JP2016079992A - Hydraulic pressure supply system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently use each oil pump in a hydraulic pressure supply system having two oil pumps.SOLUTION: The hydraulic pressure supply system is mounted on a vehicle that comprises: a fly wheel 11 for energy regeneration; a first power transmission path 40 from the fly wheel 11 to driving wheels 4; a second power transmission path 41 from an engine 1 to the driving wheels 4; a first clutch 14 arranged in the first power transmission path 40 and outside the second power transmission path 41; a second clutch 15 arranged outside the first power transmission path 40 and in the second power transmission path 41; and a third clutch 16 arranged in the first power transmission path 40 and in the second power transmission path 41. The hydraulic pressure supply system comprises: a selector valve 30 that uses an oil pump of a higher hydraulic pressure between an electric type first oil pump 21 and a second oil pump 22 drivable by the engine 1 or the fly wheel 11 and introduces oil to a third oil passage 37 connected to the first clutch 14; and a lubrication oil passage 38 connected to a first oil passage 34.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hydraulic pressure supply system including an electric oil pump driven by an electric motor and a mechanical oil pump driven by an engine.

  As an oil pump that supplies working fluid to an automatic transmission or the like, an electric oil pump and a mechanical oil pump are provided, and a switching valve is used to switch whether the working fluid is supplied from the electric oil pump or the mechanical oil pump. The configuration is disclosed in Patent Document 1.

  In the configuration of the above document, switching to the electric oil pump is performed according to the driving state of the mechanical oil pump. Thereby, even when the hydraulic pressure of the mechanical oil pump decreases, the supply of the working fluid to the automatic transmission or the like is ensured.

JP 2000-46165 A

  However, in the configuration of the above document, the electric oil is supplied even when the hydraulic fluid is not supplied from the electric oil pump so that when the hydraulic pressure of the mechanical oil pump decreases, the electric oil pump can be switched immediately. The pump is driven. That is, the electric oil pump is doing useless work.

  Therefore, an object of the present invention is to provide a hydraulic pressure supply system that can efficiently use an electric oil pump.

  According to an aspect of the present invention, a flywheel capable of storing kinetic energy during vehicle deceleration by rotating, a first power transmission path capable of transmitting flywheel power to drive wheels, and driving engine power A second power transmission path capable of being transmitted to the wheel, a first clutch disposed in the first power transmission path and outside the second power transmission path, and outside the first power transmission path and within the second power transmission path Provided is a vehicle hydraulic pressure supply system including a flywheel regeneration system configured to include a second clutch arranged and a third clutch arranged in a first power transmission path and in a second power transmission path. Is done.

  The hydraulic pressure supply system includes an electric motor, a first oil pump that can be driven by the electric motor, a second oil pump that can be driven by an engine or a flywheel, and a first oil connected to a discharge port of the first oil pump. A second oil passage connected to the discharge port of the second oil pump, a third oil passage connected to the oil pressure introduction port of the first clutch, and the hydraulic pressure of the first oil passage and the second oil passage. A switching valve that guides the higher oil to the third oil passage; and a lubricating oil passage that is not connected to the second oil passage and connected to the first oil passage.

  According to the above aspect, the switching valve for guiding the higher oil pressure of the first oil passage and the second oil passage to the third oil passage, and not connected to the second oil passage and connected to the first oil passage When the vehicle is started using the energy regenerated by the flywheel, the first electric motor for mainly performing the lubrication work until the hydraulic pressure of the second oil pump is increased. The oil pump can also perform the fastening work of the first clutch. Then, after the hydraulic pressure of the second oil pump is increased, the first clutch can be engaged with the second oil pump, and the first oil pump can be lubricated. Thus, the work of the first oil pump is not wasted, and a hydraulic pressure supply system that can efficiently use the electric first oil pump is provided.

FIG. 1 shows the overall configuration of the vehicle according to the first embodiment. FIG. 2 is a hydraulic circuit diagram according to the first embodiment. FIG. 3 is a timing chart when energy is regenerated during vehicle deceleration. FIG. 4 is a timing chart in the case of starting by releasing the energy of the flywheel in the first embodiment. FIG. 5 is an enlarged timing chart of a part of FIG. FIG. 6 is a hydraulic circuit diagram according to the second embodiment. FIG. 7 is a timing chart in the case of starting by releasing the energy of the flywheel in the second embodiment.

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

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle 100 according to the first embodiment of the present invention.

  The vehicle 100 includes an engine 1 as a power source, a continuously variable transmission (hereinafter referred to as CVT) 2 that changes the output rotation of the engine 1 in a stepless manner, and the output rotation of the CVT 2 in, for example, two steps of a high side and a low side. The auxiliary transmission 3 having a switching function and a forward / reverse switching function, a final reduction gear 9, a drive wheel 4, a controller 24, and a flywheel 11 for a flywheel regeneration system described later are configured. .

  Torque transmission from the engine 1 to the CVT 2 is performed from the output shaft 1A of the engine 1 through a stepped transmission mechanism 12, an input shaft 5 of the counter gear 6, a counter gear 6, and an input shaft 7 of the CVT 2 described later.

  Torque transmission from the CVT 2 to the drive wheels 4 is performed from the output shaft 8 of the CVT 2 via the sub-transmission 3, the final reduction gear 9, and the drive shaft 10.

  The stepped transmission mechanism 12 includes a ring gear 17 connected to the output shaft 1A of the engine 1, a planetary gear mechanism 18 including a pinion gear 18A engaged with the ring gear 17 and a carrier 18B supporting the pinion gear 18A, and a pinion A sun gear 19 engaged with the gear 18A. The sun gear 19 is supported by the case of the stepped transmission mechanism 12 via the one-way clutch 20, and the sun gear 19 is fixed when the one-way clutch 20 is fastened. With such a configuration, when there is an input from the engine 1 side with the direct clutch 15 being released, the one-way clutch 20 is engaged and the sun gear 19 is fixed. On the other hand, when the direct coupling clutch 15 is engaged, the sun gear is not fixed even if there is an input from the engine 1 side.

  Further, the stepped transmission mechanism 12 includes a direct coupling clutch 15 as a second clutch that connects and disconnects torque transmission between the ring gear 17 and the carrier 18B, and torque between the carrier shaft 18C and the input shaft 5 of the counter gear 6. And a start clutch 16 as a third clutch for connecting and disconnecting transmission.

  The flywheel regeneration system regenerates the kinetic energy of the vehicle 100 as the kinetic energy of the flywheel 11 by rotating the flywheel 11 with the rotation input from the drive wheels 4 when the vehicle 100 decelerates. The energy regenerated by the flywheel 11 is used for starting and accelerating the vehicle 100 and for driving a pump described later.

  The flywheel 11 is connected to a carrier 18B via a gear train 13 and a flywheel clutch 14 as a first clutch. The gear train 13 is a speed increasing mechanism for further increasing the rotational speed of the flywheel 11 during flywheel regeneration described later.

  The vehicle 100 also includes a first oil pump 21 driven by the electric motor 23 and a second oil pump 22 driven by the input shaft 5 of the counter gear 6.

  The controller 24 includes a CPU, a RAM, an input / output interface, and the like. The rotational speed of the engine 1, the rotational speed of the input shaft 7 of the CVT 2, the rotational speed Nfw of the flywheel 11, the vehicle speed VSP, the accelerator pedal opening APO, the brake pedal Signals such as the depression amount and the brake pedal depression acceleration are input.

  The controller 24 performs various computations based on the input signals, performs shifting of the CVT 2 and the auxiliary transmission 3, engagement / release of the direct coupling clutch 15, the starting clutch 16, and the flywheel clutch 14, and the first oil pump 21 and The drive of the second oil pump 22 is controlled. In particular, when the driver depresses the brake pedal and the vehicle 100 decelerates, the controller 24 performs energy regeneration by the flywheel 11. The energy regeneration will be described later.

  Next, the engagement hydraulic pressure of each of the clutches 14, 15, and 16 described above will be described.

  FIG. 2 is a hydraulic circuit diagram according to the first embodiment.

  First, the power transmission path will be described. In the present embodiment, a power transmission path from the flywheel 11 to the drive wheels 4 is a first power transmission path 40, and a power transmission path from the engine 1 to the drive wheels 4 is a second power transmission path 41.

  The flywheel clutch 14 and the start clutch 16 are disposed in the first power transmission path 40, and the direct coupling clutch 15 and the start clutch 16 are disposed in the second power transmission path 41. Therefore, if the flywheel clutch 14 and the start clutch 16 are engaged, power transmission between the flywheel 11 and the drive wheel 4 is possible, and if the start clutch 16 is engaged, the engine 1 and the drive wheel 4 are connected. Power transmission between them becomes possible. Further, if the starting clutch 16 is in the engaged state and the direct coupling clutch 15 is in the released state, power transmission between the engine 1 and the drive wheels 14 is possible in the decelerated state. Further, when the starting clutch 16 is engaged and the direct clutch 15 is engaged, power transmission between the engine 1 and the drive wheels 14 is possible in the direct connection state.

  As shown in FIG. 2, the second oil pump 22 is driven by the flywheel 11 when the flywheel clutch 14 is brought into the engaged state, and is driven by the engine 1 when the rotational speed of the engine 1 exceeds a predetermined value. For example, if the rotational speed of the engine 1 is equal to or greater than a predetermined value and the direct clutch 15 is in a released state, the rotational speed of the output shaft 1A of the engine 1 is decelerated and transmitted to the second oil pump 22. If the rotational speed of the engine 1 is equal to or higher than the predetermined value and the direct clutch 15 is engaged, the rotational speed of the output shaft 1A of the engine 1 is transmitted to the second oil pump 22 without being shifted.

  Next, the hydraulic path will be described. As shown in FIG. 2, a first oil passage 34 is connected to the discharge port of the first oil pump 21 driven by the electric motor 23. The first oil passage 34 is connected to a third oil passage 37 via a switching valve 30 described later. Further, a lubricating oil passage 38 connected to each lubricating portion of the vehicle 100 is connected to the first oil pump 21 side of the first oil passage 34 through the relief valve 39. That is, the first oil pump 21 supplies the lubricating oil to each lubricating part of the vehicle 100.

  Oil discharged from the outlet of the relief valve 39 is supplied to the lubricating oil passage 38. The relief pressure of the relief valve 39 is set according to the hydraulic pressure required for lubrication of each lubrication part. Further, the relief pressure may be variably controlled. Thereby, by changing the rotation speed of the electric motor 23, the oil amount required for lubrication of each lubricating portion is supplied to the lubricating oil passage 38, and the hydraulic pressure of the first oil passage 34 can be kept constant.

  On the other hand, a second oil passage 35 is connected to the discharge port of the second oil pump 22. The second oil passage 35 is also connected to the third oil passage 37 via the switching valve 30 described later. Further, a transmission supply hydraulic oil passage 36 for supplying hydraulic pressure to the CVT 2 is connected to the second oil pump 22 side from the switching valve 30 of the second oil passage 35. That is, the hydraulic pressure is supplied to the CVT 2 by the second oil pump 22.

  The third oil passage 37 is an oil passage for supplying hydraulic pressure to the flywheel clutch 14, and a solenoid valve 33 for adjusting the hydraulic pressure supplied to the flywheel clutch 14 is interposed. That is, the hydraulic pressure supplied from the first oil passage 34 or the second oil passage 35 to the third oil passage 37 is adjusted by the solenoid valve 33 and then supplied to the flywheel clutch 14.

  The oil flow from the first oil passage 34 or the second oil passage 35 to the third oil passage 37 is forward, and the oil flow from the third oil passage 37 to the first oil passage 34 or the second oil passage 35 is reverse flow. In this case, the switching valve 30 is a valve having a function of preventing backflow. Specifically, the switching valve 30 prevents the backflow from the third oil passage 37 to the first oil passage 34 and the first check valve 31 that prevents the backflow from the third oil passage 37 to the second oil passage 35. And a second check valve 32. As a result, the switching valve 30 has a function of introducing the higher oil pressure of the first oil passage 34 and the second oil passage 35 into the third oil passage 37.

  Note that the switching valve 30 shown in FIG. 2 is merely an example, and may have another configuration as long as it has the above-described function. For example, the first oil passage 34 is connected to one piston chamber facing the spool of the spool valve, the second oil passage 35 is connected to the other piston chamber, and the third oil passage 37 is connected to the discharge port. It may be a configuration. In this configuration, of the first oil passage 34 and the second oil passage 35, the oil passage having the higher hydraulic pressure communicates with the discharge port, so that the above-described function can be achieved.

  Next, energy regeneration executed at the time of deceleration and start by the regenerated energy will be described.

  FIG. 3 is a timing chart when energy regeneration by the flywheel 11 is executed. In the figure, “input shaft rotational speed” is the rotational speed of the input shaft 7 of the CVT 2, “FW rotational speed” is the rotational speed obtained by converting the rotational speed of the flywheel 11 to the input shaft, “DC” is the direct clutch, and “CLfw "Means a flywheel clutch," P1 discharge pressure "means the discharge pressure of the first oil pump 21, and" P2 discharge pressure "means the discharge pressure of the second oil pump 22. The same applies to FIGS. 4, 5, and 7 to be described later.

  When the accelerator pedal opening becomes zero and the brake pedal is depressed at the timing T11 during traveling at a constant vehicle speed, the controller 24 releases the direct coupling clutch 15. The starting clutch 16 remains engaged. Thereby, the input shaft 5 of the counter gear 6 is rotated by the rotation input from the drive wheels 4, the carrier shaft 18C is rotated via the start clutch 16, and the carrier 18B is rotated. At this time, since the power transmission path between the stepped transmission mechanism 12 and the engine 1 is interrupted, the rotation input from the drive wheels 4 is not transmitted to the engine 1. Then, the controller 24 gradually engages the flywheel clutch 14.

  Thereby, the rotation of the carrier 18B is transmitted to the flywheel 11 via the gear train 13 and the flywheel clutch 14, and the rotational speed of the flywheel 11 is increased.

  By the way, when the flywheel clutch 14 is gradually engaged, that is, when the flywheel clutch 14 is in a sliding state, the temperature of the flywheel clutch 14 rises due to friction. Therefore, during a predetermined period from the timing T11, in order to suppress the temperature rise of the flywheel clutch 14, the output of the first oil pump 21 is increased to increase the amount of oil for lubrication of the flywheel clutch 14.

  When the rotational speed of the flywheel 11 becomes the same as the rotational speed of the input shaft 7 of the CVT 2 at the timing T21, the controller 24 brings the flywheel clutch 14 into a fully engaged state.

  In addition, the rotational speed of the flywheel 11 and the rotational speed of the input shaft 7 of CVT2 are each detected using a sensor.

  Further, when the flywheel clutch 14 is completely engaged, the controller 24 may downshift the CVT 2 in order to further increase the rotational speed of the flywheel 11.

  Although omitted in FIG. 3, when the vehicle 100 stops, there is no input from the drive wheels 4, so the controller 24 releases the flywheel clutch 14.

  FIG. 4 is a timing chart in the case of starting from the idle stop state by releasing the energy of the flywheel 11. In the figure, “WSC” means a starting clutch.

  FIG. 5 is an enlarged timing chart from the timing T21 to the timing T23 in FIG.

  During the idle stop, the first oil pump 21 increases the amount of oil necessary for lubrication of each lubrication part, the amount of increase for suppressing the temperature rise of the start clutch 16, and the amount of oil for fastening the flywheel clutch 14. The output is controlled so as to be discharged. The temperature increase of the start clutch 16 is a temperature increase caused by bringing the start clutch 16 into a sliding state when starting. In the present embodiment, this temperature rise is suppressed by increasing the amount of lubricating oil supplied to the starting clutch 16.

  When the depression amount of the brake pedal becomes zero at timing T21 during idling stop, the controller 24 puts the flywheel clutch 14 into the engaged state. Note that the actual engagement capacity of the flywheel clutch 14 increases with a delay from the command value, as indicated by the broken line in FIG.

  At this time, since the engine 1 is stopped, the discharge pressure of the second oil pump 22 is lower than the discharge pressure of the first oil pump 21, and therefore the hydraulic pressure used to engage the flywheel clutch 14 is the first oil pump. 21.

  When the engagement of the flywheel clutch 14 is started, the power transmission path from the flywheel 11 to the second oil pump 22 is connected. Therefore, the discharge pressure of the second oil pump 22 increases as the engagement capacity of the flywheel clutch 14 increases.

  Further, as shown in FIG. 1, the rotation of the flywheel 11 is caused by the input of the CVT 2 via the flywheel clutch 14, the gear train 13, the stepped transmission mechanism 12, the input shaft 5 of the counter gear 6, and the counter gear 6. Since it is transmitted to the shaft 7, when the engagement capacity of the flywheel clutch 14 increases, the rotational speed of the input shaft 7 of the CVT 2 also increases. On the other hand, since the flywheel 11 releases energy, the rotational speed of the flywheel 11 decreases.

  When the discharge pressure of the second oil pump 22 exceeds the discharge pressure of the first oil pump 21 at the timing T22, the pump that supplies the hydraulic pressure for bringing the flywheel clutch 14 into the engaged state by the switching valve 30 is The first oil pump 21 is switched to the second oil pump 22. That is, the first oil pump 21 does not need to discharge the amount of oil for fastening the flywheel clutch 14. For this reason, the controller 24 reduces the output of the first oil pump 21 by the amount of oil for engaging the flywheel clutch 14.

  Thereafter, as the fastening capacity of the flywheel clutch 14 increases, the discharge pressure of the second oil pump 22 and the rotational speed of the input shaft 7 of the CVT 2 increase. At the timing T23, the rotational speed of the input shaft 7 of the CVT 2 and the rotational speed of the flywheel 11 coincide with each other, and the flywheel clutch 14 is completely engaged.

  In addition, since it is very short time from the timing T21 to the timing T23, it is not necessary to consider the heat_generation | fever by the flywheel clutch 14 slipping. For this reason, the amount of lubricating oil to the flywheel clutch 14 is not increased between the timing T21 and the timing T23.

  At timing T <b> 23, the start clutch 16 is started to be engaged with the hydraulic pressure supplied from the second oil pump 22, and the vehicle starts with the energy regenerated by the flywheel 11.

  At the time of starting, the starting clutch 16 is brought into a sliding state, the engaging capacity is gradually increased, and a complete engaging state is set at a timing T24 immediately before starting. If the start clutch 16 is completely engaged, it is not necessary to increase the amount of oil for suppressing the temperature increase of the start clutch 16, so the controller 24 reduces the output of the first oil pump 21 by the amount of increase in the oil amount. . That is, the first oil pump 21 discharges only the amount of oil necessary for lubrication of each lubrication part.

  The engine 1 starts before the timing at which the vehicle 100 cannot travel using only the energy of the flywheel 11.

  For example, the flywheel rotation speed at the above timing is set as a threshold value, and the engine 1 is started when the flywheel rotation speed falls to the threshold value.

  Next, the function and effect of this embodiment will be described.

  In the present embodiment, the switching valve 30 that guides the higher oil pressure of the first oil passage 34 and the second oil passage 35 to the third oil passage 37 and the second oil passage 35 are not connected to the first oil passage 34 and the first oil passage 34. And a lubricating oil passage 38 connected to the oil passage 34. When the hydraulic pressure of the second oil passage 35 is low when starting from the idle stop, the first oil pump 21 driven by the electric motor 23 performs the engagement work and the lubrication work of the flywheel clutch 14, and the second When the oil pressure in the oil passage 35 is increased, the second oil pump 22 performs the engagement work of the flywheel clutch 14 and the first oil pump 21 does not need to perform the engagement work of the flywheel clutch 14. However, even if the second oil passage 35 starts to work, the first oil pump 21 continues the lubrication work.

  In other words, the first oil pump 21 and the first oil passage 34 mainly used for lubrication work are also used for the fastening work of the flywheel clutch 14 when the oil pressure of the second oil passage 35 is low.

  Thereby, the work of the first oil pump 21 is not wasted, and the first oil pump 21 is used efficiently (effect corresponding to claim 1).

  In this embodiment, since the first oil passage 34 is connected to the lubricating oil passage 38 via the relief valve 39, the amount of lubricating oil can be variably adjusted by changing the relief pressure of the relief valve 39. The oil pressure of the first oil passage 34 can be kept constant (effect corresponding to claim 2).

  In addition, the switching valve 30 of the present embodiment includes a first check valve 31 that prevents a back flow from the third oil passage 37 to the first oil passage 34, and a back flow from the third oil passage 37 to the second oil passage 35. Since the second check valve 32 is configured to prevent this, the above-described switching from the first oil passage 34 to the second oil passage 35 can be performed without electrical control by the controller 24 ( Effect corresponding to claim 3).

  Further, in the present embodiment, when the engine 1 is stopped when starting from the idle stop, the first oil pump 21 is used to supply hydraulic pressure to the transmission supply hydraulic oil passage 36. When the flywheel clutch 14 is in the engaged state and the start clutch 16 is in the slip state, the first oil pump 21 is used to supply the oil pressure for lubrication of the start clutch 16 and the oil pressure for lubrication of the CVT 2. When the flywheel clutch 14 is in the engaged state and the start clutch 16 is in the engaged state, the oil pressure for lubrication of the CVT 2 is supplied using the first oil pump 21. Thus, since the discharge pressure of the 1st oil pump 21 can be gradually lowered at the time of start, the 1st oil pump 21 can be used efficiently (the effect corresponding to Claims 4 and 5).

  In the present embodiment, when energy is regenerated by the flywheel 11 during deceleration, the controller 24 changes the flywheel clutch 14 from the released state to the engaged state via the slip state, and the first oil pump 21 in the slip state is in the engaged state. The discharge pressure is set higher than that in the released state and the fastened state. This is to increase the amount of lubricating oil supplied to the flywheel clutch 14, thereby suppressing an increase in temperature of the flywheel clutch 14 in a sliding state (effect corresponding to claim 7).

(Second Embodiment)
FIG. 6 is a hydraulic circuit diagram according to the second embodiment. 2, a fourth oil passage 50 that bypasses the switching valve 30 and communicates the first oil passage 34 and the second oil passage 35, and a third check valve 51 disposed in the fourth oil passage 50. , Is different in that it comprises.

  The third check valve 51 is a check valve that opens when hydraulic pressure is applied from the first oil passage 34 side and closes when hydraulic pressure is applied from the second oil passage 35 side.

  According to the above configuration, even if the engine 1 is stopped and the second oil pump 22 cannot be driven and the engine is stopped, the hydraulic pressure is supplied to the transmission supply hydraulic oil passage 36 by driving the first oil pump 21. Can be supplied. That is, it is possible to prepare for a shift after starting by supplying hydraulic pressure for shifting to the CVT 2 during idling stop. After the engine 1 is started, the hydraulic pressure supply from the first oil pump 21 to the transmission supply hydraulic oil passage 36 is cut off by the third check valve 51, and the transmission oil supply hydraulic oil passage from the second oil pump 22 is cut off. Hydraulic pressure is supplied to 36.

  FIG. 7 is a timing chart in the case of starting from the idle stop state by releasing the energy of the flywheel 11. Since energy regeneration is the same as that in the first embodiment, description thereof is omitted.

  From timing 0 to timing T31, that is, during idling stop, the first oil pump 21 causes the amount of oil necessary for lubrication of each lubricating portion, the amount of increase for suppressing the temperature rise of the start clutch 16, and the flywheel clutch 14 The amount of oil for fastening and the amount of oil for preparation for shifting the CVT 2 are controlled to output capable of being discharged. That is, during idle stop, the first oil pump 21 discharges a larger amount of oil than the first embodiment by the amount of oil supplied to the CVT 2.

  Since the second oil pump 22 is stopped and the first oil pump 21 is operating, the third check valve 51 is opened.

  After timing T31, it is the same as timing 21 and after in FIG.

  According to the present embodiment, the fourth oil passage 50 that bypasses the switching valve 30 and communicates the first oil passage 34 and the second oil passage 35, and the third check valve disposed in the fourth oil passage 50. 51, at the time of starting from the idle stop, after the flywheel clutch 14 is engaged or after the engine 1 is started, the hydraulic pressure supply to the transmission supply hydraulic oil passage 36 is started more quickly. (Effect corresponding to claims 4 and 6).

  The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made within the scope of the technical idea described in the claims.

1 engine 2 continuously variable transmission (CVT)
DESCRIPTION OF SYMBOLS 3 Subtransmission 4 Drive wheel 11 Flywheel 12 Stepped transmission mechanism 14 Flywheel clutch 15 Direct coupling clutch 16 Starting clutch 21 1st oil pump 22 2nd oil pump 24 Controller 30 Switching valve 31 1st check valve 32 2nd reverse Stop valve 34 First oil passage 35 Second oil passage 37 Third oil passage 38 Lubricating oil passage 50 Fourth oil passage 51 Third check valve

Claims (7)

A flywheel capable of storing kinetic energy during vehicle deceleration by rotating; and
A first power transmission path capable of transmitting the power of the flywheel to the drive wheels;
A second power transmission path capable of transmitting engine power to the drive wheels;
A first clutch disposed in the first power transmission path and outside the second power transmission path;
A second clutch arranged outside the first power transmission path and inside the second power transmission path;
A third clutch disposed in the first power transmission path and in the second power transmission path;
In a vehicle hydraulic supply system including a flywheel regeneration system configured to include:
An electric motor;
A first oil pump that can be driven by the electric motor;
A second oil pump that can be driven by the engine or the flywheel;
A first oil passage connected to a discharge port of the first oil pump;
A second oil passage connected to a discharge port of the second oil pump;
A third oil passage connected to the hydraulic pressure inlet of the first clutch;
A switching valve for guiding the higher oil pressure of the first oil passage and the second oil passage to the third oil passage;
A lubricating oil passage not connected to the second oil passage and connected to the first oil passage;
A hydraulic supply system comprising: The hydraulic pressure supply system according to claim 1,
A relief valve,
The first oil passage is connected to the lubricating oil passage via the relief valve;
The hydraulic pressure supply system, wherein oil discharged from a discharge port of the relief valve is supplied to the lubricating oil passage. The hydraulic supply system according to claim 1 or 2,
The switching valve includes a first check valve that prevents a back flow from the third oil passage to the first oil passage, and a second check valve that prevents a back flow from the third oil passage to the second oil passage. And a hydraulic supply system comprising a valve. The hydraulic pressure supply system according to any one of claims 1 to 3,
A transmission,
A transmission supply hydraulic oil passage connected to the second oil passage;
Further comprising
A hydraulic pressure supply system characterized in that oil can be supplied to the transmission hydraulic pressure oil passage from the first oil passage. The hydraulic pressure supply system according to claim 4,
When the drive wheel is in a stopped state and the engine is in a stopped state, the first oil pump supplies oil to the transmission supply hydraulic oil path,
When the first clutch is in an engaged state and the third clutch is in a slipping state, a hydraulic pressure for lubricating the third clutch and a hydraulic pressure for lubricating the transmission are provided by the first oil pump. Supplied,
A hydraulic pressure supply system, wherein when the first clutch is in an engaged state and the third clutch is in an engaged state, a hydraulic pressure for lubricating the transmission is supplied by the first oil pump. The hydraulic pressure supply system according to claim 4 or 5,
A fourth oil path that connects the first oil path and the second oil path by bypassing the switching valve;
A third check valve disposed in the fourth oil passage to prevent a backflow from the second oil passage to the first oil passage;
A hydraulic supply system further comprising: The hydraulic pressure supply system according to any one of claims 1 to 6,
When transmitting the power of the driving wheel to the flywheel via the third clutch and the first clutch, the first clutch is engaged from a disengaged state through a slip state,
The hydraulic pressure supply system, wherein the hydraulic pressure discharged from the first oil pump when the first clutch is in the sliding state is higher than that in the released state and the engaged state.

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