JPH02176249A - Lubricating oil distributing device in automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To contrive the smallness in capacity of an oil pump by classifying into two or more groups each rotary member for its rotary characteristic in an automatic transmission, and arranging a distributing device which supplies pressure oil of different amount in every group. CONSTITUTION:Engine torque is transmitted through a fluid coupling device 63 in an automatic transmission, and its lubricating oil distributing device is grouped in a primary pulley system, secondary pulley system and differential gear system lubricating devices 77 to 79. Lubricating oil is supplied from an oil pump 42 through a regulator valve 45 and through distributing devices 74 to 76 preset in their orifice size in accordance with the rotary characteristic. Thus, capacity of the oil pump can be decreased by supplying the lubricating oil of proper pressure and amount in accordance with the rotary characteristic.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to an automatic transmission for a vehicle, in particular, an endless belt having a V-shaped or trapezoidal cross section is stretched between two variable pulleys, and each of the endless belts is The present invention relates to a lubricating oil distribution device for a vehicle automatic transmission, in which the rotational speed ratio between the shafts of two variable pulleys is changed steplessly by changing the radial position of contact with the variable pulleys.

(Prior art) Conventionally, belt-type continuously variable transmissions require a gear mechanism for reversing in order to be used in vehicles, and the diameter of the variable pulley is limited, making it impossible to achieve a large reduction ratio. , it is necessary to make the reduction ratio between the output shaft and the wheel drive shaft larger than that of a gear type transmission, but since the structure is simpler and smaller than a gear type transmission, the prime mover, transmission, and differential Suitable for integrating devices.

This conventional belt-type continuously variable automatic transmission for vehicles has a structure in which an endless belt connects a primary pulley supported on the input shaft side and a secondary pulley supported on the output side. The primary pulley and secondary pulley each include a fixed flange and a movable flange that moves relative to the fixed flange.

Further, a forward/reverse switching device is formed by a multi-disc clutch, a planetary gear device, and a multi-disc brake, and the forward/reverse switching device is disposed on the input shaft side or output shaft side of the variable pulley consisting of the primary pulley and secondary pulley. It is designed to switch the vehicle forward or backward.

Incidentally, the movement of the movable flange with respect to the fixed flange and the operation of the multi-disc clutch and multi-disc brake of the forward/reverse switching device have conventionally been performed using hydraulic pressure such as line pressure. When hydraulic pressure is used, it is possible to transmit pressure over long distances, and it is also possible to obtain large driving force with a small device.

However, on the other hand, if dust gets into the oil, it is likely to cause malfunctions, the viscosity changes due to changes in oil temperature and the output efficiency changes, and if the oil pressure temporarily drops, The endless belt may slip and power cannot be transmitted.Furthermore, it takes time for the actuator to actually operate after the operator starts operation, and the response is poor, especially in automobiles. When driving, etc., it is desirable to be able to immediately obtain a driving state corresponding to a driver's operation, and it is necessary to improve responsiveness and operation feeling.

Therefore, an automatic transmission for a vehicle is provided in which an electric motor is used to move the movable flange relative to the fixed flange, and to operate the multi-disc clutch and multi-disc brake of the forward/reverse switching device.

In the above-mentioned automatic transmission for a vehicle, the position of the movable flange is changed by operating and rotating the electric motor, thereby changing the speed. Therefore, it is possible to prevent the valve from malfunctioning due to oil leaks or dust entering the pond, and if the operator experiences dry harvest, that information is transmitted to the electric motor by an electric signal. Therefore, the corresponding driving state can be obtained immediately.

Incidentally, power generated by an engine is transmitted to an input shaft of an automatic transmission by a torque converter or a fluid coupling consisting of a pump impeller, a turbine runner, etc. Line-pressure oil is supplied from an oil pump as a working fluid to the fluid transmission device such as the torque converter or fluid coupling.

In addition, since it is necessary to lubricate the various rotating members that make up an automatic transmission, pressure oil, which is obtained by reducing the line pressure generated by an oil pump through an orifice, is supplied to the shaft center of each rotating member, and hydraulic or centrifugal force is applied. The lubrication is carried out by scattering it around the surrounding area.

(Problems to be Solved by the Invention) However, in the above-mentioned conventional automatic transmission for a vehicle, the various rotating members constituting the automatic transmission have different rotational characteristics.

Therefore, as described above, when pressure oil whose pressure has been reduced through one orifice is divided to each rotating member, pressure oil with the same pressure and flow rate is supplied to each rotating member. If the orifice diameter is set so that sufficient pressure oil can be supplied to the part of the rotating member that requires the most amount of pressure oil, more pressure oil than necessary will be applied to other rotating members. will be supplied.

As a result, the capacity of the oil pump increases, and power loss also increases.

The present invention eliminates the problems of the conventional automatic transmission for vehicles, and provides an automatic transmission for vehicles that can supply lubricating pressure oil at an appropriate oil pressure and oil amount using a small-capacity oil pump. The purpose of the present invention is to provide a lubricating oil distribution device.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides lubrication for a vehicle automatic transmission that transmits torque generated in an engine to an automatic transmission mechanism via a fluid transmission device (63). In an oil distribution system, a lubrication system that supplies pressurized oil for lubrication to each rotating member that makes up the automatic gear stage? Z (64) are classified into a plurality of groups depending on the rotational characteristics of the rotating member. The oil passages that supply pressure oil to each group include a distribution device (74) that supplies a different amount of pressure oil to each group;
(75) and (76) are arranged.

Also, a variable pulley (31) consisting of a fixed flange and a movable flange whose relative positions are changed by an electric motor,
Two variable pulleys (31) and (32) are provided opposite each other, and an endless heald (33) with a ■-shaped or trapezoidal cross section is placed between the two variable pulleys (31) and (32).
By changing the radial position of contact with each of the variable pulleys (31) and (32), the engine rotational speed transmitted via the fluid transmission device (63) is continuously converted and output. In a lubricating oil distribution system for a vehicle automatic transmission, each group of lubricating devices includes a primary pulley system lubricating system <n>, a secondary pulley system lubricating system (78), and a differential gear system lubricating system (79). It is said that

Furthermore, an oil passage (4) connected to the fluid transmission device (63) is provided.
3) is branched to form an oil path (46) that supplies the pressure oil generated by the oil pump (42) to the automatic transmission lubricating device (64) through a regulator valve (45), and a core oil path. The oil passages for each group in the lubricating device (64) are connected to (46).

(Operations and Effects of the Invention) According to the present invention, as described above, the lubrication system rL (64
) are classified into multiple groups according to the rotational characteristics of the rotating members, and a distribution device is installed in the oil passage that supplies pressure oil to each group to supply a different amount of pressure oil to each group. Therefore, it is possible to supply an appropriate oil pressure and an appropriate amount of lubricating oil to each rotating member having different rotational characteristics.

Therefore, it is not necessary to supply lubricating pressure oil more than necessary, so the capacity of the oil pump (42) can be reduced, and the loss of driving force can also be reduced.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

Fig. 1 is a hydraulic circuit diagram of a lubricating oil distribution device for an automatic transmission for a vehicle showing an embodiment of the present invention, Fig. 2 is a schematic diagram of the automatic transmission for a vehicle, and Fig. 3 is a diagram of each of the automatic transmission for a vehicle. FIG. 4 is a functional diagram of a control system for a vehicle automatic transmission, and FIG. 5 is a control block diagram of the vehicle automatic transmission.

First, an automatic transmission for a vehicle according to the present invention, particularly an automatic transmission for a vehicle to which a lubricating oil distribution device for an automatic transmission for a vehicle is applied, will be explained along the schematic diagram shown in FIG.
These include an input device 10 consisting of a fluid coupling 11 and a lock-up clutch 12, an auxiliary transmission 40, a primary pulley 31, a secondary boot IJ 32, a continuously variable transmission 30 consisting of an endless belt 33 with a V-shaped or trapezoidal cross section, and a reduction gear device. 71 and a differential gear device 72.
It is equipped with

The auxiliary transmission device 40 includes a low/high speed mode switching device 20 consisting of a transfer device 80, a single planetary gear device 21, and a mode switching engagement device 22, and a forward/reverse movement consisting of a dual planetary gear device ff91, a reverse brake B2, and a forward clutch C1. A switching device 90 is provided.

The single planetary gear device 21 includes a first element 21R (
or 21S), a second element 21C connected to the output member 70 of the continuously variable transmission 1, and an input shaft 60 from the input device 10.
and a third element 21S (or 21R) connected to the transfer device 80 via the transfer device 80.

Further, a mode switching engagement device 22 for switching the single planetary gear device 21 between high speed mode H and low speed mode L includes a locking means consisting of a one-way clutch F and a low-coast tom reverse brake Bl, and a high clutch C2. The locking means F, 81 is a third element 21 which becomes a reaction force support member when used as a deceleration mechanism in low speed mode L.
S (or 21R) via a transfer device 80, and the high clutch C2 is connected to the input shaft 60.
and the third element 215 (or 21R). That is, the ring gear 21R of the single planetary gear device 21 is interlocked with the output part 30a of the continuously variable transmission 30, the carrier 21C is interlocked with the output member 70, and the sun gear 21S is connected to the one-way transmission via the transfer device 80. It is interlocked with clutch F and low-coast tom reverse brake B1, and also interlocked with high clutch C2.

In addition, the dual planetary gear device 91 has its sun gear 915 connected to the input shaft 60, and the carrier 91C connected to the human power section 30b of the continuously variable transmission 30, and connected to the input shaft 60 via the forward clutch C1, Further, the ring gear 91R is connected to the reverse brake B2.

Automatic transmission g with the above configuration! Each clutch in 1,
The brake and one-way clutch operate as shown in FIG. 3 in each position.

The ON state of each element is indicated by an O mark, and the * mark indicates that the lock-up clutch 12 can be operated as appropriate.

To explain this in detail, in the low speed mode L in the D range, the forward clutch C1 and the one-way clutch F operate. In this state, the rotation of the engine crankshaft is transmitted to the input shaft 60 via the lock-up clutch 12 or the fluid coupling 11, and is further transmitted directly to the sun gear 91S of the dual planetary gear device, and via the forward clutch C1. carrier 91c
transmitted to. However, the dual planetary gear device 91 rotates integrally with the input shaft 60, transmits rotation in the forward direction to the input section 30b of the continuously variable transmission 30, and is further shifted as appropriate by the continuously variable transmission 30. The output part 30
Ring gear 2 of single planetary gear U21 from a
It is transmitted to 1R. On the other hand, in this state, the sun gear 21S, which is a reaction force support element that receives a reaction force, is stopped by the one-way clutch F via the transfer device 80, and therefore the rotation of the ring gear 21R is taken out from the carrier 2IC as a decelerated rotation. This is further transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

Further, in high speed mode H in the D range, the forward clutch C1 and the high clutch C2 are connected.

In this state, the continuously variable transmission 30
The rotation in the forward direction, which has been appropriately changed in speed, is taken out from the output section 30a and manually applied to the ring gear 21R of the single planetary gear device 21. Meanwhile, at the same time, the input shaft 6
0 rotation is transmitted to the sun gear 21g of the single planetary gear device 21 via the high clutch C2 and the transfer device 80, and as a result, in the single planetary gear device 21, the ring gear 21R and the sun gear 21
The torques transmitted to S are combined and output from carrier 21G. Note that at this time, since the rotation against the reaction force is transmitted to the sun gear 21S via the transfer device 80, a predetermined plus torque is transmitted via the transfer device 80 without causing torque circulation. Then, the combined torque from the carrier 21C is transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

Next, low speed mode L and high speed mode H in S range
The operating state of each element is almost the same as that in the D range, but in the low speed mode L of the D range, it was in a free state when reverse torque was applied (during engine braking) based on the one-way clutch F. A low coast and reverse brake 81 operates in addition to the one-way clutch F in the low speed mode L of the S range, and transmits power even when reverse torque is applied.

Furthermore, in the R range, the low coast and reverse brake B1 and the reverse brake B2 are operated. In this state, since the ring gear 91R is fixed in the dual braking gear ri191, the rotation of the input shaft 60 is inputted to the continuously variable transmission 30 from the carrier 91C as rotation in the opposite direction. On the other hand, the sun gear 215 of the single planetary gear device 21 is fixed based on the operation of the low coast and reverse brake Bl, and therefore,
The reverse rotation from the continuously variable transmission 30 is decelerated in the single planetary gear device 21 and taken out to the output member 70.

Next, the functions of the control system for a vehicle automatic transmission will be explained with reference to FIG.

The control device U of the automatic transmission for a vehicle includes an electronic control device 120 consisting of a microcomputer, and a hydraulic control device 150.
, an external signal device consisting of various sensors, operating means, a display device, and various actuators.

The electronic control unit 120 stores predetermined patterns such as best fuel consumption characteristics, maximum power characteristics, engine brake control, L-H switching control, etc., and also performs predetermined calculations to display a display device, which will be described later. 173, driver 177, 178.179
and is output to the hydraulic pressure related device 151 of the hydraulic control device 150.

The external signal devices include an engine rotation speed sensor 143, a throttle opening sensor 161, a primary pulley rotation speed sensor 165, and a secondary pulley rotation sensor 165, which are installed in the engine E section, a throttle opening sensor 161, and a secondary pulley rotation speed sensor 165, which is installed in the continuously variable transmission 1 section. A pulley rotation speed sensor 166, a vehicle speed sensor 167, a motor rotation signal sensor 169, a foot brake signal sensor 170 located at the driver's seat, a shift position sensor 171 that detects the selected position of the shift lever, economy, power, etc. It has a pattern selection device 172 that allows the driver to select various patterns, various display devices 173, and the like.

The actuator includes a fluid coupling 11 and a lock-up clutch 12 disposed in the input device 10, a low coast and reverse brake B1, a forward clutch c1, a high clutch C2, and a reverse brake disposed in the auxiliary transmission 40. It has B2. The actuator further includes a CVT variable power substation electric motor 101 that controls the speed change of the continuously variable transmission 30 via the driver 177.
If there is a brake 180 that holds the CVT gear shifting electric motor 101 in the gear shifting position, the driver 1
A brake 153 that holds the L-H switching motor 152 and the cough L-H switching motor 152 in the switching position via 78
is connected to the forward/reverse switching motor 154 via the driver 179.
It also has a brake 155 that holds the vertical section reverse switching motor 154 in the switching position.

Next, according to the control block diagram of FIG.
The action of 120 will be explained.

The operating limit (stroke end) of the continuously variable transmission 30 is detected by the rotation signal from the motor rotation signal sensor 169 and the alarm signal from the driver's alarm signal sensor 176, and the throttle opening is detected by the signal from the throttle opening sensor 161. (θ) and its rate of change is detected by taking into account the soft timer.

Further, the primary pulley rotation speed (N, ) and the secondary pulley rotation speed (N, ) are detected by signals from the primary pulley rotation speed sensor 165 and the secondary pulley rotation speed sensor 166, respectively, and the vehicle speed sensor 16
The vehicle speed is detected based on the signal from the shift position sensor 171. Also, patterns such as economy mode, power mode, etc. are detected based on the signal from the pattern selection device 172, and patterns such as P, R, N, D, SH,
It detects each range of SL and also detects the shift position change, detects the brake operating state based on the signal from the foot brake sensor 170, and detects the engine speed (NE) based on the signal from the engine speed sensor 143.
) is detected.

Then, based on the throttle opening degree and its rate of change, the detected shift position value, and the detected pattern value, the acceleration request judgment unit 200 makes a predetermined judgment, and also based on the primary pulley rotation speed and the secondary pulley rotation speed, The current belt ratio calculation unit 201 calculates the current torque ratio (hereinafter referred to as "current belt ratio") Tp of the continuously variable transmission 30. Further, based on the current belt ratio value from the current belt ratio calculation section 201 and the current low speed or high speed mode state signal from the H-L selection charge cutting section 203, which will be described later, the current system ratio calculation section 202 calculates the current idle state. Torque ratio as gear transmission 1 (
Hereinafter, this will be referred to as the "current system ratio." )a.

Outputs 3γ. On the other hand, based on the signal from the acceleration request determining section 200, the detected pattern value, and the signal from the detected shift position value, the best fuel efficiency/maximum power determining section 205 determines the best fuel efficiency 8.
Control by characteristics or maximum power characteristics? Decide whether to do so. Then, based on the signal from the best fuel economy maximum power determining unit 205, the throttle opening degree, vehicle speed, and brake detection signal, the target systemization upper/lower limit value calculating unit 206 calculates the target torque ratio of the entire transmission. (below,"
"Target system ratio." ) upper and lower limit values a0. □、a
``Calculate ain.

Further, based on the signal from the upper/lower limit value calculation unit 206, the target belt ratio calculation unit 207 calculates a target torque ratio (hereinafter referred to as “target belt ratio”) in the low speed mode of the continuously variable transmission 30.
And you. ) and the target belt ratio T*i in the high speed mode are calculated.

Then, the signal from the acceleration request judgment section 200, the detected throttle opening value, the signal from the current belt ratio calculation section 201, the signal from the current system ratio Jγ output section 202, the primary
Pulley rotation value detection value, secondary pulley rotation value detection value, signal from best fuel efficiency/maximum power determination unit 205, signal from eye-system upper/lower limit value calculation unit 206, and signal from target belt ratio calculation unit 207. Based on this, the H-L selection determining unit 203 determines whether it is better to maintain the current mode and achieve the target system ratio a° only by changing the speed of the continuously variable transmission 30.
Or, it is determined whether it is better to turn off the mode (H-L, L-, 11) and achieve the target system ratio a°.

Furthermore, the high-speed mode H from the [-L selection cutter 203
Or in addition to the low speed mode L, the above-mentioned stroke-coke end detection value, acceleration request judgment section 200, and current held ratio calculation section 201
, eyes (voice belt ratio calculation unit 207, mouth shuttle steno, finishing/
Based on the signal from the lower limit a1α calculation unit 206, the CVT gear shift motor control signal generation unit 210-reselection determination unit 2
In the predetermined mode determined in step 03, a predetermined rotation signal is output to the driver 177 so that the upper and lower limit values of the target system ratio a "11, +a" 1li11 are reached, and the CVT variable gear moke 101 is rotated to disable it. Controls the gear transmission 30.

Also, throttle opening detection I direct, P, R, N, D.

SH, SL detection (direct, based on the shift position change detection value, the forward/reverse switching motor control signal generator 211 generates a predetermined signal to the driver 179, and the forward/reverse switching motor 1
54 to control the forward/reverse switching device 90. Then, when the L-H switching morph control signal light generation unit 212 determines switching to the low speed and high speed modes based on the signal from the H-L selection determining unit 203 and the throttle opening detection value,
A switching signal is issued, and the L-H switching motor 152 is rotated to perform the switching.Furthermore, the hydraulic actuator control signal generator 213 outputs the detected throttle opening value, detected engine speed value, and primary pulley rotation value. The optimal oil pressure is calculated from the detected values, and the oil pressure is controlled by duty ratio control of the solenoid and supplied to the fluid transmission device and the lubricating device.

Next, the operation of the control device B of the automatic transmission for a vehicle will be explained with reference to FIG.

Step ■ Read the detected values from each sensor as digital values.

Step ① Detect an acceleration request based on the throttle opening θ, its rate of change, pattern detection value, shift position detection value, etc.

Step ■ Primary pulley rotation speed NP, secondary pulley rotation speed N, current belt ratio T.

Calculate. here, T,=Np/N.

Step (2) Calculate the current system ratio from the current mode (L mode or H mode) and the current held ratio.

Step ■ Calculate the upper and lower limits of the target system ratio from the throttle opening θ, driving mode (power mode or economy mode), and detected vehicle speed.

Step ■ From the acceleration request, current belt ratio, current system ratio, driving mode, and target system ratio, set the auxiliary transmission RA4.
It is determined whether to set 0 to low speed mode or high speed mode.

Step 7 ■ Based on the mode, current belt ratio, current system ratio, target torque ratio, target system ratio, etc. determined by the H-L selection judgment unit 203, the current system ratio is within the upper and lower limits of the target system ratio. Continuously variable transmission 30 as shown in
The CVT gear shifting motor 1 determines the gear shifting direction and gear shifting speed.
01 is controlled to match the shifting direction and speed.

Step ■ Calculate the startup speed of the shift speed.

Step (2) Based on conditions such as the shift position and throttle opening, a decision is made between the N range and the R range, and the forward/reverse switching motor 154 is controlled.

Step [Phase] The L-H switching motor 152 is controlled by the mode switching signal from the HL selection cutting section 203.

Step ■ Calculate the required oil pressure from the engine rotation speed, primary pulley rotation speed, and throttle opening, and calculate the required oil pressure (
Control the solenoid valve duty to maintain self-pressure.

Here, a hydraulic circuit in which duty control is performed by the solenoid valve will be described with reference to FIG.

In FIG. 1, 41 is a strainer for filtering the oil accumulated in the oil pan, 42 is an oil pump that supplies the oil filtered by the strainer 41 to an oil passage 43, and 4
4 is a relief valve for preventing the oil pressure in the oil passage 43 from becoming excessively high.

Reference numeral 45 denotes a regulator valve for controlling the oil pressure in the oil passage 43 by controlling the duty of the solenoid valve 61, and for distributing and supplying pressure oil to the oil passage 46. The regulator pulse buoy 5 has a small-diameter land portion 47 and large-diameter land portions 48, 49, and 50, and is biased upward in the figure by a spring 51. by the way,
The oil chamber 43 is connected to the pressure regulating oil chamber 54 via orifices 52 and 53.
．． 55, and the oil supplied to the pressure regulating oil chambers 54 and 55 presses the end surfaces of the lands 47 and 48 downward in the figure.

Therefore, the hydraulic pressure applied to the end faces of both land portions 47 and 4B and the load of the spring nail are balanced, and the spool 39 of the regulator valve 45 moves.

That is, when the oil pump 42 is started for the first time, the oil passage 43
The oil pressure in the pressure regulating oil chambers 54,55 rises through the orifices 52,53, and pushes the spool 39 downward against the biasing force of the spring 51. When the spool 39 moves a certain amount and the oil passages 43 and 4G communicate with each other, the oil passage 46
The oil pressure inside increases. And further pressure regulating oil chamber 54.55
When the oil pressure increases and the spool moves to the right hand position, the oil passage 43 communicates with the oil passage 56 and discharges the pressure oil to the suction side of the oil pump 42, preventing the oil pressure in the oil passage 43 from rising any further. prevent.

Incidentally, the oil passage 43 is connected to a fluid transmission device 63 via a check valve 62, while the oil passage 46 is connected to a lubricating device 64. The fluid transmission device 63 may be a torque converter, but it is preferable to use a fluid coupling to reduce the amount of working fluid. In this embodiment, a fluid cambling with a centrifugal lock-up clutch is used for the floor, in which the centrifugal rotor-up clutch is actuated by the centrifugal force generated by the rotation of the output side.

The regulator valve 45 is the fluid conducting device r16.
3 and the lubricating device 64. And the spool 39 of the regulator valve 45
In order to adjust the position of the pressure regulating oil chamber 54, the oil pressure in the pressure regulating oil chamber 54 is controlled by the duty ratio of the solenoid valve 61. Note that the orifice 65 is opened when the oil pump 42 is started.
It is provided to supply the minimum amount of oil to the lubricating device 64 when the oil pressure in the oil passage 43 is low and communication with the oil passage 46 is not established.

By the way, the check valve 62 is located on the upstream side of the fluid transmission device 63, and prevents oil from flowing backward and leaking out of the fluid transmission device 63 when the oil pressure on the oil path 43 side decreases. It is for. Particularly in a fluid coupling or the like having a small operating capacity, lost drive is likely to occur due to a small amount of oil leaking, and it is effective to dispose the check valve 62 at this position.

Further, a check valve 67 is connected to the downstream side of the fluid conduction device 63 via an orifice 66. The check valve 67 is for preventing oil from leaking inside the fluid transmission device 63 when the oil pressure inside the fluid transmission device 63 decreases, as described above.
The structure is such that the flow path is closed by six springs. When the fluid transmission device 63 is activated, the flow path is opened in response to the hydraulic pressure, but when it is not activated, it is closed by the load of the spring 69 to prevent oil from leaking.

By the way, an oil cooler (not shown) is connected to the downstream side of the check valve 67 via a cooler bypass valve 81, so that the oil generated in the fluid transmission device 63 is cooled. The cooler bypass valve 81 is opened when the oil pressure in the oil cooler becomes low;
This prevents the oil cooler from being destroyed by high pressure.

Therefore, the valve body 84 is pressed against the valve seat by the biasing force of the spring 83, and is drained when the hydraulic pressure exceeds the set pressure.

Here, since the check valve 67 is located upstream of the cooler bypass valve 81, it is possible to prevent oil from leaking in the fluid transmission device 63 even if the cooler bypass valve 81 becomes stuck. Furthermore, since the internal pressure of the cooler on the downstream side does not become higher than necessary, the seal structure around the cooler can be made similar to that of the front vehicle.

In addition, since the check valve 62 and check valve 67 have a ball valve structure using spheres 82 and 68,
It is easy to prevent staining between the valve seat and the valve seat.

Next, the lubrication device 64 includes a primary pulley system lubrication device 77 that lubricates, for example, the input shaft 60, the shaft of the primary pulley 31, etc., for example, the output shaft, the secondary pulley 3, etc.
Secondary pulley system lubrication device 78 that lubricates the shaft, etc. of No. 2
For example, it is divided into a differential gear system lubricating device 79 that lubricates a reduction gear device 71, a differential gear device 72, etc.
Each lubrication device! ! , 77, 78, and 79 are connected to the oil passage 46 through orifices 74, 75, and 76. The primary pulley-based lubrication device 77, the secondary boolean-based lubrication device 78, and the differential gear system-based lubrication device 79 each have different shaft rotational speeds and different amounts of oil required for lubrication. Therefore, by making the diameters of the orifices 74, 75, and 76 different, it is possible to distribute and supply the amount of oil to each of the lubricating devices 77, 78, and 79 according to the number of rotations.

In the hydraulic circuit having the structure shown in FIG. 2, the solenoid valve 61 is controlled by the duty ratio obtained according to the subroutine shown in FIG. That is, by subjecting the solenoid valve 61 to DA II control, the oil pressure in the pressure regulating oil chamber 54 necessary for bringing the oil passage 43 and the oil passage 46 into communication is set. Here, the solenoid valve 61 used is an N10 type solenoid valve whose oil passage is open in a non-energized state. Therefore, in the case of this embodiment, the smaller the duty ratio, the more the pressure regulating oil chamber 5
4 is low, the spool 39 of the regulator valve 45 moves upward, and the oil pressure in the oil passage 43 becomes high. Therefore, when the solenoid valve 61 fails and the oil pressure in the pressure regulating oil chamber 54 decreases, only the oil pressure in the pressure regulating oil chamber 55 opposes the spring load, causing the spool of the regulator valve 45 to move slightly upward. The oil pressure in the oil passage 43 can be ensured while being balanced.

The above set pressure is used to keep the hydraulic pressure in the oil passage 43 high when there is a large amount of slippage between the input end and the output side of the fluid transmission device 63, for example, immediately after starting the vehicle. The above lubrication bag ¥! By lowering the oil pressure of the oil passage 46 that supplies pressure oil to the fluid transmission device 64, pressure oil is preferentially supplied to the fluid transmission device 63. Further, when the slippage between the input side and the output side of the fluid transmission device 63 is small, for example, when the vehicle is running steadily, it is not necessary to supply a large amount of pressure oil to the fluid transmission device 63. In some cases, the oil pressure of the oil passage 43 that supplies pressure oil to the fluid transmission device ff63 is lowered (while supplying pressure oil to the lubricating device 64,
Pressure oil is preferentially supplied to the lubricating device 64 by increasing the oil pressure in the oil passage 46.

Therefore, from the signals of three or two of the rotational speed detected on the input side and output side of the fluid transmission device 63, for example, the engine rotational speed N1, the primary pulley rotational speed N, and the throttle opening degree θ. A duty ratio is calculated.

That is, in FIG. 7, step ■ Engine rotation speed N! and primary pulley rotation speed N, the speed ratio C of the following equation is calculated.

e=N, /N.

Step @ above speed ratio C, engine speed N.

The duty ratio of the solenoid valve 61 is calculated from the throttle opening degree θ.

Step Q Pj duty ratio is solenoid valve 6
1 is output.

That is, the duty ratio is calculated so as to form the oil pressure P as shown in FIGS. is controlled. Here, FIG. 8(a), ■) is calculated from the speed ratio e and the engine speed N, and FIG. 8(C) and (d) are calculated from the speed ratio e and the throttle opening θ. In e) and (f), the oil pressure P is set from the primary boolean rotation speed N and the throttle opening θ. And the 8th [2I(al, (C
).

In (C), the minimum value of the oil pressure is set to a constant value, and Fig. 8 (
g) l, (d), (r) are the minimum values of oil pressure and engine rotation speed N.

Or it can be changed together with the value of throttle opening θ.

In addition, in the case of an automatic transmission with a lock-up clutch, torque sharing and The slippage value is determined, and the respective calorific values are calculated and the above-mentioned oil pressure P is set.

In addition, the parameters for calculating the above duty ratio are engine rotation speed N, primary pulley rotation speed N,
It is not necessary to limit the number of revolutions to 1, and any number of rotations that can be obtained on the input side and the output side of the fluid transmission device 63 may be used.

Next, a lubricating oil distribution device for a vehicle automatic transmission showing another embodiment of the present invention will be described with reference to FIG. 9.

In the figure, the regulator valve 245 has a spool 239 and a plunger 250, each having land portions 247, 248, and 249 of the same diameter, both of which are attached to a spring 249.
51. And spool 239
A pressure regulating oil chamber 255 communicating with the oil passage 43 via the orifice 253 is provided on the end face side of the plunger 250 , and a pressure regulating oil chamber 254 communicating with the oil passage 43 via the orifice 253 on the end face side of the plunger 250 . is formed, and a solenoid valve 61 is disposed in the pressure regulating oil chamber 254.

In this embodiment, the smaller the duty ratio, the lower the oil pressure in the pressure regulating oil chamber 254, and the lower the oil pressure in the regulator valve 245.
The spool 239 moves downward and the oil pressure in the oil passage 43 becomes lower.

In the regulator valve 245, the pressure regulating oil chamber 2
54 and 255 are formed on both end faces, and there is no need to use a stepped spool (see spool 39 in FIG. 1), making it difficult for sticks to occur.

Further, a lubricating oil distribution device for a vehicle automatic transmission showing still another embodiment of the present invention will be described with reference to FIG.

In the figure, the regulator valve 345 has a spool 339 having land portions 347, 348, and 349 of the same diameter, and the J-spool 339 is biased upward in the figure by a spring 351. The upper end surface of the spool has a 3I which communicates with the oil passage 43 via the orifice 353.
! A pressure oil chamber 355 is formed. And 2. IFfl
The l-pressure oil chamber 355 communicates with a pressure regulating oil chamber 354 via an orifice 352 provided opposite the orifice 353, and a solenoid valve 61 is disposed in the pressure regulating oil chamber 354.

In this embodiment, the smaller the duty ratio, the lower the oil pressure in the pressure regulating oil chamber 354, 355, the spool 339 of the regulator valve 345 moves upward, and the oil pressure in the oil passage 43 becomes higher. .

In addition, only one pressure regulating oil chamber 355 with which the spool 339 of the regulator valve 345 comes into direct contact is sufficient, and the number of land portions is one less.
The structure of can be used as a pre-plan.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of the drawing]

Fig. 1 is a hydraulic circuit diagram of a lubricating oil distribution device for an automatic transmission for a vehicle showing an embodiment of the present invention, Fig. 2 is a schematic diagram of the automatic transmission for a vehicle, and Fig. 3 is a diagram of each of the automatic transmission for a vehicle. A diagram showing the operation of each element in each position, Figure 4 is a functional diagram of the control system for a vehicle automatic transmission, Figure 5 is a control block diagram of the vehicle automatic transmission, and Figure 6 is a control system for the vehicle automatic transmission. Fig. 7 is an operation flow diagram for duty control of the solenoid valve; Fig. 8 is a diagram showing the relationship between speed ratio, throttle opening and hydraulic pressure; Fig. 9 shows another embodiment of the present invention. Hydraulic circuit diagram of a lubricating oil distribution device for a vehicle automatic transmission FIG. 1O is a hydraulic circuit diagram of a lubricating oil distribution device for a vehicle automatic transmission showing still another embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Continuously variable transmission, 10... Input device, 11...
Fluid coupling, 12...Lock-up clutch, 20...
-Low-high-speed mode switching device, 22...Mode switching engagement device, 30...Continuously variable transmission, 31...Primary...
Pulley, 32... Secondary pulley, 33... Endless belt, 40... Auxiliary transmission, 42... Oil pump, 43.46.56... Oil path, 45.2453
45...Regulator valve, 52.53.252.
253352, 353... orifice, 54.55.
254.255.354355...pressure regulating oil chamber, 60.
...Input shaft, 61...Solenoid valve, 62...
Check valve, 63...Fluid transmission device, 64...Lubrication device, 67...Change valve, 70...Output member, 7
1... Reduction gear device, 72... Differential gear device, 80
...Transfer equipment L 81...Cooler bypass valve, 90...Forward/forward switching device, 101...CV
T-shift motor, 120... electronic control device, 150...
...Hydraulic control device, 152...L-H switching morph,
154... Forward/forward switching motor, 177, 178.1
79...driver. Patent applicant: Aisin ADA Co., Ltd. Agent: Patent attorney: Mamoru Shimizu (1 other person)

Claims (6)

[Claims] (1) In a lubricating oil distribution device for a vehicle automatic transmission that transmits the torque generated by the engine to the automatic transmission mechanism via a fluid transmission device, lubricating pressure oil is supplied to each rotating member that makes up the automatic transmission. Lubricating devices are classified into multiple groups depending on the rotational characteristics of rotating members, and the oil passages that supply pressure oil to each group are equipped with distribution devices that supply different amounts of pressure oil to each group. A lubricating oil distribution device for a vehicle automatic transmission, which is characterized by the following: (2) Two variable pulleys consisting of a fixed flange and a movable flange whose relative positions can be changed by an electric motor are provided facing each other, and an endless belt with a V-shaped or trapezoidal cross section is stretched between the two variable pulleys. A lubricating oil for automatic transmissions for vehicles that continuously converts and outputs the engine rotational speed transmitted via a fluid transmission device by changing the radial position where an endless belt contacts each variable pulley. In the distribution device, the lubricating device that supplies pressure oil for lubricating each rotating member that makes up the automatic transmission is classified into multiple groups depending on the rotational characteristics of the rotating member, and the oil that supplies pressure oil to each group is classified into multiple groups depending on the rotational characteristics of the rotating member. A lubricating oil distribution device for an automatic transmission for a vehicle, characterized in that a distribution device for supplying a different amount of pressure oil to each group is disposed in the road. (3) The lubricating oil distribution system for an automatic transmission for a vehicle according to claim 2, wherein each group of lubricating devices is a primary pulley-based lubricating device, a secondary pulley-based lubricating device, and a differential gear system-based lubricating device. (4) In a lubricating oil distribution device for a vehicle automatic transmission that transmits torque generated by an engine to an automatic transmission mechanism via a fluid transmission device, an oil path connected to the fluid transmission device is branched to provide an oil pump. The oil passage is configured to supply the pressure oil generated in the automatic transmission to the lubricating device of the automatic transmission via the regulator valve. 1. A lubricating oil distribution device for a vehicle automatic transmission, comprising an oil path for supplying pressure oil, and a distribution device disposed in the oil path for supplying a different amount of pressure oil to each group. (5) Two variable pulleys consisting of a fixed flange and a movable flange whose relative positions can be changed by an electric motor are provided facing each other, and an endless belt with a V-shaped or trapezoidal cross section is stretched between the two variable pulleys. A lubricating oil for automatic transmissions for vehicles that continuously converts and outputs the engine rotational speed transmitted via a fluid transmission device by changing the radial position where an endless belt contacts each variable pulley. In the distribution device, the oil path connected to the fluid transmission device is branched to form an oil path that supplies the pressure oil generated by the oil pump to the lubrication device of the automatic transmission via the regulator valve, and also The device includes rotating members classified into a plurality of groups according to their rotational characteristics, an oil passage supplying pressure oil to each group, and a hydraulic passage arranged in the oil passage supplying a different amount of pressure oil to each group. A lubricating oil distribution device for a vehicle automatic transmission, comprising a distribution device. (6) The lubricating oil distribution system for an automatic transmission for a vehicle according to claim 5, wherein the lubricating devices in each group are a primary pulley-based lubricating device, a secondary pulley-based lubricating device, and a differential gear system-based lubricating device.