JP2003166558A - Lubricating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lubricating device properly controlling a supplied amount of oil to a wet type friction clutch. <P>SOLUTION: In the lubricating device in which oil is supplied from an oil pump 9, first and second oil passages 35 and 32 connected to each other in parallel are arranged, oil is supplied to a friction connecting unit 4 via the first oil passage 35, and oil is also supplied to a lubricated portion 5A except the friction connecting unit 4 via the second oil passage 32, a valve mechanism 26 controlling a flow amount of oil supplied from the oil pump 9 to the friction connecting unit 4 is arranged between a diverged portion A1 of the first and second oil passages 35 and 32 and the friction connecting unit 4. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lubricating device having a structure in which oil is supplied from an oil pump to a friction engagement device and a portion to be lubricated.

[0002]

2. Description of the Related Art Generally, a vehicle power transmission system is provided with lubricated parts such as clutches and gears, and these lubricated parts have the same amount of oil and the same timing of oil. Not necessarily. Therefore, a device has been proposed in which a plurality of oil passages are connected to an oil pump, the plurality of oil passages are arranged in parallel, and oil is supplied from each oil passage to a separate lubricated portion. One example is JP-A-200
No. 0-205301.

The vehicle described in this publication is constructed so that the rotational force of the engine is transmitted to the drive wheels via a torque converter, a forward / reverse switching mechanism, a continuously variable transmission, a speed reducer, a starting clutch, and a differential. Has been done. Then, at the time of starting the vehicle, the starting clutch that has been released has its engagement pressure increased and goes through a slip state,
Fully engaged. Therefore, it is necessary to secure a sufficient amount of lubricating oil to be supplied to the starting clutch when the vehicle starts. On the other hand, when the starting clutch is in the completely engaged state, the starting clutch does not slide, so that a large amount of lubricating oil is not required. On the other hand, parts to be lubricated other than the starting clutch, such as the forward / reverse switching mechanism, continuously variable transmission, speed reducer, and differential, do not require a large amount of oil at the time of starting, and do not require much oil during steady running or high rotation. Requires oil supply.

Therefore, in the publication, the first oil passage and the second oil passage are arranged on the discharge side of the oil pump via the branching portion, and the first oil passage is connected to the starting clutch side. A configuration is adopted in which the second oil passage is connected to the lubricated portion other than the starting clutch. A flow rate control valve is provided between the branch portion and the lubricated portion. Then, based on the pressure difference between the upstream side and the downstream side of the flow rate control valve, the flow rate control valve operates, the flow rate of the oil supplied to the lubricated portion is controlled, and the oil is supplied to the downstream side of the flow rate control valve. Unnecessary oil, that is, excess oil is supplied to the starting clutch side.

For example, when the vehicle is stopped and the engine is idling, the motor that drives the oil pump rotates at a low speed, so that the pressure difference between the upstream side and the downstream side of the flow control valve is relatively small. Get smaller. Therefore, a large amount of oil discharged from the oil pump flows into the lubrication necessary portion and a small amount flows into the starting clutch. On the other hand, when the vehicle is started, the rotation speed of the motor is increased to increase the oil discharge amount, and the pressure difference between the upstream side and the downstream side of the flow control valve is increased, resulting in a large amount of oil on the start clutch side. Oil is supplied, and a small amount of oil is supplied to the lubricated portion side.

[0006]

However, in the lubricating device described in the above publication, the flow rate of the oil supplied from the oil pump to the lubricated portion is controlled by the flow control valve, and the surplus oil is removed. Since the oil is supplied to the starting clutch, the flow rate of the oil supplied to the starting clutch is easily affected by the flow rate of the oil supplied to the lubricated portion, and the required oil amount for lubricating the starting clutch is
There was a problem that it could not be controlled properly.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a lubricating device capable of appropriately controlling the amount of oil for lubricating a friction clutch.

[0008]

In order to achieve the above-mentioned object, the invention of claim 1 supplies a first oil passage from which an oil is supplied from an oil pump and is connected in parallel to each other, and Having a second oil passage, and lubricating the friction engagement device with oil supplied via the first oil passage,
In a lubrication device that lubricates a lubricated portion other than the friction engagement device with oil supplied through the second oil passage, a branch portion between the first oil passage and the second oil passage. When,
A valve mechanism for controlling a physical quantity related to a supply amount of oil supplied from the oil pump to the friction engagement device is provided in an oil passage between the friction engagement device and the friction engagement device. .

According to the first aspect of the invention, the amount of oil supplied to the friction engagement device is controlled by controlling the amount of discharge of the oil pump. Therefore, the amount of oil actually supplied is adjusted based on the required amount of oil in the friction engagement device.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the valve mechanism is provided with an inlet to which oil discharged from an oil pump is supplied and which is connected to the lubricated portion.
This inlet and an outlet connected to the friction engagement device are provided, and the valve mechanism controls the flow rate of the oil flowing from the inlet to the outlet to supply oil to the lubricated portion. It is characterized by having a function of reducing the hydraulic pressure.

According to the invention of claim 2, in addition to the same operation as that of the invention of claim 1, the valve mechanism controls the flow rate of the oil flowing from the inlet to the outlet to supply the oil to the lubricated portion. The oil pressure of the oil is reduced.

According to a third aspect of the present invention, in addition to the structure of the first aspect, the valve mechanism is connected to an inlet to which oil discharged from an oil pump is supplied and to the inlet and the friction engagement device side. This valve mechanism has a function of adjusting the oil pressure of the oil supplied to the friction engagement device by controlling the flow rate of the oil flowing from the inlet to the discharge port. It is characterized by that.

According to the invention of claim 3, in addition to the same operation as that of the invention of claim 1, the valve mechanism controls the flow rate of the oil flowing from the inlet to the outlet, whereby the friction engagement device is provided. The hydraulic pressure of the supplied oil is adjusted. In addition,
"Lubrication" in the claims also includes "cooling".

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Next, an example of a vehicle to which the present invention can be applied will be described with reference to FIG. Figure 4
In the vehicle 1 shown in (1), the friction engagement device 4 and the transmission 5 are provided in the power transmission path between the driving force source 2 and the wheels 3. As the driving force source 2, at least one of an engine and an electric motor can be used.
An engine is a power unit of a type that burns fuel to output power. As this engine, an internal combustion engine such as a gasoline engine, an LPG engine, a diesel engine, a methanol engine, or a hydrogen engine can be used. Hereinafter, a case where an engine is used as the driving force source 2 will be described. Therefore, instead of the driving force source 2, it is referred to as "engine 2" for convenience.

As the friction engagement device 4, for example, a wet multi-plate clutch in which a plurality of disks and plates are alternately arranged and which is lubricated and cooled by oil can be used. In this embodiment, the friction engagement device 4
Is a clutch whose torque capacity is controlled when the power of the engine 2 is transmitted to or cut off from the wheels 3, that is, a so-called start clutch (in other words, a friction clutch or an input clutch). Hereinafter, the friction engagement device 4 will be referred to as "starting clutch 4".

As the transmission 5, specifically, a planetary gear mechanism type stepped transmission, a belt type continuously variable transmission, a toroidal type continuously variable transmission, or the like can be used. In any transmission, it is necessary to lubricate and cool the portion where heat is generated and worn during power transmission, that is, the lubricated portion 5A. Examples of the lubricated portion 5A include a meshing portion of gears, a contact portion of a disk and a roller, a contact portion of a pulley and a belt, and a bearing which holds a rotating shaft. A starting clutch 4 is arranged between the output shaft 6 of the engine 2 and the input shaft 7 of the transmission 5. The output shaft 8 of the transmission 5 and the wheels 3 are connected so that power can be transmitted.

Further, an oil pump 9 is provided, and a hydraulic control device 10 to which the oil discharged from the oil pump 9 is supplied is also provided. The oil pump 9 may be a variable discharge pump, such as a variable displacement pump or an electric oil pump. When a variable displacement pump is used as the oil pump 9, the oil pump 9 can be driven by the power of the engine 2. When an electric oil pump is used as the oil pump 9, the oil pump 9 is driven by an electric motor 9A provided separately from the driving force source.

Further, the engine 2 and the hydraulic control device 1
An electronic control unit 11 is provided as a controller for controlling 0. The electronic control unit 11 is composed of a central processing unit (CPU), a storage device (ROM, RAM), and a microcomputer mainly including an input / output interface. A signal from the driving force source rotation speed sensor 12, a signal from the acceleration request detection sensor 13, a signal from the braking request detection sensor 14, a signal from the vehicle speed sensor 15, a signal from the shift position sensor 16 and the like are input to the electronic control unit 11. It

The shift position sensor 16 detects the operating state of the shift device for selecting the control mode of the gear ratio. The detected shift positions include a traveling position and a non-traveling position. The traveling position is a position that selects a state in which power can be transmitted between the input shaft 7 and the output shaft 8 of the transmission 5, and the non-traveling position is the input shaft 7 and the output of the transmission 5. This position is for selecting a state in which power cannot be transmitted to the shaft 8. The traveling position includes a D (drive) position, and the non-driving position includes an N (neutral) position and a P (parking) position.

(First Embodiment) Next, the hydraulic control device 1 will be described.
An example of the hydraulic circuit used for 0 will be described with reference to FIG. This first embodiment corresponds to the invention of claims 1 and 2. An oil passage 18 is connected to the discharge port 17 of the oil pump 9. Further, a line pressure control valve 19 is provided, and the line pressure control valve 19 has an input port 20, an output port 21, a pressure adjusting port 22, a spool (not shown), and a spring 23 that presses the spool. There is. An oil passage 18A parallel to the oil passage 18 is formed, and the oil passage 18A is connected to the pressure adjusting port 22. An oil passage 24 is connected to the oil passage 18.

An oil passage 25 is connected to the output port 21. Further, a pressure reducing valve 26 is provided. Pressure reducing valve 2
6 has an input port 27, an output port 28, a pressure adjusting port 29, a signal pressure port 30, a spool (not shown), and a spring 31 for pressing the spool. The oil passage 25 is connected to the input port 27,
An oil passage 25A parallel to the oil passage 25 is formed. Oil passage 2
5A is connected to the pressure adjusting port 29. An oil passage 32 is connected to the oil passage 25 via a branch portion A1.
2 is connected to the lubricated portion 5A. An orifice 33 is provided in the oil passage 32.

On the other hand, a solenoid valve 34 is provided, and the energized state of the solenoid valve 34 is controlled by the electronic control unit 11. Then, the signal pressure output from the solenoid valve 34 is input to the signal pressure port 30. The direction of the hydraulic pressure acting on the spool from the signal pressure port 30 is the same as the direction of the pressing force acting on the spool from the spring 31. The output port 28 is communicated with the starting clutch 4 side via the oil passage 35.
That is, the oil passage 32 and the oil passage 35 are connected to each other in parallel via the branch passage A1.

Next, the operation when the vehicle 1 shown in FIG. 4 and the hydraulic control device 10 shown in FIG. 1 are combined will be described. The output of the engine 2, the torque capacity of the starting clutch 4, based on the signals of the respective sensors input to the electronic control unit 11 and the data stored in the electronic control unit 11,
The gear ratio of the transmission 5 is controlled. For example, when the engine 1 is operated and the vehicle 1 is stopped, the torque capacity of the starting clutch 4 is controlled to be a predetermined value or less.
Then, when the vehicle 1 is started, the torque capacity of the starting clutch 4 is increased, and while the vehicle 1 is traveling,
The torque capacity of the starting clutch 4 is controlled based on the torque transmitted from the engine 1 to the starting clutch 4. Further, the starting clutch 4 is cooled and lubricated by the oil supplied from the hydraulic control device 10.

Further, in the transmission 5, the operation of the operating member for controlling the gear ratio is hydraulically controlled based on the signal from the shift position sensor 16 and the selected gear ratio. Further, in the transmission 5, oil is supplied to the lubricated portion 5A.

The oil supply operation of the hydraulic control device 10 will be specifically described below. First, when the oil pump 9 is driven by the power of the engine 2, the oil pump 9
The oil is discharged from the discharge port 17 and the oil is supplied to the oil passages 18 and 24. When the oil pressure in the oil passages 18 and 24 is relatively low, the oil pressure input to the pressure adjusting port 22 is also low, and therefore the oil pressure in the pressure adjusting port 22 and the spring 23.
The input port 20 and the output port 21 of the line pressure control valve 19 are shut off due to the balance with the pressing force of. Therefore, the oil pressure in the oil passages 18 and 24 increases.

As the oil pressure in the oil passages 18 and 24 rises, the oil pressure in the pressure adjusting port 22 and the spring 2 are increased.
When the balance with the pressing force of 3 changes and the spool operates, the input port 20 and the output port 21 are communicated.
Then, the oil in the oil passage 18 flows into the oil passage 25 via the input port 20 and the output port 21. Therefore, the oil pressure of the oil passages 18 and 24 is reduced. And oil passage 1
When the oil pressures of 8 and 24 decrease and the oil pressure of the pressure adjusting port 22 decreases, the input port 20 and the output port 21 are disconnected again, and the oil pressures of the oil passages 18 and 24 increase.

After that, by repeating the above-described operation, the hydraulic pressure of the oil passages 18, 24, in other words, the line pressure is adjusted. The line pressure control valve 19 is provided with a signal pressure port (not shown) for generating a hydraulic pressure in the same direction as the pressing force of the spring 23, and a solenoid valve for inputting a signal pressure to this signal pressure port. (Not shown). Therefore, the line pressure is
It is adjusted based on the signal pressure of this solenoid valve.
The oil thus regulated in the oil passage 24 is supplied to the hydraulic chamber that controls the operation of the shift control operation member of the transmission 5, the hydraulic chamber that controls the torque capacity of the starting clutch 4, and the like. .

On the other hand, the oil supplied to the oil passage 25 is supplied to the lubricated portion 5A via the oil passage 32, and the lubricated portion 5A is lubricated and cooled. In the pressure reducing valve 26, the pressing force of the spring 31 and the signal pressure port 3
The operation of the spool is controlled by the balance between the signal pressure input to 0 and the oil pressure of the pressure adjusting port 29. Oil passage 25
When the oil pressure is relatively low, the oil pressure input to the pressure adjusting port 29 is also low, so that the input port 27 and the output port 28 of the pressure reducing valve 26 are shut off. Therefore, the oil pressure in the oil passage 25 increases, and the flow rate of the oil that passes through the orifice 33 and is supplied to the lubricated portion 5A increases.

When the oil pressure in the oil passage 25 rises and the balance between the oil pressure in the pressure adjusting port 29 and the oil pressure in the spring 31 and the oil pressure in the signal pressure port 30 changes, the spool operates to change the input port. 27 and the output port 28 are communicated with each other. Then, the oil in the oil passage 25 passes through the input port 27 and the output port 28, and the oil passage 35
Is discharged to. Therefore, the oil pressure in the oil passage 25 decreases. Then, the oil pressure in the oil passage 25 decreases, and the pressure adjusting port 29
When the oil pressure of the oil drops, the input port 27 and the output port 28 are cut off again, and the oil pressure of the oil passage 25 rises.

After that, by repeating the above-mentioned operation, the hydraulic pressure in the oil passage 25 is adjusted (decompressed), and the flow rate of the oil supplied to the lubricated portion 5A is controlled. The oil discharged to the oil passage 35 is used for lubricating and cooling the starting clutch 4. As described above, in the hydraulic control device 10 shown in FIG. 1, in order to reduce the hydraulic pressure of the oil supplied to the lubricated portion 5A, the output port 28 of the pressure reducing valve 26 is reduced.
The oil discharged from the vehicle, in other words, the excess oil that is not supplied to the lubricated portion 5A is used for cooling and lubricating the starting clutch 4. Further, by controlling the discharge amount of the oil pump 9, the flow rate of oil supplied to the starting clutch 4 can be adjusted.

As described above, the hydraulic control device 1 shown in FIG.
According to 0, the flow rate of oil supplied to the oil passage 35 on the side of the starting clutch 4 and the amount of oil supplied to the oil passage 32 on the portion to be lubricated 5A are determined based on the traveling conditions of the vehicle 1 and the like. It can be changed arbitrarily. In particular, the control of the flow rate of oil supplied to the oil passage 35 is achieved by adjusting the oil discharge amount of the oil pump 9, in other words, adjusting the rotation speed.

For example, when the vehicle 1 is stopped and the torque capacity of the starting clutch 4 is controlled to a predetermined value or less, or the vehicle 1 is traveling at a predetermined vehicle speed or higher and the starting clutch 4 has a high torque capacity. In the case of control, since the friction members forming the starting clutch 4 do not slide with each other, the starting clutch 4 does not generate heat or wear. In this case,
The amount of oil supplied to the oil passage 35 can be reduced as much as possible.

On the other hand, when the vehicle 1 starts, the starting clutch 4 slips in the process of increasing the torque capacity of the released starting clutch 4, so that the starting clutch 4 generates heat and wears. It's easy to do. Therefore,
In such a case, the flow rate of oil supplied to the oil passage 35 can be increased.

As described above, in the first embodiment, an increase in the work of the oil pump 9 can be suppressed based on the required amount of oil that lubricates the starting clutch 4.
In other words, it is possible to suppress an increase in energy required to drive the oil pump 9. That is, when the oil pump 9 is driven by the power of the engine 2, it is possible to suppress an increase in fuel supplied to the engine 2.
When the oil pump 9 is driven by the power of the electric motor 9A, it is possible to suppress an increase in power consumption supplied to the electric motor 9A.

(Second Embodiment) Next, the hydraulic control device 1 will be described.
Another example of the hydraulic circuit that can be used for 0 will be described based on FIG. In addition, in the configuration of FIG. 2, the same components as those of the configuration of FIG. 1 are denoted by the same reference numerals and the description thereof will be omitted. This second embodiment corresponds to the invention of claims 1 and 3. In this second embodiment, a pressure regulating valve 40 is provided. The pressure regulating valve 40 includes an input port 41, an output port 42, a feedback port 43, a signal pressure port 44, and a drain port 45.
, A spool (not shown), and a spring 49 for pressing the spool. The direction of the pressing force that acts on the spool from the spring 49 and the feedback port 4
The direction of the hydraulic pressure acting on the spool from 3 is the same.
On the other hand, the direction of the pressing force acting on the spool from the signal pressure port 44 is opposite to the direction of the force of the spring 49 and the feedback port 43.

The output port 42 is connected to the starting clutch 4 side via an oil passage 46. That is, the oil passage 46 and the oil passage 32 are connected to each other in parallel via the branch portion A1. An orifice 47 is provided in the oil passage 46,
An oil passage 46A is provided which is connected to the feedback port 43 from between the orifice 47 and the output port 42. The solenoid valve 48
The electronic control unit 11 controls the energization state of the solenoid valve 48. The signal pressure output from the solenoid valve 48 is input to the signal pressure port 44. Then, the spool operates due to the balance of the forces acting on the spool, and the input port 41,
The output port 42 or the drain port 45 is selectively connected.

Next, the operation of the hydraulic control device 10 shown in FIG. 2 will be described. In the embodiment of FIG. 2, the action of supplying oil to the oil passage 25 and the action of controlling the oil pressure in the oil passage 25 are
This is the same as the embodiment of FIG. And the signal pressure port 44
When the signal pressure is input to the input port 41 and the output port 42, the oil in the oil passage 25 is supplied to the oil passage 46. When the oil pressure of the signal pressure port 44 decreases, the input port 41 and the drain port 45 are communicated with each other, and the oil passage 2
The oil of No. 5 is drained from the drain port 45 to the oil pan. When the oil in the oil passage 25 is supplied to the oil passage 46 side, a part of the oil in the oil passage 25 flows into the oil passage 32 side because the function of the orifice 47 increases the flow resistance of the oil. To do.

The oil pressure of the oil in the oil passage 46 is input to the feedback port 43. When the oil pressure in the oil passage 46 rises above a predetermined pressure, the oil pressure of the signal pressure input port 44 and the oil pressure of the feedback port 43 are increased. And the spool operates due to the balance with the pressing force of the spring 49,
The input port 41 and the drain port 45 communicate with each other, and the oil in the oil passage 25 is discharged from the drain port 45. Then, by controlling the hydraulic pressure of the signal pressure input port 44, the pressure regulating valve 40 is controlled and the hydraulic pressure of the oil supplied to the oil passage 46 side is regulated.

Also in the second embodiment, the flow rate of the oil actually supplied to the starting clutch 4 is controlled by controlling the discharge amount of the oil pump 9 based on the required amount of oil that lubricates the starting clutch 4. Can be adjusted. Therefore, also in the second embodiment, the same effect as in the first embodiment can be obtained. Further, in the second embodiment, when it is not necessary to supply the lubricating oil to the starting clutch 4 side, the oil pressure in the signal pressure port 44 is reduced to completely remove the oil in the oil passage 25 from the drain port. It can be discharged from 44. By such control, no oil is supplied to the oil passage 46.

Such control can be executed, for example, when performing neutral control. Neutral control is a case where all of the following are detected: the running position is selected as the shift position, the vehicle speed is zero, there is no acceleration request, there is a braking request, and the engine 2 is running. The control is performed in step S4, specifically, the starting clutch 4 is released. By performing this neutral control, the engine load can be reduced and the fuel consumption can be reduced. If the control in which the oil is not supplied to the oil passage 46 is executed in parallel with such neutral control, the engine load is further reduced. Therefore, it can contribute to the improvement of fuel efficiency.

(Third Embodiment) FIG. 3 shows a hydraulic control device 1.
It is a figure which shows the other example of the hydraulic control circuit which 0 can be used. In the embodiment of FIG. 3, an oil passage 48 is formed with respect to the oil passage 18 via a branch portion B1. An oil passage 24 is also connected to the branch portion B1. The oil passage 48 is connected to the input port 41 of the pressure regulating valve 40. That is, the oil passages 46 and 48 and the oil passage 32 are connected in parallel via the branch portion B1. Since the other configurations of FIG. 3 are similar to those of FIGS. 1 and 2, the same reference numerals as those of FIGS. 1 and 2 are given and the description thereof is omitted. The third embodiment corresponds to the invention of claim 1 and the invention of claim 3.

In the embodiment of FIG. 3, the oil pump 9
The oil discharged from the pressure control valve 4 passes through the oil passage 48.
Supplied to zero. The operation of the spool of the pressure regulating valve 40 is the same as that of the embodiment of FIG. 2, and the oil in the oil passage 48 is selectively flown to the oil passage 46 or the drain port 45. A part of the oil discharged from the oil pump 9 is supplied to the lubricated part 5 via the line pressure control valve 19.
Also in the embodiment of FIG. 3, the first embodiment and the second embodiment
The same effects as those of the first and second embodiments can be obtained for the same components as those of the first embodiment.

When an electric motor is used as the driving force source, the oil pump 9 is driven by this electric motor. In this case, the electric motor 9A may not be provided. It should be noted that each embodiment can be applied to a vehicle in which the transmission 5 is provided between the driving force source 2 and the starting clutch 4.
Further, although the case where the lubricated portion is a part of the transmission has been described, oil is supplied to the lubricated portion of the power transmission device other than the transmission, for example, the forward / reverse switching mechanism and the lubricated portion of the differential device. In each case, each embodiment can be used. Further, the friction engagement device may be a device other than the starting clutch, for example, a clutch or a brake that controls the gear ratio of the transmission.

Here, the correspondence relationship between the configuration of each of the above embodiments and the configuration of the present invention will be described. The oil passages 35, 46,
Reference numeral 48 corresponds to the first oil passage of the present invention, oil passage 32 corresponds to the second oil passage of the present invention, and start clutch 4 and the clutch and brake correspond to the friction engagement device of the present invention. The pressure reducing valve 26 and the pressure regulating valve 40 correspond to the valve mechanism of the present invention, the input ports 27 and 41 correspond to the inlet of the present invention, and the output ports 28 and 42 correspond to the outlet of the present invention. The oil pressure and flow rate of oil correspond to the "physical quantity related to the oil supply amount" of the present invention.

[0045]

As described above, according to the invention of claim 1,
By controlling the discharge amount of the oil pump, the supply amount of oil that lubricates the friction engagement device is controlled. Therefore, the amount of oil actually supplied can be adjusted based on the required amount of oil that lubricates the friction engagement device, and waste of oil can be avoided. In addition, an increase in energy required to drive the oil pump is suppressed.

According to the second aspect of the present invention, in addition to the same effect as the first aspect of the invention, the valve mechanism controls the flow rate of the oil flowing from the inlet to the outlet so that the portion to be lubricated is controlled. The oil pressure of the supplied oil is reduced.

According to the third aspect of the present invention, in addition to the same effect as that of the first aspect of the invention, the valve mechanism controls the flow rate of the oil flowing from the inlet to the outlet so that the friction engagement device can be operated. The oil pressure of the oil supplied to is adjusted.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram showing an example of a hydraulic control device used in the present invention.

FIG. 2 is a hydraulic circuit diagram showing another example of the hydraulic control device used in the present invention.

FIG. 3 is a hydraulic circuit diagram showing another example of the hydraulic control device used in the present invention.

FIG. 4 is a conceptual diagram of a vehicle to which the present invention can be applied.

[Explanation of symbols]

4 ... Start clutch, 5A ... Lubricated part, 9 ... Oil pump, 26 ... Pressure reducing valve, 27, 41 ... Input port,
28, 42 ... Output ports, 32, 35, 46, 48 ...
Oil passage, 40 ... Pressure regulating valve, A1, B1 ... Branch portion.

Continued front page    (72) Inventor Hiroshi Fujito             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Shigekazu Yugo             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Ryo Matsumoto             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. F-term (reference) 3J057 AA03 BB04 EE05 GA17 GB02                       GB05 GB26 GB30 GB36 GC06                       GD10 GD15 GD20 GD25 HH01                       JJ01                 3J063 AA01 AC03 BA20 CA01 XJ02                       XJ04 XJ07 XJ08 XJ11                 3J552 MA01 MA06 MA13 NA01 NB01                       PA61 QA03A QA13C QA45A

Claims (3)

[Claims] 1. Oil is supplied from an oil pump, and has a first oil passage and a second oil passage connected in parallel to each other, and is supplied via the first oil passage. A lubrication device that lubricates a friction engagement device with oil, and lubricates a lubricated portion other than the friction engagement device with oil supplied via the second oil passage, wherein A valve for controlling a physical quantity related to a supply amount of oil supplied from the oil pump to the friction engagement device in an oil passage between the friction engagement device and a branch portion with the second oil passage. Lubricating device characterized by having a mechanism. 2. The valve mechanism includes an inlet to which oil discharged from an oil pump is supplied and which is connected to the lubricated portion, and an outlet which is connected to the inlet and the friction engagement device side. This valve mechanism has a function of reducing the oil pressure of the oil supplied to the lubricated portion by controlling the flow rate of the oil flowing from the inlet to the outlet. The lubrication device according to claim 1. 3. The valve mechanism has an inlet to which oil discharged from an oil pump is supplied, and an outlet connected to the inlet and the friction engagement device side. The lubricating device according to claim 1, wherein the lubricating device has a function of adjusting the hydraulic pressure of the oil supplied to the friction engagement device by controlling the flow rate of the oil flowing from the inlet to the outlet.