybrid vehicle exhibits its characteristics by increasing the frequency of the electric motor driving mode in the service area of the vehicle (running area in a city area or a suburb) and reducing exhaust gas and fuel consumption. . For this purpose, it is necessary to minimize the power loss during the running of the electric motor, for example, the power loss due to the driving of the auxiliary equipment and the efficiency of the power transmission system. On the other hand, the above-described hybrid vehicle is provided with an input clutch and an automatic transmission gear unit in order to efficiently use the power of the engine (the transmission system of the electric motor may also include an automatic transmission gear unit). A predetermined line pressure is required to secure a predetermined torque capacity of the friction engagement element of the input clutch and the transmission gear unit.

Therefore, in the following embodiment, the input clutch and the friction engagement element (the friction engagement element) are secured by changing the line pressure in the engine running mode and the electric motor running mode while securing the cooling oil for the electric motor. The purpose of the present invention is to maintain the line pressure for securing the engagement pressure of the clutch and the brake and to reduce the power loss caused by the hydraulic pump during the running of the electric motor, thereby exhibiting the above-described characteristics of the hybrid vehicle as much as possible.

The embodiment shown below is the same as the embodiment shown in FIG.
The hydraulic control circuit according to the third embodiment shown in FIG.
The same portions are denoted by the same reference numerals and description thereof will be omitted.

FIG. 9 shows the pressure regulator valve 6.
3 shows an embodiment in which 3 is electrically controlled.

[0087] This hydraulic control circuit 61 _5, a control unit (EC
U) 51 outputs a clutch ON / OFF signal to a solenoid valve 56 for a clutch control valve 62 and outputs a drive signal (boost signal) to a solenoid valve 57 for a pressure regulator valve 63.

Therefore, when the traveling mode determining means 52 (see FIG. 2) in the control unit (ECU) 51 determines the engine traveling mode automatically according to the vehicle speed and the accelerator opening or manually by the mode switch, A clutch ON signal is output to the solenoid valve 56 to switch and hold the clutch control valve 62 to the input clutch connection position (upper half position), and to switch the solenoid valve 5
7 to increase the duty ratio of the solenoid and control the pressure regulator valve 63 so that the line pressure of the oil passage A increases.

On the other hand, when the running mode determining means of the control unit 51 determines that the driving mode is the motor running mode, the clutch O is connected to the solenoid valve 56 for the clutch control valve 62.
In addition to issuing the FF signal, a signal having a small duty ratio is issued to the solenoid valve 57 for the pressure regulator valve 63 to reduce the line pressure (A).

FIG. 10 shows an embodiment in which the pressure regulator valve 63 is hydraulically and electrically controlled.

[0091] This hydraulic control circuit 61 ₆ is provided with a pressure switch 100 to the oil line K of the input clutch hydraulic servo C-1, the signal control unit from the pressure switch 100 (EC
U) 51.

Accordingly, as in the embodiment shown in FIG. 9 described above, when the running mode determining means of the control section 51 determines that the engine is in the engine running mode, a clutch ON signal is output to the solenoid valve 56 for the clutch control valve 62. And ports a and b of the control valve 62 are communicated. Then, the manual valve 77
Line pressure of the oil passage A3 through the ports a and b and the oil passage K
To the input clutch hydraulic servo C-1.
As a result, the input clutch C1 is engaged with the predetermined engagement pressure, and the pressure switch 100 detects the hydraulic pressure of the hydraulic servo C-1 and outputs it to the control unit (ECU) 51. Then, the control unit 51 transmits a drive signal boosted by a predetermined amount based on the pressure switch 100 to the solenoid valve 57, controls the pressure regulator valve 63, and increases the line pressure by a predetermined pressure. Thereby, the input clutch C
The line pressure is boosted by a predetermined amount so as to correspond to one required engagement pressure.

On the other hand, when the traveling mode determining means of the control unit 51 determines that the traveling mode is set, a clutch OFF signal is issued to the solenoid valve 56 so that the ports a and b of the clutch control valve 62 are shut off and the port b is drained. To control. Then, the hydraulic pressure of the input clutch hydraulic servo C-1 disappears, and the pressure switch 100 detects this. As a result, the controller 51 sends a signal with a small duty ratio to the solenoid valve 57, and the pressure regulator valve 63 regulates the line pressure (A) to a predetermined low pressure.

FIG. 7 shows a means for hydraulically boost-controlling the regulator valve 63. In the hydraulic control circuit 61 _4, the oil passage T to boost port w of the pressure regulator valve 63 from the oil passage K of the input clutch hydraulic servo C-1 extends.

Therefore, when the controller 51 determines that the engine is in the engine running mode and sends a clutch ON signal to the solenoid valve 56, the clutch control valve 62 connects the ports a and b. Then, the line pressures of the oil passages A and A3 are supplied to the input clutch hydraulic servo C-1 via the ports a and b and the oil passage K to engage the input clutch C1. At the same time, the line pressure to the clutch hydraulic servo C-1 is supplied to the boost port w of the pressure regulator valve 63 via the oil passage T, and urges the spool to the left. As a result, the ratio of communication from the line pressure port k to the converter port r decreases, and the line pressure in the oil passage A is increased by a predetermined amount.

On the other hand, in the electric motor running mode,
The clutch control valve 62 is switched, the supply of the line pressure to the input clutch hydraulic servo C-1 is cut off, and the drain is drained. Therefore, the hydraulic pressure supplied to the boost port w via the oil passage T disappears. As a result, the boost pressure from the port w is removed from the pressure regulator valve 63, the spool is returned to the right, and the communication between the line pressure port k and the converter port r is set at a predetermined ratio, and the line pressure (A) is reduced to a predetermined amount. I do.

[0097] Then, the hydraulic control circuit 61 _3, 61 ₅ having a pressure regulating means of the above-mentioned line pressure, 61 _6, hybrid transmission 2 described above (FIG. 1) and 2 ₂
In addition to being applicable to (FIG. 6), it is applicable to the following transmission.

FIG. 11 shows a transmission in which the automatic transmission gear unit 7 'is constituted by a two-speed transmission mechanism of an underdrive mechanism, and the electric motor is directly output without passing through the gear unit.

The hybrid transmission 2 ₃
Has a torque converter 4, an input clutch C1, an electric motor 6, and an automatic transmission gear unit 7 ', and the gear unit 7' is a single planetary gear unit 3.
Two. Then, the planetary gear unit 3
Reference numeral 2 denotes an intermediate transmission shaft 22 connected to the ring gear R, a carrier CR connected to a rotor 29 of the electric motor 6 and an output shaft 23, and a sun gear S interposed between the ring gear R and the fixed case 3. It is connected to the brake B1 and the one-way clutch F, and a direct clutch C2 is interposed between the sun gear S and the carrier CR.

Therefore, in the engine running mode,
The rotation of the engine output shaft 1a is transmitted to the intermediate transmission shaft 22 via the torque converter 4 and the input clutch C1.
In the first speed state, the direct clutch C2
Are in a disconnected state, and the sun gear S is stopped by the one-way clutch F. In this state, the intermediate transmission shaft 2
The rotation transmitted from 2 to the ring gear R causes the carrier CR to rotate at a reduced speed based on the stop of the sun gear S. Is transmitted to During coasting of the engine brake or the like, the brake B1 is engaged to secure the stopped state of the sun gear S. In the second speed state, the direct clutch C2 is engaged, and the planetary gear unit 32 is integrated, whereby the rotation of the intermediate transmission shaft 22 is transmitted to the output shaft 23 via the integrated gear unit 32.

In the electric motor running mode,
The rotation of the rotor 29 is transmitted to the output shaft 23 as it is, and further transmitted to the left and right driving wheels 41 via the differential device 9 and the like.
1, 41r.

FIG. 12 shows a transmission that uses an underdrive mechanism for the automatic transmission gear unit and also outputs the electric motor 6 via the transmission gear unit.

[0103] The present hybrid transmission 2 ₄
Has an automatic transmission gear unit 7 'similar to that shown in FIG.
Are connected to the ring gear R together with the intermediate transmission shaft 22.

Therefore, in the engine running mode,
The rotation transmitted to the intermediate transmission shaft 22 via the torque converter 4 and the input clutch C <b> 1 is shifted to an underdrive and a directly connected second speed, and output to the output shaft 23.

On the other hand, even in the electric motor running mode,
Similarly, the transmission is shifted to the second speed by the automatic transmission gear unit 7 ′ and transmitted to the output shaft 23. That is, the rotation of the rotor 29 of the electric motor 6 is transmitted to the ring gear R of the gear unit 32. In the first speed state, the sun gear S is stopped by the one-way clutch F, the rotation of the ring gear R is reduced, transmitted to the carrier CR, and further transmitted to the output shaft 23. At this time, the sun gear S
Is automatically stopped by the one-way clutch F,
Since the input clutch C1 is disconnected, there is no need to supply hydraulic pressure to frictional engagement means such as a brake, and a low line pressure is sufficient. During coasting, the brake B1 operates to maintain the stopped state of the sun gear S. At this time, the engagement pressure of the brake B1 is significantly smaller than the engagement pressure of the direct clutch, and the line pressure is reduced. Low pressure is enough. Further, in the second speed state, the direct clutch C2 is engaged, and the planetary gear unit 32 is integrated, so that the rotation of the rotor 29 is controlled by the integrated gear unit 32.
Is transmitted to the output shaft 23 via the.

FIG. 13 shows a transmission that uses an overdrive mechanism for the automatic transmission gear unit and that the electric motor 6 outputs via the transmission gear unit.

The present hybrid transmission 2 ₅
Has an automatic transmission gear unit 7 similar to that shown in FIG.
Are connected together with the intermediate transmission shaft 22.

Therefore, in the engine running mode,
The rotation transmitted to the intermediate transmission shaft 22 via the torque converter 4 and the input clutch C <b> 1 is shifted to the second speed of direct coupling and overdrive and output to the output shaft 23.

On the other hand, even in the electric motor running mode,
Similarly, the transmission is shifted to the second speed by the automatic transmission gear unit 7 and transmitted to the output shaft 23. That is, the rotation of the rotor 29 of the electric motor 6 is transmitted to the carrier CR of the gear unit 32. In the first speed state, the carrier CR and the sun gear S are connected by the one-way clutch F, the gear unit 32 is integrated, and the rotation of the carrier CR is output to the output shaft 23 as it is. At this time, since the gear unit 32 is automatically integrated by the one-way clutch F, there is no need to supply hydraulic pressure to the input clutch C1 and friction engagement elements such as a brake and a clutch. Also,
During the coast, the direct clutch C2 is engaged to secure the integration of the gear unit 32, but the required torque of the direct clutch C2 during the coast is small, and the line pressure is relatively low. In the second speed state, the brake B1 operates to stop the sun gear S, and the rotation of the carrier CR is increased and transmitted from the ring gear R to the output shaft 23.

[0110] Then, FIG. 1 described above, with respect to the hybrid transmission 2,2 _2, 2 ₃ shown in FIGS. 6 and 11, the hydraulic pressure control as shown in FIG. 15 is performed.

That is, the transmissions 2, 2
_2, 2 _3, as shown in FIG. 14 (a), the rotation of the engine 1 is input clutch C1 and the automatic transmission gear unit 7
The rotation of the motor 6 is transmitted to the output shaft 23 as it is transmitted to the output shaft 23 via (7 '). Therefore, in the engine running mode, the input clutch C1
The line pressure needs to be maintained at a predetermined pressure in order to secure the predetermined engagement pressure by the friction engagement element of the automatic transmission gear unit 7, but in the electric motor traveling mode, the input clutch and the friction engagement element There is no need for hydraulic pressure and the line pressure is low. As shown in FIG. 14 (b), even when the rotation from the engine 1 is transmitted to the output shaft via the input clutch C1 and the rotation of the motor 6 is directly transmitted to the output shaft 23, the input clutch C1 The hydraulic pressure control shown in FIG. 15 is applied.

[0112] FIG. 15 shows the respective hydraulic pressure corresponding to the throttle opening, the hydraulic control circuit 61 ₃ shown in FIGS. 7 to 10, 61 _4, 61 _5, 61 applied to adjusting one of the ₆ Pressed. In the figure, PSM is a modulator pressure by the solenoid modulator valve 80, and PDS is a solenoid valve 5 for controlling the pressure regulator valve 63.
7, PON is the lock-up clutch ON pressure supplied to the torque converter 4, PL (E) is the line pressure in the engine running mode, and PL (M) is the line pressure in the electric motor running mode.

Therefore, in the engine running mode,
The solenoid drive signal from the controller 51 (FIGS. 9 and 10)
Also, the pressure regulator valve 63 is controlled based on the feedback pressure from the input clutch hydraulic servo C-1 (see FIG. 7), and the line pressure PL (E) becomes a value boosted by a predetermined amount (B ₀ ). And increases in accordance with the throttle opening. Accordingly, the line pressure PL (E) is boosted so that the input clutch C1 secures an engagement pressure sufficient to transmit the power from the engine 1 to the automatic transmission gear unit 7 and the like, and the line pressure PL (E) is increased in accordance with the traveling load. In order to secure the engagement pressure of the friction engagement elements C2 and B of the clutch C1 and the automatic transmission gear unit 7, the line pressure PL (E)
Is enhanced.

On the other hand, in the electric motor running mode,
The line pressure PL (M) is kept low and constant, without requiring the input clutch C1 and the oil pressure for engaging the friction engagement elements C2 and B. As a result, the amount of oil guided to the converter oil passage B is increased, the coil 30 of the electric motor 6 is efficiently cooled by a large amount of oil, and the required amount of oil is reduced. In particular, when the hydraulic pump 71 is driven by the dedicated DC motor 69 while the engine 1 is stopped, the discharge amount of the pump 71 is reduced to reduce the power loss due to the pump 71 and to reduce the power consumption of the DC motor 69. Decrease. In the electric motor drive mode, the rotor 2
Since the rotation of No. 9 is directly transmitted to the output shaft 23, there is no power loss due to the transmission efficiency, and together with the reduction in the pump loss described above, the cruising distance per charge during motor running can be extended.

In general, in a hydraulic control circuit, a pump flow rate necessary for maintaining a required discharge pressure (line pressure) is determined from a balance between a consumption flow rate and a supply flow rate. Then, the characteristic (PQ) between the required flow rate and the line pressure
The characteristic is generally proportional to the relationship, that is, Q = kP (k is a predetermined constant) when the line pressure P and the required flow rate are Q. Therefore, when the line pressure is reduced for the purpose of reducing pump loss, At the same time, the flow rate may be reduced. Thereby, in the case of the electric hydraulic pump 71, as described above,
In the electric motor running mode, a larger reduction in pump loss can be achieved by performing the reduction of the line pressure and the reduction of the flow rate as a set. Even if the flow rate is reduced, almost all of the flow rate is used for cooling the electric motor 6 and lubricating the power transmission portion, so the reduced flow rate is sufficient. Also, a hydraulic pump 19 driven by the engine 1
In the case of using a pump, by using a variable displacement pump as the pump, it is possible to reduce pump loss by setting a reduction in line pressure and a reduction in flow rate.

By interposing a meshing clutch between the motor 6 and the driving wheels and driving the motor with the clutch disconnected, there is no need to provide a dedicated starter motor, and the input clutch C1 The engine can be started without operating an oil pump or the like.

[0117] Further, with respect to hybrid transmission 2 _4, 2 ₅ shown in FIGS. 12 and 13 described above, the hydraulic pressure control as shown in FIG. 16 is performed.

That is, the transmissions 2 ₄ ,
2 ₅ As shown in FIG. 14 (c), the rotation of the engine 1 is transmitted to the output shaft 23 via the input clutch C1 and the automatic transmission gear unit 7 (7 '), the automatic rotation of the electric motor 6 The power is transmitted to the output shaft 23 via the transmission gear unit 7. At this time, in the engine running mode, it is necessary to secure a high line pressure for the input clutch C1 and to secure a predetermined line pressure for the friction engagement elements C2 and B of the automatic transmission gear unit 7. In the electric motor traveling mode, the hydraulic pressure for engaging the input clutch C1 is not required, and the automatic transmission gear units 7, 7 '
In the high-speed state, the one-way clutch F is engaged, so that no hydraulic pressure is required for the clutch C2 and the brake B.

FIG. 16 shows each hydraulic pressure corresponding to the throttle opening. As in FIG. 15, PSM is a solenoid modulator pressure, PDS is a duty solenoid pressure for controlling a pressure regulator valve, and PON is a lock-up clutch. The ON pressure and PL (E) are the line pressure in the engine running mode, PL (M ₁ ) is the line pressure in the first speed in the electric motor running mode, and PL (M
₂ ) is the line pressure at the second speed in the electric motor traveling mode. The line pressures PL (E) and PL (M
₁ ), PL (M ₂ ) are similarly provided by the hydraulic control circuits 61 ₃ , 61 ₄ , 61 ₅ , 6 shown in FIGS. 7, 8, 9 and 10.
The pressure is adjusted by applying any one of ₁₆ .

Therefore, in the engine running mode,
The line pressure PL (E) is in a high pressure state boosted by a predetermined amount B ₀ and increases in accordance with the throttle opening. As a result, the line pressure PL (E) is boosted (B) to secure the engagement pressure of the input clutch C1 that bears the input torque.
₀ ) and the line pressure PL (E) is set to ensure the engagement pressure of each of the friction engagement elements C2 and B in accordance with the traveling load torque.
Is enhanced.

On the other hand, in the electric motor running mode,
No boost oil pressure for the input clutch C1 is required, and in the first speed state, only the one-way clutch F is enough to be engaged. Therefore, oil pressure for the frictional engagement element of the automatic transmission gear unit is not required, and The pressure PL (M ₁ ) is kept at a lower constant pressure. In the second speed state, the boost pressure for the input clutch C1 is not required, but the hydraulic pressure for the automatic frictional engagement element B is required. Therefore, the line pressure PL (M ₂ ) is reduced by the throttle opening. On the basis of the running load torque. Thereby, in the electric motor running mode, the discharge flow rate and the pressure of the hydraulic pump are reduced, and in the first speed state, the pump loss is greatly reduced similarly to the state shown in FIG. Decrease.
In the electric motor drive mode, 1st speed (low speed)
In this state, most of the normal range can be covered, and the effect of reducing the pump loss can be sufficiently exhibited. Further, by interposing the automatic transmission gear units 7, 7 'also in the transmission system of the electric motor 6, the required torque and rotation range can be covered without using a large-capacity electric motor. Compactness can be achieved.

In the above-described embodiment, the torque converter is interposed in the engine transmission system. However, it goes without saying that this may be another fluid transmission device such as a fluid coupling. In the above embodiment, the pressure regulator valve 63 is controlled by a duty solenoid (or a linear solenoid) or a feedback pressure from an input clutch hydraulic servo. However, the pressure is controlled in two stages by interposing a switching valve or the like. Is also good.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a hybrid transmission of a hybrid vehicle according to the present invention.

FIG. 2 is a block diagram showing an electric control unit for hydraulic control.

FIG. 3 is a schematic circuit diagram showing a first embodiment of a hydraulic control circuit.

FIG. 4 is a schematic circuit diagram showing a second embodiment of the hydraulic control circuit.

FIG. 5 is a hydraulic control circuit diagram of the second embodiment.

FIG. 6 is a schematic diagram showing a second embodiment of the hybrid transmission.

FIG. 7 is a circuit diagram showing a third embodiment of the hydraulic control circuit.

FIG. 8 is a circuit diagram showing a fourth embodiment in which the third embodiment is partially modified.

FIG. 9 is a circuit diagram showing an embodiment embodying a line pressure changing unit.

FIG. 10 is a circuit diagram showing an embodiment in which a part thereof is modified.

FIG. 11 is a schematic view showing a third embodiment of the hybrid transmission.

FIG. 12 is a schematic view showing a fourth embodiment of a hybrid transmission.

FIG. 13 is a schematic view showing a fifth embodiment of the hybrid transmission.

FIGS. 14A, 14B, and 14C are schematic diagrams showing different transmission systems of a hybrid vehicle.

FIG. 15 is a diagram showing a first example of hydraulic characteristics.

FIG. 16 is a diagram showing a second example of hydraulic characteristics.

[Explanation of symbols]

Reference Signs List 1 engine 2 hybrid transmission 4 fluid transmission device (torque converter) 5 input clutch device 6 electric motor 7, 7 'automatic transmission gear unit 19 hydraulic pump 31 coil cooling oil hole 51 control unit (ECU) 52 traveling mode determination means 52a engine Running mode 52b Motor running mode 61 Control hydraulic circuit 62 (Primary) pressure regulator valve 62 Switching valve (clutch control valve) 66 Orifice 71 Hydraulic pump A Line pressure oil passage B Secondary pressure (converter pressure) oil passage E Supply oil passage T Feedback oil path a Third port b Fourth port c First port d Second port k Line pressure port r Secondary pressure (converter pressure) port w Boost port x Drain port y Fifth port C1 Input Kula Hydraulic servo B1 frictionally engaging means for Chi C-1 input clutch (brake) C2 friction engagement element (direct clutch) F one-way clutch B ₀ boost pressure

Continuation of the front page (56) References JP-A-5-286368 (JP, A) JP-A-61-126768 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 6 / 02 B60K 11/02 B60L 11/02-11/14 F01P 3/12 F16H 41/30 B60K 17/04

Claims (12)

(57) [Claims] 1. A hybrid comprising: an engine transmission system for transmitting the output of an internal combustion engine to drive wheels via a fluid transmission and an input clutch; and a motor transmission system for transmitting the output of an electric motor to the drive wheels. A hydraulic control device for a vehicle, comprising: a line pressure port communicating with a hydraulic pump and a line pressure oil passage, a secondary pressure port communicating with a secondary pressure oil passage, and a drain port, and a pressure for appropriately controlling the communication of these ports. A regulator valve, a first port communicating with the secondary pressure oil passage, and a second port communicating with the fluid transmission device, wherein the first port and the second port are connected or disconnected. A switching valve for controlling switching to a motor; an oil passage for cooling the electric motor, which guides oil for cooling a coil of the motor; And the engine drive mode in which,
A control unit having a running mode determining means for switching and determining a motor running mode in which the motor transmission system functions; and in the engine running mode, each port of the pressure regulator valve is communicated at a predetermined ratio. do it,
The oil pressure in the line pressure oil passage is adjusted to a predetermined line pressure, a predetermined secondary pressure is generated in the secondary pressure oil passage, and the switching valve is brought into a communication state, and the oil in the secondary pressure oil passage is discharged to the line. In addition, in the motor drive mode, the communication ratio between the line pressure port and the secondary pressure port of the pressure regulator valve is increased, and the switching valve is shut off to set the hydraulic pressure. A hydraulic control device for a hybrid vehicle, wherein oil from a pump is supplied to the motor cooling oil passage via the secondary pressure oil passage. 2. The clutch control system according to claim 1, wherein the switching valve further includes a third port communicating with the line pressure oil passage, a fourth port communicating with a hydraulic servo of the input clutch, and a drain port. In the engine running mode, the third clutch and the fourth port communicate with each other to connect the input clutch. In the motor running mode, the third port is connected to the third clutch. The hydraulic control device for a hybrid vehicle according to claim 1, wherein communication between the first port and the fourth port is cut off, and the fourth clutch is connected to the drain port to disconnect the input clutch. 3. The switching valve further includes a fifth port communicating with the motor cooling oil passage, and in the engine running mode, communicating with the first port and the second port. And shuts off the fifth port to supply the oil in the secondary pressure oil passage to the fluid transmission device. In the motor running mode, the first port and the fifth port are communicated with each other. 3. The hydraulic control device for a hybrid vehicle according to claim 1, wherein a second port is shut off at the same time, and oil in the secondary pressure oil passage is supplied to the motor cooling oil passage. 4. 4. The hybrid vehicle according to claim 1, wherein the line pressure oil passage or the secondary pressure oil passage and a supply oil passage to the fluid transmission device are communicated via an orifice. Hydraulic control device. 5. A motor driving mode, comprising: a line pressure changing means for changing a pressure adjustment of the line pressure by the pressure regulator valve between the engine driving mode and the motor driving mode. The hydraulic control device for a hybrid vehicle according to claim 1, wherein the line pressure is set to a predetermined amount higher than the line pressure. 6. The engine transmission system transmits the output of the internal combustion engine to driving wheels via a fluid transmission, an input clutch, and an automatic transmission gear unit, and the motor transmission system transmits the output of the electric motor. In the engine running mode, the line pressure changing means boosts the line pressure by a predetermined amount and increases in accordance with a running load torque, and the motor is in the motor running mode. 6. The hydraulic control apparatus for a hybrid vehicle according to claim 5, wherein the line pressure is maintained at a relatively low pressure and a substantially constant pressure. 7. The engine transmission system transmits the output of the internal combustion engine to drive wheels via a fluid transmission, an input clutch, and an automatic transmission gear unit, and the motor transmission system transmits the output of the electric motor. When the automatic transmission gear unit transmits to the drive wheels via the automatic transmission gear unit and the automatic transmission gear unit is in a low speed state, the one-way clutch is engaged and the other frictional engagement means is in a disengaged state; The pressure changing means boosts the line pressure by a predetermined amount in the engine running mode and increases the line pressure in accordance with the running load torque, and relatively reduces the line pressure in a low speed state in the motor running mode. In the non-low speed state in the motor running mode, the line pressure corresponds to the running load torque from a relatively low pressure state. Increased comprising a hydraulic control device in a hybrid vehicle according to claim 5, wherein. 8. An internal combustion engine, a clutch arranged to be freely disengageable and selectively transmitting output torque from the engine to driving wheels, an electric motor connected to the driving wheels, and a motor driven by the engine. A hydraulic pump, and a switching valve for switching the oil discharged by the hydraulic pump to either an oil path for disengaging the clutch or an oil path for cooling the electric motor. When transmitting output torque to the drive wheels, the switching valve is switched so that oil pressure is supplied to an oil passage for disengaging the clutch, and output torque of the electric motor is transmitted to the drive wheels. In this case, the switching valve is switched so that oil pressure is supplied to an oil passage for cooling the electric motor. Control device. 9. An internal combustion engine, a fluid transmission device connected to the internal combustion engine, a clutch disposed to be disengageable and selectively transmitting output torque from the engine to driving wheels, An electric motor connected thereto, a hydraulic pump driven by the engine, an oil path for disengaging the clutch and an oil path for supplying the oil discharged from the hydraulic pump to the fluid transmission device,
Or a switching valve for switching to any one of oil passages for cooling the electric motor. When transmitting the output torque of the engine to the driving wheels, the switching valve is disengaged from the clutch. When the output torque of the electric motor is transmitted to the drive wheels, the switching valve is switched to the electric valve so that the oil pressure is supplied to the oil passage for supplying the fluid transmission device and the oil passage for supplying the fluid transmission device. Switching to supply hydraulic pressure to an oil passage for cooling the motor, wherein the hydraulic control device for a hybrid vehicle is provided. 10. A combustion engine, and means for transmitting the selectively driven wheels output torque from the internal combustion engine, and an electric motor connected to the drive wheels, a hydraulic pump driven by the engine, the hydraulic A pressure regulator valve that regulates required oil discharged by a pump and supplies a drain to the electric motor. When transmitting output torque of the internal combustion engine to the drive wheels, the pressure regulator valve regulates the pressure. A hydraulic control device for a hybrid vehicle, wherein the hydraulic pressure to be applied is set to be higher than when the output torque of the internal combustion engine is not transmitted to the drive wheels. 11. The hydraulic control system for a hybrid vehicle according to claim 10, wherein said required pressure corresponds to a throttle opening of said internal combustion engine. 12. has another hydraulic pump driven by the electric motor, hybrid according to claim 10, to supply the required oil from the hydraulic pump of said further to the pressure regulator valve, and wherein Hydraulic control device for vehicles.