JP2007303624A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To surely restrain overheat of clutch plates by performing control, such as mutually sliding the mutual clutch plates 23 and 24 of a multiple disc clutch mechanism at a predetermined slip ratio, early after starting an engine, in an automatic transmission having the multiple disc clutch mechanism (a Low clutch C1). <P>SOLUTION: An injection unit 30 injecting lubricating oil into an outer peripheral side surface of a peripheral wall 21a of a clutch drum 21, injects the lubricating oil as a heating medium on the one hand, by setting an injection range of the lubricating oil to the whole range in the clutch drum rotary shaft direction in a part corresponding to a clutch plate row-arranged area in the outer peripheral side surface, when the temperature of the clutch plates 23 and 24 is lower than the first predetermined temperature, and injects the lubricating oil as a cooling medium, by setting the injection range of the lubricating oil to a substantially central part in the rotary shaft direction in the corresponding part, when the temperature of the clutch plates is the second predetermined temperature or more set to the first predetermined temperature or more. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to a technical field related to an automatic transmission having a multi-plate clutch mechanism.

  In general, in an automatic transmission of a vehicle, a multi-plate clutch mechanism is used to switch between a power transmission state and a cutoff state between a plurality of rotating elements of a transmission gear mechanism (see, for example, Patent Document 1). In this multi-plate clutch mechanism, a plurality of clutch plates provided on the clutch drum and a plurality of clutch plates provided on a clutch hub provided on the inner peripheral side of the clutch drum are connected to the peripheral wall of the clutch drum and the clutch hub. The clutch plates that are alternately arranged with the peripheral wall are pressed and released from each other so that the power transmission state (clutch engagement state) and the disengagement state (clutch release state) can be switched. It has become.

  In such a multi-plate clutch mechanism, as shown in the above-mentioned Patent Document 1, in order to suppress overheating due to frictional heat between the clutch plates, lubricating oil is not contained inside the input shaft of the transmission gear mechanism. An oil passage is formed, and the lubricating oil is caused to flow radially outward of the input shaft by centrifugal force generated by the rotation of the input shaft, and supplied to each part of the entire transmission including the multi-plate clutch mechanism. Yes.

On the other hand, when the engine and transmission are cold, such as in the early stage of engine start, there is a problem that the friction loss of the entire transmission including the multi-plate clutch mechanism increases and fuel consumption deteriorates. Therefore, for example, as shown in Patent Document 2, an oil warmer that performs heat exchange between the engine coolant and the hydraulic fluid (lubricating oil) of the transmission is provided, and the oil warmer is cooled when the engine and the transmission are cold. Thus, it has been proposed to warm up the engine and the transmission in a well-balanced manner by raising the temperature of the hydraulic oil (lubricating oil) at an early stage. This oil warmer functions as an oil cooler that cools hydraulic oil (lubricant) by exchanging heat with engine cooling water after the transmission is warmed up. Overheating of the clutch plate and the like of the plate clutch mechanism can be suppressed.
Japanese Patent No. 2837565 JP-A-2005-3134

  By the way, the multi-plate clutch mechanism as described above is often fastened at the first forward speed range. When the shift lever is in the forward range, the multi-plate clutch mechanism that is engaged at the first speed of the forward range is engaged (completely engaged) when the vehicle is stationary and the brake pedal is depressed (idle state of the engine). Although not in a state), the clutch plates adjacent to each other are controlled to slide with each other at a predetermined slip ratio. This control is called neutral idle control, and by performing such control, the engine load is reduced and idle compared to the case where the multi-plate clutch mechanism is completely engaged (sliding with a torque converter). Compared with the case where the multi-plate clutch mechanism is in the released state, the vehicle can be started with better responsiveness, and the occurrence of shock due to clutch engagement when starting the vehicle can be prevented. The effect that it can be obtained.

  However, it is difficult to perform the neutral idle control as described above when the transmission is cold. This is because if the clutch plates try to slide each other when the transmission is cold, the temperature of the multi-plate clutch mechanism (clutch plate) is lower than the temperature at which the slip is most stable (usually about 80 ° C.). It is said that the controllability is inferior because the temperature of the hydraulic oil for operating the hydraulic drive unit that controls to a predetermined slip rate has not reached an appropriate temperature as well as vibration occurs without being able to slide stably. Because there is a problem. For this reason, when the transmission is cold, priority is given to the responsiveness at the start of the vehicle so that the multi-plate clutch mechanism is completely engaged. As a result, if the time until the transmission is warmed up (the time until the temperature of the multi-plate clutch mechanism reaches the optimum temperature) is long, the fuel efficiency improvement effect due to neutral idle control while the vehicle is stopped is that much. Cannot be obtained.

  Therefore, by utilizing the idea of Patent Document 2 described above, heat exchange between the engine coolant and the transmission hydraulic oil (lubricating oil) is performed, so that the transmission hydraulic oil (lubricating oil) when the transmission is cold. And the heated lubricating oil is supplied from the oil passage in the input shaft of the transmission gear mechanism to the entire transmission including the multi-plate clutch mechanism by the centrifugal force generated by the rotation of the input shaft. It is conceivable to shorten the time until the transmission is warmed up.

  However, the multi-plate clutch mechanism (particularly the clutch plate) as described above is usually located at a position far from the input shaft of the transmission gear mechanism on the outer peripheral side of the transmission gear mechanism, that is, in the vicinity of the transmission case. In the method of supplying lubricating oil from the oil passage in the input shaft of the transmission gear mechanism to the multi-plate clutch mechanism by centrifugal force due to the rotation of the input shaft, the temperature of the multi-plate clutch mechanism is maintained even if the temperature of the lubricating oil is increased. It takes considerable time to reach the optimum temperature. Even if the multi-plate clutch mechanism is provided in the vicinity of the input shaft, it is difficult to supply the lubricating oil to the multi-plate clutch mechanism in a pinpoint manner due to the arrangement of the transmission gear mechanism. Furthermore, it is conceivable to shorten the above time by increasing the amount of lubricating oil supplied from the input shaft of the transmission gear mechanism to the entire transmission. (For example, resistance increase of the rotating element) may occur, and there is a problem in supplying a large amount of lubricating oil to the entire transmission.

  Furthermore, in a case where the clutch plates adjacent to each other in the multi-plate clutch mechanism are controlled to slide with each other at a predetermined slip ratio, the clutch plates may overheat. In the method of supplying lubricating oil from the oil passage in the input shaft of the mechanism to the multi-plate clutch mechanism, it is difficult to reliably suppress the overheating.

  The present invention has been made in view of such points, and an object of the present invention is to provide an automatic transmission having a multi-plate clutch mechanism as described above, and the temperature of the multi-plate clutch mechanism when the transmission is cold. As soon as possible, control can be performed so that the clutch plates adjacent to each other in the multi-plate clutch mechanism slide with each other at a predetermined slip rate. Even after the machine warms up, even if such a control is performed for a long time and the clutch plate is overheated, the overheating is surely suppressed.

  In order to achieve the above object, according to the present invention, an injection means for injecting lubricating oil to the outer peripheral surface of the transmission case is provided at a portion facing the outer peripheral surface of the peripheral wall of the clutch drum. Plate temperature detecting means for detecting temperature is provided, and the injection means rotates the clutch drum and the clutch hub at a portion corresponding to the arrangement region of the clutch plate on the outer peripheral surface of the peripheral wall of the clutch drum. It is possible to selectively inject into a first range which is the entire range in the axial direction and a second range which is a substantially central portion in the rotational axis direction in a portion corresponding to the arrangement region of the clutch plates on the outer peripheral side surface. When the temperature of the clutch plate is lower than the first predetermined temperature, the lubricating oil injection range is set to the first range. And when the temperature of the clutch plate is equal to or higher than a second predetermined temperature set to be equal to or higher than the first predetermined temperature, the lubricating oil injection range is set. Is set to the second range, and the lubricating oil is injected as a clutch plate cooling medium.

  Specifically, in the invention of claim 1, a clutch drum housed in the transmission case, a clutch hub provided on the inner peripheral side of the clutch drum, an inner peripheral surface of the peripheral wall of the clutch drum, and A multi-plate clutch mechanism having a plurality of clutch plates arranged on the outer peripheral side surface of the peripheral wall of the clutch hub so as to be alternately arranged between the two surfaces in the direction of the rotation axis of the clutch drum and the clutch hub. Targeting automatic transmissions.

  And an injection means for injecting lubricating oil onto the outer peripheral surface of the transmission drum, and a plate temperature detecting means for detecting the temperature of the clutch plate. And a heat exchanger that is provided in a supply oil passage for supplying the lubricating oil to the injection means and that heats and cools the lubricating oil supplied to the injection means by exchanging heat with engine cooling water, The injection means applies the lubricating oil to the first range which is the entire range in the rotation axis direction in the portion corresponding to the arrangement region of the clutch plate on the outer peripheral side surface of the peripheral wall of the clutch drum, and on the outer peripheral side surface. The plate is configured to be capable of selectively injecting into a second range which is a substantially central portion in the rotation axis direction in a portion corresponding to the arrangement region of the clutch plates. When the temperature of the clutch plate detected by the degree detection means is lower than the first predetermined temperature, the lubricating oil injection range is set to the first range, and the lubricating oil passing through the heat exchanger is heated by the clutch plate. On the other hand, when the temperature of the clutch plate detected by the plate temperature detection means is equal to or higher than the second predetermined temperature set to be equal to or higher than the first predetermined temperature, the lubricating oil injection range is set to the second range. It is assumed that the lubricating oil that has passed through the heat exchanger is set as a range and is injected as a clutch plate cooling medium.

  Clutch plate detected by plate temperature detecting means (including a temperature sensor that directly detects the temperature of the clutch plate and a member that is indirectly detected from the amount of heat estimated from slippage between the clutch plates). When the temperature of the oil is lower than a first predetermined temperature (usually, the maximum temperature when the transmission is cold), the lubricating oil is usually heated by a heat exchanger. That is, immediately after the engine is started (immediately after the start of supply of the engine cooling water to the heat exchanger), the temperature of the engine cooling water is as low as that of the lubricating oil, but the engine cooling water does not pass through the radiator. By circulating and flowing between the engine and the heat exchanger, the temperature is quickly raised by the heat of the engine. As a result, the lubricating oil is heated by heat exchange with the engine coolant. Since this heated lubricating oil is injected to the outer peripheral surface of the peripheral wall of the clutch drum, the lubricating oil is supplied directly from the injection means to the multi-plate clutch mechanism, not from the input shaft of the transmission gear mechanism. Moreover, since the heated lubricating oil is supplied to the multi-plate clutch mechanism in a pinpoint manner, the temperature of the multi-plate clutch mechanism can be raised to an optimal temperature quickly and reliably. Therefore, it becomes possible to perform control such that the adjacent clutch plates of the multi-plate clutch mechanism are slid at a predetermined slip rate at an early stage after the engine is started. As a result, when this multi-plate clutch mechanism is engaged at the first forward speed of the forward range, neutral idle control can be performed early after the engine is started, and fuel efficiency is effectively improved while the vehicle is stopped. Can be made. Further, when the clutch plate temperature is lower than the first predetermined temperature, the lubricating oil injection range is set to the first range, so that heat is uniformly applied to all the clutch plates of the multi-plate clutch mechanism. Thus, a stable slip can be obtained between the clutch plates of the entire multi-plate clutch mechanism.

  On the other hand, when the temperature of the clutch plate is equal to or higher than the second predetermined temperature (the first predetermined temperature or higher and is usually the minimum temperature in the overheated temperature), the lubricating oil is normally used as a heat exchanger. Cooled by. That is, after the transmission is warmed up (when warm), the engine cooling water is supplied to the radiator and cooled by the radiator, so the temperature of the lubricating oil is higher than the temperature of the engine cooling water, The lubricating oil is cooled by heat exchange with the engine coolant. Since this cooled lubricating oil is injected to the outer peripheral surface of the peripheral wall of the clutch drum, when the control is performed for a long time such that the clutch plates slide with each other at a predetermined slip ratio when the transmission is warm, etc. In this case, overheating of the clutch plate can be reliably suppressed. Moreover, when the clutch plate temperature is equal to or higher than the second predetermined temperature, the lubricating oil injection range is set to the second range, so that effective cooling is possible. In other words, the clutch plate located on the center side of the clutch plate row is more likely to reach a higher temperature because it is more difficult to dissipate heat than the clutch plate located on the end side. By setting to 2 range, it can cool effectively with respect to the clutch plate located in the center side.

  According to a second aspect of the present invention, in the first aspect of the invention, further comprising an electric heating element provided in a supply oil passage for supplying the lubricating oil to the injection means, and heating the lubricating oil, the plate temperature detecting means When the detected temperature of the clutch plate is lower than the first predetermined temperature, the lubricating oil is heated by the electric heating element.

  That is, particularly immediately after the engine is started, as described above, the temperature of the engine cooling water is as low as that of the lubricating oil, so that the lubricating oil is not sufficiently heated by the heat exchanger. However, in the present invention, since the lubricating oil is heated by the electric heating element, the heated lubricating oil can be supplied to the injection means even immediately after the engine is started, and the temperature of the multi-plate clutch mechanism is further increased. The temperature can be raised to an optimal temperature early and reliably. Note that the heating of the lubricating oil by the electric heating element may be performed only during a predetermined time after the engine is started (that is, the supply of lubricating oil to the injection means is started). As a result, the temperature of the engine cooling water is increased by the heat of the engine, and the lubricating oil can be sufficiently heated and heated by the heat exchanger.

  According to a third aspect of the present invention, in the second aspect of the present invention, when the lubricating oil is heated by the electric heating element, the supply of the engine cooling water to the heat exchanger is stopped. It shall be.

  That is, until the predetermined time has elapsed from the start of the engine (start of supply of lubricating oil to the injection means), even if engine cooling water is supplied to the heat exchanger, the lubricating oil is sufficiently heated by the heat exchanger. There is a possibility that the lubricating oil heated by the electrical heating element may be cooled instead when it is not warmed, especially when the electrical heating element is arranged on the upstream side of the heat exchanger. However, in the present invention, when the lubricating oil is heated by the electric heating element, the supply of engine cooling water to the heat exchanger is stopped, so that the lubricating oil can be effectively heated by the electric heating element. it can.

  According to a fourth aspect of the present invention, in the second or third aspect of the invention, the electrical heating element is configured to be capable of cooling the lubricating oil in addition to heating the lubricating oil, and the plate temperature detecting means. When the temperature of the clutch plate detected by the above is equal to or higher than the second predetermined temperature, the lubricating oil is cooled by the electric heating element.

  As a result, the lubricating oil can be cooled by the electric heating element, so that overheating of the clutch plate can be more reliably suppressed.

  According to a fifth aspect of the present invention, in any one of the second to fourth aspects of the present invention, the electrical heating element is disposed on the downstream side of the heat exchanger in a supply oil passage for the lubricating oil to the injection means. It is assumed that

  As a result, it is possible to efficiently heat and cool the lubricating oil by the electrical heating element as compared with the case where the electrical heating element is disposed upstream of the heat exchanger.

  According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the multi-plate clutch mechanism is configured to be fastened at least at the first forward speed range.

  Thus, the neutral idle control can be performed early after the engine is started, and the fuel efficiency improvement effect while the vehicle is stopped can be surely obtained. In addition, even when neutral idle control is performed for a long time when the transmission is warm, overheating of the clutch plate can be reliably suppressed.

  As described above, according to the automatic transmission of the present invention, the injection means for injecting the lubricating oil onto the outer peripheral surface of the peripheral wall of the clutch drum causes the above-mentioned clutch plate to be injected on the outer peripheral surface of the peripheral wall of the clutch drum. A first range that is the entire range of the clutch drum and the clutch hub in the direction of the rotation axis in the portion corresponding to the arrangement region, and a portion in the direction of the rotation axis in the portion corresponding to the arrangement region of the clutch plate on the outer peripheral surface. It is configured to be able to selectively inject into the second range, which is a substantially central portion, and when the temperature of the clutch plate is lower than the first predetermined temperature, the injection range of the lubricating oil is set to the first range. The lubricating oil is set and injected as a clutch plate heating medium, while the temperature of the clutch plate is set to be equal to or higher than the first predetermined temperature. When the temperature is equal to or higher than the second predetermined temperature, the lubricating oil injection range is set to the second range, and the lubricating oil is injected as a clutch plate cooling medium. The temperature of the clutch plates of the multi-plate clutch mechanism can be quickly raised to control the adjacent clutch plates to slide with each other at a predetermined slip ratio, and the control can be performed early after the engine starts. After the machine is warmed up, the clutch plate can be cooled well and overheating can be reliably suppressed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

(Embodiment 1)
FIG. 1 shows a main part of an automatic transmission AT according to Embodiment 1 of the present invention. The automatic transmission AT is mounted on a vehicle such as an automobile. As main components, the automatic transmission AT includes a torque converter 2 (only the pump impeller 2a of the torque converter 2 is shown) and a transmission gear mechanism 7 (FIG. 1). Then, only a part is shown). The torque converter 2 transmits the rotational driving force output from the output shaft of the engine 65 (see FIG. 7) of the vehicle to the input shaft 4 of the transmission gear mechanism 7. That is, the output of the engine 65 is input to the pump impeller 2a of the torque converter 2, and the rotation of the turbine facing the pump impeller 2a is output to the input shaft 4 of the transmission gear mechanism 7 (integrated with the turbine shaft). In FIG. 1, line L1 indicates the axis of the input shaft 4, and the upper half of the input shaft 4 is shown.

  The transmission gear mechanism 7 changes the rotational driving force transmitted to the input shaft 4 and outputs it from an output gear 8 (see FIG. 2) arranged coaxially with the input shaft 4.

  The torque converter 2 is accommodated in the torque converter housing 5, and the transmission gear mechanism 7 is accommodated in the transmission case 1. The torque converter housing 5 is disposed so as to close one end side of the transmission case 1 (the torque converter 2 side (right side in FIG. 1)).

  An oil pump 3 is connected to the pump impeller 2a of the torque converter 2, and the oil pump 3 pumps lubricating oil by the rotational force of the pump impeller 2a. An oil passage 4 a for lubricating oil is formed in the input shaft 4, and the lubricating oil pumped from the oil pump 3 is fed from the oil passage 4 a to the input shaft by centrifugal force due to the rotation of the input shaft 4. 4 is allowed to flow into the transmission case 1 radially outside.

  As shown in FIG. 2, the transmission gear mechanism 7 includes first to fourth planetary gear sets GS1, GS2, GS3, GS4 and first to third wet multi-plate clutch mechanisms C1, C2. , C3 and two first and second wet multi-plate brake mechanisms B1, B2.

  As shown in FIGS. 1 and 2, the first planetary gear set GS1 includes a first sun gear S1, a first ring gear R1, a first sun gear meshing with the external teeth of the first sun gear S1 and the internal teeth of the first ring gear R1. This is a single pinion type planetary gear set having a first carrier PC1 that supports the pinion P1.

  Similarly to the first planetary gear set GS1, the second planetary gear set GS2 also has the second sun gear S2, the second ring gear R2, the external teeth of the second sun gear S2, and the second ring gear R2 as shown in FIG. This is a single pinion type planetary gear set having a second carrier PC2 that supports a second pinion P2 that meshes with the inner teeth of the second pinion P2.

  The first sun gear S1 of the first planetary gear set GS1 is fixed (always fixed) to the transmission case 1, and the second sun gear S2 of the second planetary gear set GS2 is also fixed to the transmission case 1. Fixed (always fixed).

  On the other hand, the first ring gear R1 of the first planetary gear set GS1 is connected to the input shaft 4 by a first connection member M1 (see FIGS. 1 and 2) fixed to the input shaft 4 by welding or the like (always connected). And rotates around the axis L1 of the input shaft 4 together with the input shaft 4. The second ring gear R2 of the second planetary gear set GS2 is connected (always connected) to the input shaft 4 by a second connecting member M2 (see FIG. 2) fixed to the input shaft 4 by spline fitting or the like. Therefore, it rotates around the axis L1 of the input shaft 4 together with the input shaft 4.

  With such a configuration, the rotation of the input shaft 4 is always decelerated in the first and second planetary gear sets GS1, GS2, respectively, and is output from the first and second carriers PC1, PC2.

  As shown in FIG. 2, the third planetary gear set GS3 includes a third sun gear S3, a third ring gear R3, a third pinion P3 that meshes with the external teeth of the third sun gear S3 and the internal teeth of the third ring gear R3. This is a single pinion type planetary gear set having a third carrier PC3 to be supported. The fourth planetary gear set GS4 also supports the fourth sun gear S4, the fourth ring gear R4, the fourth pinion P4 that meshes with the outer teeth of the fourth sun gear S4 and the inner teeth of the fourth ring gear R4. Is a single pinion type planetary gear set.

  The third ring gear R3 and the fourth carrier PC4 are connected (always connected) by the third connecting member M3, whereby the third ring gear R3 and the fourth carrier PC4 rotate integrally. ing. The third carrier PC3 and the fourth ring gear R4 are connected (always connected) by a fourth connecting member M4, whereby the third carrier PC3 and the fourth ring gear R4 rotate integrally with each other. It is like that.

  That is, the third and fourth planetary gear sets GS3, GS4 are coupled to each other by the third and fourth coupling members M3, M4, so that a total of four rotation elements (third sun gear S3, third carrier PC3 = 4th ring gear R4, 3rd ring gear R3 = 4th carrier PC4, 4th sun gear S4), and this constitutes a CR-CR type connected planetary gear train in which each carrier and ring gear are connected. ing.

  The output gear 8 is connected to the fourth carrier PC4 of the fourth planetary gear set GS4, and thereby rotates integrally with the fourth carrier PC4.

  The transmission gear mechanism 7 selectively operates the first to third clutch mechanisms C1 to C3 and the first and second brake mechanisms B1 and B2 to output gears from the input shaft 4. By switching the transmission path of the driving force up to 8, forward 6 speed and reverse speed can be obtained. That is, a shift oil pressure control device is connected to each of the first to third clutch mechanisms C1 to C3 and the first and second brake mechanisms B1 and B2, and these shift oil pressure control devices are shown in FIG. As shown, a fastening pressure (● mark) and a release pressure (no mark) are created at each shift stage. As such a shift hydraulic pressure control device, a hydraulic control type, an electronic control type, a hydraulic pressure + electronic control type, and the like are conceivable. In addition, although mentioned later in detail, in this embodiment, the one-way clutch OWC is arrange | positioned in parallel with 2nd brake mechanism B2, In this case, 2nd brake mechanism B2 is not fastened at the time of 1st forward range, For example, the second brake mechanism B2 is fastened only when engine braking is required, such as in manual mode or hold mode (shown in parentheses in FIG. 3). However, the one-way clutch OWC is not necessary, and in this case, the second brake mechanism B2 is fastened at the first forward speed range.

  The first clutch mechanism C1 is a clutch for selectively connecting / disconnecting the fourth sun gear S4 and the first carrier PC1, and as shown in FIG. 3, the forward range (D range) 1st to 4th It is configured to be engaged at the stage (hereinafter, the first clutch is referred to as a low clutch). In particular, at the first forward speed range, only the first clutch mechanism C1 is engaged except for the manual mode.

  The low clutch C1 corresponds to the multi-plate clutch mechanism of the present invention, and is disposed at the outer peripheral side position of the first planetary gear set GS1, as shown in FIG. The low clutch C1 includes a clutch drum 21 housed in the transmission case 1 and connected to the first carrier PC1, and a cylindrical shape provided coaxially with the clutch drum 21 on the inner peripheral side of the clutch drum 21. The clutch hub 22 and a plurality of clutch plates 23 and 24 are provided. The clutch drum 21 and the clutch hub 22 are rotatably arranged around the input shaft 4 (the axis L1 of the input shaft 4), whereby the axis L1 is connected to the clutch drum 21 and the clutch hub 22. The direction of the rotation axis and the direction in which the axis L1 extends (the left-right direction in FIG. 1) is the rotation axis direction of the clutch drum 21 and the clutch hub 22 (hereinafter simply referred to as the rotation axis direction).

  The peripheral wall 21 a of the clutch drum 21 is located in the vicinity of the inner peripheral surface of the transmission case 1 and is disposed so as to surround the outer peripheral surface of the peripheral wall 22 a of the clutch hub 22. The inner peripheral surface of the peripheral wall 21a of the clutch drum 21 and the outer peripheral surface of the peripheral wall 22a of the clutch hub 22 are separated from each other, and the clutch plates 23 and 24 are provided therebetween. That is, a plurality (four in FIG. 1) of clutch plates 23 are provided on the inner peripheral surface of the peripheral wall 21a of the clutch drum 21 so as to extend to the inner peripheral side of the clutch drum 21, and the peripheral wall 22a of the clutch hub 22 is provided. A plurality (four in FIG. 1) of clutch plates 24 are provided on the outer peripheral surface of the clutch hub 22 so as to extend to the outer peripheral side of the clutch hub 22, and these clutch plates 23, 24 are alternately arranged in the direction of the rotation axis. It is made to line up. Thus, the clutch plates 23 and 24 are alternately arranged on the inner peripheral surface of the peripheral wall 21a of the clutch drum 21 and the outer peripheral surface of the peripheral wall 22a of the clutch hub 22 in the direction of the rotation axis between the two surfaces. It is lined up.

  A disc spring 25 is provided on the side of the clutch plate 23 located on the side closest to the torque converter 2 (the right side in FIG. 1) on the side of the torque converter 2. On the other hand, on the side opposite to the torque converter 2 side of the clutch plate 23 located on the farthest side with respect to the torque converter 2, there are a retaining plate 26 and a retainer 27 for receiving a pressing force from a disc spring 25 described later. Is arranged.

  A part of the piston member 28 is in contact with the surface of the disc spring 25 on the torque converter 2 side. The piston member 28 is provided so as to be slidable in the direction of the rotating shaft. The lubricating oil supplied from the input shaft 4 is used as hydraulic oil, and the hydraulic pressure of the hydraulic oil is controlled by the transmission hydraulic pressure control device of the low clutch C1. By being set to fastening pressure, it is comprised so that it can move to the anti-torque converter 2 side against the urging | biasing force of the spring 28a. On the other hand, when the hydraulic oil is at a release pressure, the piston member 28 moves to the torque converter 2 side by the urging force of the spring 28a.

  When the piston member 28 moves to the anti-torque converter 2 side, the clutch plates 23 and 24 are pressed to the anti-torque converter 2 side by the piston member 28 via the disc spring 25, whereby the clutch plates 23 and 24 are moved to the piston. It is clamped between the member 28 and the retaining plate 26, whereby the adjacent clutch plates 23, 24 are brought into pressure contact with each other to enter a clutch engaged state. On the other hand, when the piston member 28 moves to the torque converter 2 side, the pressure contact is released and the clutch is released. Thus, the clutch engaged state and the released state are switched. In addition to the fastening pressure and the release pressure, the hydraulic pressure of the hydraulic oil can be finely adjusted and controlled by the shift hydraulic pressure control device. When the shift lever is in the forward range, the vehicle is stopped. In a state where the brake pedal is depressed (that is, the engine 65 is in an idle state), the clutch plates 23 and 24 adjacent to each other are in a predetermined slip state while the Low clutch C1 is engaged (not completely engaged). It is possible to perform control (neutral idle control) that slides at a rate. However, in this neutral idle control, when the automatic transmission AT is cold (when the engine coolant is lower than, for example, 80 ° C. at the start of the engine 65), the slip between the adjacent clutch plates 23 and 24 is stable. It is not done for reasons such as not doing.

  The clutch hub 52 extends toward the anti-torque converter 2 in the direction of the rotational axis, and is connected to the sun gear S4 of the fourth planetary gear set GS4 at the tip end (the end on the anti-torque converter side). The rotational force transmitting member M5 (see FIG. 2) thus joined is coupled.

  The second clutch mechanism C2 is a clutch for selectively connecting / disconnecting the third carrier PC3 of the third planetary gear set GS3 and the first ring gear R1 (that is, the input shaft 4) of the first planetary gear set GS1. Therefore, as shown in FIG. 3, it is configured to be engaged when the forward range is in the 4th to 6th speed range (hereinafter, the second clutch is referred to as a High clutch). The high clutch C2 has the same configuration as that of the low clutch C1, and detailed description thereof is omitted (the basic configuration of the third clutch mechanism C3 and the first and second brake mechanisms B1 and B2 is also the low clutch). Same as C1). In FIG. 2, M6 is a rotational force transmission member that connects the clutch hub of the high clutch C2 and the third carrier PC3 of the third planetary gear set GS3, similarly to the rotational force transmission member M5.

  The third clutch mechanism C3 is a clutch for selectively connecting / disconnecting the second carrier PC2 of the second planetary gear set GS2 and the third sun gear S3 of the third planetary gear set GS3, as shown in FIG. As described above, the forward clutch is configured to be engaged at the third speed, the fifth speed, and the reverse speed of the reverse range (hereinafter, the third clutch is referred to as a 3/5 / R clutch).

  The first brake mechanism B1 is a brake for selectively connecting / disconnecting the third sun gear S3 of the third planetary gear set GS3 to the transmission case 1 and selectively stopping the rotation of the third sun gear S3. As shown in FIG. 3, the forward range is configured to be engaged at the second speed and the sixth speed (hereinafter, the first brake is referred to as a 2/6 brake).

  The second brake mechanism B2 selectively transmits the fourth connecting member M4 that connects the third carrier PC3 of the third planetary gear set GS3 and the fourth ring gear R4 of the fourth planetary gear set GS4 to the transmission case 1. Is a brake for selectively stopping the rotation of the fourth connecting member M4, and is engaged at the first forward speed of the forward range and the reverse speed of the reverse range as shown in FIG. (Hereinafter, the second brake is referred to as an L / R brake). However, as described above, the L / R brake B2 is engaged only when the engine brake is required, such as a manual mode or a hold mode.

  A one-way clutch OWC is disposed in the vicinity of the L / R brake B2. This one-way clutch OWC prevents rotation of the fourth connecting member M4 in only one direction between the transmission case 1 and the fourth connecting member M4.

  As shown in FIG. 1, in the transmission case 1, a portion 1a facing the outer peripheral surface of the peripheral wall 21a of the clutch drum 21 of the Low clutch C1 is used as an injection means for injecting lubricating oil onto the outer peripheral surface. An injection unit 30 is provided. The injection unit 30 is provided so as to penetrate the transmission case 1, and the tip end portion having the lubricating oil injection ports 31 a and 31 b (see FIGS. 4 and 5) is the outer peripheral side of the peripheral wall 21 a of the clutch drum 21. It is facing the surface. Then, the lubricating oil is directly supplied to the injection unit 30 via a supply oil path (a supply oil path 63 dedicated to the injection unit described later) different from the oil path 4a in the input shaft 4, and this lubricating oil is supplied to the injection unit. It is injected from the 30 injection ports to the outer peripheral side surface of the peripheral wall 21a.

  As shown in FIGS. 4 and 5, the injection unit can move vertically in the case member 31 having a cylindrical case member 31 having injection ports 31 a and 31 b formed at the tip (lower end). And a movable member 32 provided on the surface. The injection port 31a is formed at the center of the front end portion of the case member 31, while the injection port 31b is plural (see FIG. 5) so as to be arranged at predetermined intervals in the circumferential direction around the radially outer side of the injection port 31a. The four injection holes 31 a and 31 b communicate with the internal space of the case member 31.

  An oil passage 32a is formed at the central portion of the movable member 32, and a concave shape is formed at the upper end of the movable member 32. The concave portion is connected to a supply oil passage 63 (pipe) dedicated to the injection unit. A connecting member 35 is inserted. Thereby, the lubricating oil is supplied to the oil passage 32a through the supply oil passage 63 and the connecting member 35 dedicated to the injection unit.

  A coil 33 is accommodated in the case member 31 so as to surround the movable member 32, and the movable member 32 and the coil 33 constitute an electromagnetic solenoid having the movable member 32 as a movable iron core. . Thus, the movable member 32 is positioned at the upper position by the urging force of the compression coil spring 34 when the coil 33 is not energized. However, the energization of the coil 33 resists the urging force of the compression coil spring 34. Thus, it moves to the lower position (see FIG. 6). Thus, when the movable member 32 is located in the lower position, the lower end portion of the movable member 32 closes the injection port 31b, and the oil passage 32a communicates only with the injection port 31a. . On the other hand, when the movable member 32 is located at the upper position, the oil passage 32a communicates with both the injection port 31a and the injection port 31b.

  When the movable member 32 is located at the upper position, the lubricating oil supplied to the oil passage 32a of the movable member 32 is injected from both the injection port 31a and the injection port 31b. When it is located at the lower position, it is injected only from the injection port 31a. When the lubricating oil is injected from both the injection port 31a and the injection port 31b, the injection range of the lubricating oil becomes wider than when the lubricating oil is injected only from the injection port 31a. Here, the injection range when the lubricating oil is injected from both the injection port 31a and the injection port 31b is referred to as a wide-angle range, and the injection range when only the injection port 31a is injected is referred to as a narrow-angle range. As described above, the injection unit 30 is configured to be able to selectively switch the injection range of the lubricant between the wide angle range and the narrow angle range.

  When the injection range of the lubricating oil is set to a wide angle range, the injection unit 30 corresponds to the arrangement region of the clutch plates 23 and 24 on the outer peripheral surface of the peripheral wall 21a of the clutch drum 21. On the other hand, the oil is injected into the first range which is the entire range of the rotation axis direction in the portion, and when the narrow angle range is set, the lubricating oil is applied to the arrangement region of the clutch plates 23 and 24 on the outer peripheral surface of the peripheral wall 21a. Injection is made to the second range which is the substantially central portion in the direction of the rotation axis in the corresponding portion. In FIG. 1, the injection range of the lubricating oil O1 injected by the injection unit 30 is the wide angle range (first range on the outer peripheral surface of the peripheral wall 21a), and the injection range of the lubricating oil O2 is the narrow angle range (peripheral wall). 21 a is a second range on the outer peripheral surface of 21 a). Therefore, the injection unit 30 is configured to be able to selectively inject the lubricating oil into the first range and the second range.

  On the outer peripheral side surface of the peripheral wall 21a of the clutch drum 21, a portion corresponding to the region where the clutch plates 23 and 24 are arranged has through holes 21b penetrating the peripheral wall 21a. Lubricating oil sprayed to the outer peripheral surface of the peripheral wall 21a directly contacts the clutch plates 23 and 24 through the through hole 21b.

  Here, the lubricating oil path of the automatic transmission AT will be described with reference to FIG. 7 together with the engine cooling water path.

  The lubricating oil stored in the oil tank 51 passes through the oil pump 3 and the pressure regulator valve 53 (PRV), and serves as the above-mentioned friction engagement elements (Low clutch C1, High clutch C2, 3/5) as a working oil at a predetermined line pressure. / R clutch C3, 2/6 brake B1 and L / R brake B2), and the control oil pressure (engagement pressure and release pressure) of each friction engagement element is controlled by the transmission hydraulic pressure control device (control solenoid 55 in FIG. 4). Etc.).

  On the other hand, of the lubricating oil discharged from the oil pump 3, the remaining lubricating oil other than the hydraulic oil is made a lubricating base pressure via the relief valve 56, and the oil path 4 a in the injection unit 30 and the input shaft 4. After passing through a common supply oil passage 62 for supplying to the torque converter 2 and the like, it is supplied to the injection unit 30 through a supply oil passage 63 dedicated to the branched injection unit, and each dedicated supply oil passage branched. 64 is supplied to the oil passage 4a in the input shaft 4 and the torque converter 2 through the orifices 61. The lubricating oil supplied to the oil passage 4a in the input shaft 4 is supplied to each part of the entire automatic transmission AT by a centrifugal force generated by the rotation of the input shaft 4. The lubricating oil thus supplied to each part is returned to the oil tank 51 again.

  A heat exchanger 60 is disposed in a supply oil passage for the lubricating oil to the injection unit 30 (in this embodiment, a common supply oil passage 62 before branching). The lubricating oil supplied to the injection unit 30 and the like is heated and cooled by exchanging heat with engine cooling water. The heat exchanger 60 may be disposed in the supply oil path 63 dedicated to the injection unit.

  The engine cooling water path is as follows. The engine coolant path shown in FIG. 7 is for heating and cooling the lubricating oil of the automatic transmission AT, and the engine 65 itself and other cooling paths are provided separately.

  That is, the engine cooling water is introduced into the water jacket in the engine 65 by a water pump 66 driven by the engine 65 (which may be shared with or separate from that for cooling the engine 65 or the like). Then, after passing through this water jacket, it is supplied to the heat exchanger 60. The engine cooling water that has exchanged heat with the lubricating oil in the heat exchanger 60 is supplied to the radiator by two first and second ON / OFF valves 67 and 68 (when one is ON, the other is OFF). After being supplied to 69, it returns to the water pump 66, or it is not supplied to the radiator 69 but directly returns to the water pump 66.

  When the automatic transmission AT is cold (also when the engine 65 is cold), the first ON / OFF valve 67 is turned off, while the second ON / OFF valve 68 is turned on. The engine cooling water is not supplied to the radiator 69. As a result, the temperature of the engine coolant quickly rises. At this time, the temperature of the lubricating oil supplied to the injection unit 30 or the like is lower than the temperature of the engine cooling water, and the heat exchanger 60 exchanges heat between the lubricating oil supplied to the injection unit 30 or the like and the engine cooling water. It functions as an oil warmer that heats up the temperature.

  On the other hand, after the automatic transmission AT is warmed up, the first ON / OFF valve 67 is turned ON, while the second ON / OFF valve 68 is turned OFF, and the engine coolant from the heat exchanger 60 is , Is supplied to the radiator 69, and is cooled by the radiator 69. At this time, the temperature of the lubricating oil supplied to the injection unit 30 or the like is higher than the temperature of the engine cooling water, and the heat exchanger 60 exchanges heat between the lubricating oil supplied to the injection unit 30 or the like and the engine cooling water. It functions as an oil cooler that cools down.

  The ON / OFF switching of the first and second ON / OFF valves 67 and 68 is detected by a water temperature detection sensor that detects the temperature of engine cooling water by a control unit 80 (see FIG. 8) described later. It is performed depending on whether the temperature of the cooling water is lower than a predetermined temperature (for example, 70 to 80 ° C.). That is, when the detected temperature of the engine coolant is lower than the predetermined temperature, it is determined that the automatic transmission AT is cold (during cold), and the first ON / OFF valve 67 is turned off. The second ON / OFF valve 68 is turned ON. On the other hand, when the temperature of the engine cooling water is equal to or higher than the predetermined temperature, it is determined that the automatic transmission AT is warmed up (during warm time), and the first ON / OFF valve 67 is turned on. The second ON / OFF valve 68 is turned OFF. The first and second ON / OFF valves 67 and 68 are switched on and off in the lubricating oil path between the oil tank 51 and the oil pump 3 in addition to the engine coolant temperature. You may make it carry out by whether the temperature of the lubricating oil detected by the oil temperature sensor is lower than predetermined temperature (for example, 70-80 degreeC).

  Next, the lubricant injection control by the injection unit 30 will be described.

  FIG. 8 is a block diagram showing the configuration of the control unit 80 of the automatic transmission AT. The control unit 80 includes a CPU 81, an EEPROM 82 that stores a control program executed by the CPU 81, a RAM 83 that temporarily stores calculation results of the CPU 81, and an input / output interface (I / OIF) that functions as an interface to an external device. ) 84 and a communication interface (communication IF) 85 for an engine control unit (ECU) 91 that controls the engine 65.

  The input / output interface 84 is energized to various sensors provided in the vehicle, various control valves (transmission hydraulic pressure control device) for controlling the hydraulic system of the automatic transmission AT, and the coil 33 of the injection unit 30. A coil energizing circuit 92 and the like are connected. The control valve includes a control valve for switching between injection and stop of the lubricating oil by the injection unit 30 and the first and second ON / OFF valves 67 and 68. Then, the CPU 81 switches the injection / stop of the lubricating oil by the injection unit 30 based on the detection results of various sensors obtained through the input / output interface 84 and information such as the engine control state from the engine control unit 91. Then, the lubricating oil injection range (energization / cutoff of the coil 33) is switched.

  In the present embodiment, when the detected temperature of the engine coolant is lower than the predetermined temperature, the CPU 81 of the control unit 80 sets the temperature of the clutch plates 23 and 24 of the low clutch C1 to the first predetermined temperature (speed change). In this embodiment, it is determined that the temperature is lower than the predetermined temperature related to the temperature of the engine cooling water, and the injection range of the lubricating oil is set to a wide angle range (first temperature). Range), and a state in which the lubricating oil is injected by the injection unit 30 is set. As a result, the injection unit 30 sets the injection range of the lubricant to the first range, and transfers the lubricant that has passed through the heat exchanger 60 (the lubricant heated by the heat exchanger 60) to the clutch plate heating medium. Inject as. When the ON / OFF switching of the first and second ON / OFF valves 67, 68 is performed based on whether the temperature of the lubricating oil detected by the oil temperature sensor is lower than a predetermined temperature, the oil When the temperature of the lubricating oil detected by the temperature sensor is lower than the predetermined temperature, it may be determined that the temperature of the clutch plates 23 and 24 is lower than the first predetermined temperature.

  On the other hand, the CPU 81 of the control unit 80 determines that the temperature of the clutch plates 23 and 24 is higher than the first predetermined temperature (in the present embodiment, higher than the first predetermined temperature and is in an overheated state). When it is determined that the temperature is equal to or higher than the minimum temperature), the lubricating oil injection range is set to the second range, and the lubricating oil that has passed through the heat exchanger 60 (the lubricating oil cooled by the heat exchanger 60) is used. Injected as clutch plate cooling medium.

  In the present embodiment, whether or not the temperature of the clutch plates 23 and 24 is equal to or higher than the second predetermined temperature is determined based on whether or not the heat generation amount estimated from the slip of the clutch plates 23 and 24 is equal to or higher than a predetermined threshold. Judge with. That is, the heat generation amount is estimated from the output torque of the engine 65, the speed ratio of the torque converter 2, and the rotational speed difference between the clutch drum 21 and the clutch hub 22, and if the heat generation amount is equal to or greater than a predetermined threshold value, the clutch plate It is assumed that the temperatures 23 and 24 are equal to or higher than the second predetermined temperature. The output torque of the engine 65 is obtained, for example, by calculating from the throttle opening and the engine speed, and the speed difference between the clutch drum 21 and the clutch hub 22 is the speed at which each speed is detected (measured). A detection sensor may be provided and the difference between the detection values of both the rotation speed detection sensors may be calculated and obtained. It should be noted that whether or not the temperature of the clutch plates 23 and 24 is equal to or higher than the second predetermined temperature is estimated based on whether or not the driving state of the vehicle has reached a predetermined state (stored in the EEPROM 82). It may be. For example, when the shift change is continuously performed when the rotational speed of the engine 65 is in a high rotation state, or when the neutral idle control is performed for a predetermined time or more, the temperature of the clutch plates 23 and 24 is It may be higher than the second predetermined temperature.

  Thus, in the present embodiment, the temperature of the clutch plates 23 and 24 is indirectly detected (plate temperature detection means for detecting the temperature of the clutch plates 23 and 24 by a water temperature detection sensor, a rotation speed detection sensor, or the like). However, by providing a temperature sensor for detecting the temperature of the clutch plates 23 and 24, it is also possible to directly detect the temperature.

  In the present embodiment, when it is determined that the temperature of the clutch plates 23 and 24 is equal to or higher than the first predetermined temperature and lower than the second predetermined temperature, the injection unit 30 does not inject the lubricating oil, To do. If the temperature of the clutch plates 23, 24 is equal to or higher than the first predetermined temperature, the injection range of the lubricating oil is set to the second range as in the case where the temperature is equal to or higher than the second predetermined temperature, and the heat exchanger The lubricating oil that has passed through 60 (the lubricating oil cooled by the heat exchanger 60) may be injected as a clutch plate cooling medium. In this case, this is the same as setting the second predetermined temperature to the same value as the first predetermined temperature. Alternatively, when it is determined that the temperature of the clutch plates 23 and 24 is equal to or higher than the first predetermined temperature and lower than the second predetermined temperature (higher than the first predetermined temperature), the lubricating oil injection range is set to the first injection range. The range may be set so that the lubricating oil that has passed through the heat exchanger 60 (the lubricating oil cooled by the heat exchanger 60) is injected as a clutch plate cooling medium.

  With the above configuration, in the present embodiment, when the automatic transmission AT is cold (when the temperature of the clutch plates 23 and 24 is lower than the first predetermined temperature), the temperature of the lubricating oil is increased by the heat exchanger 60, The heated lubricating oil is supplied to the injection unit 30 and the oil passage 4a in the input shaft 4. And since the injection unit 30 supplies the heated lubricating oil directly to the Low clutch C1, the temperature of the clutch plates 23 and 24 of the Low clutch C1 can be raised to the optimum temperature quickly and reliably. it can. That is, in the method of supplying the lubricating oil from the oil passage 4a in the input shaft 4 to the Low clutch C1 using the centrifugal force generated by the rotation of the input shaft 4, the Low clutch C1 is disposed at a position far from the input shaft 4. At the same time, since there are constituent members of the first planetary gear set GS1 in the middle, it takes a considerable time for the temperature of the low clutch C1 to reach the optimum temperature. However, since the injection unit 30 directly supplies the heated lubricating oil to the low clutch C1 in a pinpoint manner, the time until the temperature of the clutch plates 23 and 24 of the low clutch C1 reaches the optimum temperature is greatly reduced. Is done. Therefore, the neutral idle control can be performed in the low clutch C1 at an early stage after the engine 65 is started, and the fuel efficiency while the vehicle is stopped can be improved. Further, since the injection range of the lubricating oil is set to a wide angle range (the first range on the outer peripheral surface of the peripheral wall 21a of the clutch drum 21), heat is applied to all the clutch plates 23 and 24 of the low clutch C1 substantially uniformly. Therefore, stable slip can be obtained between the clutch plates 23 and 24 of the entire low clutch C1.

  On the other hand, after the automatic transmission AT is warmed up (during warm time), the heat exchanger 60 cools the lubricating oil to an optimum temperature, and this cooled lubricating oil passes through the oil passage 4a in the input shaft 4. Supplied to the low clutch C1 and the like (no lubricating oil is supplied from the injection unit 30 to the low clutch C1). At this time, even if heat is generated in the low clutch C1 or the like, it is appropriately cooled with the lubricating oil supplied from the oil passage 4a in the input shaft 4.

  However, when heat is generated so as to be overheated and it is determined that the temperature of the clutch plates 23 and 24 is equal to or higher than the second predetermined temperature, the heat exchanger 60 cools from the injection unit 30 to the low clutch C1. The lubricated oil is supplied directly. Thereby, even when neutral idle control is performed for a long time, overheating of the clutch plates 23 and 24 can be reliably suppressed. At this time, since the injection range of the lubricating oil is set to a narrow angle range (second range on the outer peripheral side surface of the peripheral wall 21a of the clutch drum 21), effective cooling is possible. In other words, the clutch plates 23 and 24 located on the center side of the clutch plate row are more likely to become hot because the heat is more difficult to dissipate than the clutch plates 23 and 24 located on the end side. By setting the oil injection range to the second range, it is possible to effectively cool the clutch plates 23 and 24 located on the center side.

(Embodiment 2)
FIG. 9 shows a second embodiment of the present invention (note that the same parts as those in FIG. 7 are denoted by the same reference numerals and detailed description thereof is omitted), and using a Peltier element 73 as an electrical heating element, The lubricating oil supplied to the injection unit 30 is heated.

  That is, in the present embodiment, the Peltier element 73 is disposed in the supply oil path 63 dedicated to the injection unit (on the downstream side of the heat exchanger 60 in the supply oil path to the lubricant injection unit 30). The energization circuit for the Peltier element 73 is connected to the input / output interface 84 of the control unit 80 described in the first embodiment, and the control of the CPU 81 includes the energization control for the Peltier element 73. The arrangement position of the Peltier element 73 is not limited to the supply oil path 63 dedicated to the injection unit, but may be on the upstream side or the downstream side of the heat exchanger 60 in the common supply oil path 62.

  The Peltier element 73 heats the lubricating oil supplied to the injection unit 30 when it is determined that the temperature of the clutch plates 23 and 24 of the low clutch C1 is lower than the first predetermined temperature. However, in the present embodiment, the heating of the lubricating oil by the Peltier element 73 is limited to the time from the start of the engine 65 (that is, the start of supply of the lubricating oil to the injection unit 30) until a predetermined time elapses. In other words, since the temperature of the engine cooling water is as low as that of the lubricating oil until the predetermined time elapses after the start of the engine 65, the lubricating oil is not sufficiently heated and heated by the heat exchanger 60. Therefore, during this time, the lubricating oil is heated by the Peltier element 73, and the heated lubricating oil is supplied to the injection unit 30. Then, after the predetermined time has elapsed, the temperature of the engine cooling water is increased by the heat of the engine, so that the lubricating oil is heated by the heat exchanger 60. As a result, it is possible to continuously raise the temperature of the low clutch C1 to the optimum temperature early and reliably by supplying the lubricant oil whose temperature has been raised to the injection unit 30 continuously immediately after the engine 65 is started. Note that the heating of the lubricating oil may be continued by the Peltier element 73 even after a predetermined time has elapsed since the start of the engine 65.

  When the lubricating oil is heated by the Peltier element 73, it is preferable to stop the supply of engine cooling water to the heat exchanger 60. This is because even if the engine cooling water is supplied to the heat exchanger 60, the lubricating oil is not sufficiently heated by the heat exchanger 60 until the predetermined time elapses after the engine 65 is started. . In particular, when the Peltier element 73 is arranged on the upstream side of the heat exchanger 60 in the common supply oil passage 62, the lubricating oil heated by the Peltier element 73 may be cooled instead. The supply to the heat exchanger 60 may be stopped. When stopping the supply of the engine cooling water to the heat exchanger 60 in this way, both the first and second ON / OFF valves 67 and 68 may be turned off, and the water pump 66 is connected to the engine 65 or the like. If the cooling pump is separate from the cooling pump, the water pump 66 may be stopped.

  In the present embodiment, since the Peltier element 73 is used as the electrical heating element, the lubricating oil can be cooled by the Peltier element 73 by reversing the direction of the current flowing to the Peltier element 73. Become. Therefore, when the temperature of the clutch plates 23, 24 is equal to or higher than the second predetermined temperature, the lubricant supplied to the injection unit 30 can be cooled by the heat exchanger 60 and the Peltier element 73, and the clutch plates 23, 24 overheating can be more reliably suppressed.

  In the second embodiment, the Peltier element 73 is used as the electrical heating element. However, the present invention is not limited to this, and any element that can generate heat when energized may be used. It is not always necessary to have the function of cooling the oil.

  In the first and second embodiments, the single injection unit 30 is configured to be selectively switchable between the wide angle range and the narrow angle range, and the lubricating oil is supplied on the outer peripheral surface of the peripheral wall 21a of the clutch drum 21. Although it is configured to be capable of selectively injecting into the first range and the second range, as shown in FIG. 10, the outer peripheral surface of the peripheral wall 21a of the clutch drum 21 is used even when two injection units 30a and 30b are used. In the first range and the second range, it is possible to selectively inject. That is, in the transmission case 1, the two injection units 30 a and 30 b are provided apart from each other in the circumferential direction on a portion 1 a that faces the outer peripheral surface of the peripheral wall 21 a of the clutch drum 21 of the low clutch C 1. The injection unit 30a is for wide-angle injection and injects the lubricating oil O1 in the same injection range as the injection unit 30 described in the first embodiment, while the injection unit 30b is for narrow-angle injection. The lubricating oil O2 is injected in the same injection range as the narrow angle range of the injection unit 30. The same conditions as when the injection unit 30 injects the lubricating oil in the wide angle range and the injection unit 30a injects the lubricating oil in the wide angle range and the injection unit 30 injects the lubricating oil in the narrow angle range. Thus, the injection unit 30b is controlled to inject the lubricating oil. In this configuration, since it is possible to simultaneously inject lubricating oil from the two injection units 30a and 30b, for example, when the temperature of the clutch plates 23 and 24 is equal to or higher than a third predetermined temperature higher than the second predetermined temperature, If the lubricating oil is simultaneously injected from the two injection units 30a and 30b, the clutch plates 23 and 24 can be cooled more effectively.

  Further, in the first and second embodiments, the present invention is applied to the low clutch C1 that is engaged at the first speed of the forward range and performs the neutral idle control. However, as in the neutral idle control in the low clutch C1, it is high. Also in the clutch C2 and the 3/5 / R clutch C3, when control is performed such that the adjacent clutch plates slide with each other at a predetermined slip ratio, the high clutch C2 and the 3/5 / R clutch C3 Also, the present invention can be applied.

  The present invention is useful for an automatic transmission having a multi-plate clutch mechanism, and particularly useful for an automatic transmission having a multi-plate clutch mechanism that is engaged at the first speed of the forward range and performs neutral idle control.

It is sectional drawing which shows the principal part of the automatic transmission which concerns on Embodiment 1 of this invention. It is a skeleton figure which shows the whole structure of the said automatic transmission. It is a figure which shows the relationship between the fastening states, such as a clutch in the said automatic transmission, and a gear stage. It is a longitudinal cross-sectional view of the injection unit which shows the state where the movable member of an injection unit is located in an upper position. It is the figure which looked at the said injection unit from the front end side (lower side). FIG. 5 is a view corresponding to FIG. 4 illustrating a state in which the movable member of the injection unit is located at a lower position. It is a figure which shows the lubricating oil and engine cooling water path | route of the said automatic transmission. It is a block diagram which shows the structure of the control unit of the said automatic transmission. FIG. 8 is a diagram corresponding to FIG. It is explanatory drawing which shows another form of an injection unit.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Transmission case 21 Clutch drum 22 Clutch hub 23 Clutch plate 24 Clutch plate 30 Injection unit (injection means)
60 Heat exchanger 62 Common supply oil path (supply oil path to lubricating oil injection means)
63 Supply oil passage dedicated to the injection unit (supply oil passage to the injection means of the lubricating oil)
73 Peltier element (electric heating element)

Claims (6)

A clutch drum housed in the transmission case, a clutch hub provided on the inner peripheral side of the clutch drum, an inner peripheral surface of the peripheral wall of the clutch drum and an outer peripheral surface of the peripheral wall of the clutch hub; An automatic transmission comprising a multi-plate clutch mechanism having a plurality of clutch plates arranged in a row so as to be alternately arranged in the rotational axis direction of the clutch drum and the clutch hub between both surfaces,
An injection means provided in a portion facing the outer peripheral surface of the peripheral wall of the clutch drum in the transmission case, and injecting lubricating oil onto the outer peripheral surface;
Plate temperature detecting means for detecting the temperature of the clutch plate;
A heat exchanger that is provided in a supply oil path to the injection means for the lubricating oil and that heats and cools the lubricating oil supplied to the injection means by exchanging heat with engine cooling water;
The injection means includes a first range that is the entire range in the direction of the rotation axis in a portion corresponding to the arrangement region of the clutch plates on the outer peripheral surface of the peripheral wall of the clutch drum, and the outer peripheral surface. In the second range, which is a substantially central portion in the direction of the rotation axis in the portion corresponding to the arrangement region of the clutch plates, and the clutch plate detected by the plate temperature detecting means When the temperature is lower than the first predetermined temperature, the lubricating oil injection range is set to the first range, and the lubricating oil that has passed through the heat exchanger is injected as a clutch plate heating medium, while the plate temperature detection is performed. When the temperature of the clutch plate detected by the means is equal to or higher than the second predetermined temperature set to be equal to or higher than the first predetermined temperature, the lubricating oil The injection range is set to the second range, an automatic transmission, characterized in that it is configured to inject the lubricating oil through said heat exchanger as a clutch plate cooling medium. The automatic transmission according to claim 1, wherein
An electric heating element that is provided in a supply oil passage for supplying the lubricating oil to the injection means and that heats the lubricating oil;
An automatic transmission configured to heat the lubricating oil by the electric heating element when the temperature of the clutch plate detected by the plate temperature detecting means is lower than the first predetermined temperature. . The automatic transmission according to claim 2, wherein
An automatic transmission configured to stop supplying the engine cooling water to the heat exchanger when the lubricating oil is heated by the electric heating element. The automatic transmission according to claim 2 or 3,
The electrical heating element is configured to be capable of cooling the lubricating oil in addition to heating the lubricating oil,
An automatic transmission configured to cool the lubricating oil by the electric heating element when the temperature of the clutch plate detected by the plate temperature detecting means is equal to or higher than the second predetermined temperature. . In the automatic transmission according to any one of claims 2 to 4,
The automatic transmission, wherein the electrical heating element is disposed on the downstream side of the heat exchanger in an oil supply path for supplying the lubricating oil to the injection means. In the automatic transmission according to any one of claims 1 to 5,
2. The automatic transmission according to claim 1, wherein the multi-plate clutch mechanism is configured to be fastened at least at the first forward speed range.

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