JP2013213543A - Lubricating oil supply device of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lubricating oil supply device capable of preventing the increase in drag torque by controlling the amount of lubricating oil supplied to a clutch to an appropriate amount with a simple structure.SOLUTION: Lubricating oil is supplied to the ports 211 and 213 of a pressure regulating valve from an oil pump driven by an internal combustion engine. The spool 202 of the pressure regulating valve has a first small diameter part 202a smaller in diameter than the inner diameter of a casing, and a choke part 205 is formed between the first small diameter part 202a and the casing. Lubricating oil flowing in through the port 211 is discharged from a port 214 via the choke part 205. The spool 202 is configured to move more in a right direction against the elastic force of a valve spring 203 as oil pressure in a pressure chamber 204 is higher and the length LCH of the choke part 205 through which the lubricating oil passes increases.

Description

  The present invention relates to a lubricating oil supply device for a transmission, and more particularly, to a lubricating oil supply device that supplies lubricating oil pressurized by an oil pump driven by a prime mover to a predetermined part of a transmission including a transmission mechanism and a clutch.

  Patent Document 1 discloses a hydraulic control device for an automatic transmission including a lock-up clutch. This device supplies the main pressure regulating valve for adjusting the discharge pressure of the oil pump to the line pressure, the lubricating pressure regulating valve for adjusting the pressure in the lubricating oil passage (lubricating oil pressure) to a predetermined pressure, and the lubricating oil passage. And a lubrication switching valve for switching the amount of lubricating oil, and adjusting the lubricating oil pressure and lubricating oil so that the amount of lubricating oil supplied to the lock-up clutch is appropriate in response to changes in the line pressure. The amount is switched. This prevents the amount of lubricating oil supplied to the lock-up clutch from becoming excessive, and increases the clutch drag torque (torque transmitted by the viscosity of the lubricating oil when the clutch is not engaged), especially at low temperatures. Is done.

International Publication WO2011 / 001841

  The above-described conventional apparatus has a complicated structure for adjusting the lubricant supply amount to an appropriate amount corresponding to the change in the line pressure, and there is room for improvement.

  The present invention has been made paying attention to this point, and provides a lubricating oil supply device capable of adjusting the amount of lubricating oil supplied to the clutch to an appropriate amount with a simpler configuration and preventing an increase in drag torque. For the purpose.

  In order to achieve the above object, a first aspect of the present invention is directed to a speed change mechanism having a plurality of friction engagement elements (51, 52, 53), an input shaft (1a) to which a driving force of a prime mover is transmitted, and the speed change. In a lubricating oil supply device for a transmission (3) comprising a clutch (20) provided between the main shafts (11, 12) of the mechanism, it is driven by the prime mover (1) and supplied to the transmission mechanism and the clutch. An oil pump (101) for pressurizing the lubricating oil to be pressurized, a pressure regulating valve (102) for adjusting the discharge pressure of the oil pump to a line pressure, and a first oil for supplying the lubricating oil from the oil pump to the pressure regulating valve A passage (113) and a second oil passage (115) for supplying lubricating oil from the pressure regulating valve to the clutch. The pressure regulating valve (102) is slidable in the casing (201). Provided in A valve (202), a valve spring (203) provided on one end side of the casing and biasing the spool toward the other end of the casing, and provided on the other end side in the casing, A pressure chamber (204) communicating with one oil passage (113), a first port (211) connected to the first oil passage, and a second port (214) connected to the second oil passage (115). The spool (202) has a first small diameter portion (202a) smaller in diameter than the inner diameter of the casing, and a second small diameter portion (202b) smaller in diameter than the first small diameter portion, A choke portion (205) is defined between the first small diameter portion and the casing, and a communication chamber (206) is defined between the second small diameter portion and the casing, and the first port (211) is defined. The lubricating oil flowing in from the communication chamber and cho The spool (202) is configured to be discharged from the second port (214) through a portion, and the elastic force of the valve spring (203) increases as the hydraulic pressure in the pressure chamber (204) increases. The length (LCH) of the choke part (205) through which the lubricating oil passes is increased in response to the one end direction.

  According to a second aspect of the present invention, in the lubricating oil supply device for a transmission according to the first aspect, the second oil passage (115) is provided to the friction engagement elements (51, 52, 53) together with the clutch. Lubricating oil is supplied.

  According to a third aspect of the present invention, in the lubricating oil supply device for a transmission according to the first or second aspect, the on-off valve (103) branches from the second oil passage (115) and is connected to the on-off valve. A third oil passage (116) and a fourth oil passage (119) connecting the on-off valve and the second oil passage (115), and the on-off valve (103) is connected to the transmission (3 The open / close control is performed according to the operation state.

  According to the first aspect of the present invention, the lubricating oil flowing from the first port of the pressure regulating valve through the first oil passage from the oil pump is discharged from the second port through the communication chamber and the choke portion, and lubricated. The length of the choke part through which oil passes (hereinafter referred to as “effective choke part length”) increases as the hydraulic pressure in the pressure chamber increases. Therefore, when the number of revolutions of the prime mover increases and the discharge pressure of the oil pump increases, the hydraulic pressure in the pressure chamber increases, and the spool moves against the elastic force of the valve spring, so the effective choke length increases, An increase in the amount of lubricating oil discharged from the second port is suppressed. As a result, in a state where the prime mover rotational speed is relatively low (oil pump discharge pressure is relatively low), a flow rate change characteristic almost proportional to the change in the prime mover rotational speed (discharge pressure) is obtained, and the prime mover rotational speed is relatively low. In a high state (the oil pump discharge pressure is relatively high), a characteristic in which the amount of change in the flow rate with respect to the change in the engine speed (discharge pressure) is suppressed is obtained. As a result, it is possible to adjust the amount of lubricating oil supplied to the clutch to an appropriate amount and prevent an increase in clutch drag torque. In addition, since the choke part provided on the pressure control valve has a function to adjust the flow rate of the lubricating oil, there is no need to provide other members to adjust the flow rate of the lubricating oil, and a good lubricating oil amount control characteristic is achieved with a simple configuration. it can.

  According to the second aspect of the present invention, since the lubricating oil is also supplied to the friction engagement element via the second oil passage, the lubrication supplied to the friction engagement element in response to a change in the rotational speed of the prime mover. The amount of oil can also be adjusted to an appropriate amount, and the engaging operation can be performed smoothly.

  According to the third aspect of the present invention, when the on-off valve is opened, the lubricating oil supply path through the third oil passage, the on-off valve, and the fourth oil passage is added. The supply flow rate can be increased while maintaining the change characteristic of the lubricant supply flow rate with respect to the change. Therefore, by performing opening / closing control of the opening / closing valve in accordance with the operating state of the transmission, it is possible to supply an appropriate amount of lubricating oil corresponding to the operating state of the transmission to the clutch.

It is a skeleton figure which shows the structure of the vehicle drive device containing the transmission concerning one Embodiment of this invention, and its lubricating oil supply apparatus. It is a figure which shows the structure of a lubricating oil supply apparatus. It is a figure which expands and shows the pressure regulation valve (102) shown in FIG. It is a figure for demonstrating the flow control characteristic of a pressure regulation valve (102).

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a skeleton diagram showing the configuration of a vehicle drive device including a transmission and a lubricant supply device thereof according to an embodiment of the present invention. The driving apparatus includes an internal combustion engine (hereinafter referred to as “engine”) 1 as a prime mover, an electric motor (hereinafter referred to as “motor”) 2 having functions as a prime mover and a generator, and driving force of the engine 1 and / or the motor 2. And a transmission 3 for transmitting the drive wheel 7 is configured to drive the drive wheel 7 via the differential gear mechanism 5 and the drive shaft 6.

  The transmission 3 includes a twin clutch 20 including a first clutch 21 and a second clutch 22, a first main shaft 11, a second main shaft 12, a connecting shaft 13, a counter shaft 14, and a first intermediate shaft 15 provided in parallel to each other. The second intermediate shaft 16 and the reverse shaft 17 are provided, and the crankshaft 1 a of the engine 1 is connected to the twin clutch 20. The first main shaft 11 is disposed coaxially with the crankshaft 1 a of the engine 1.

  The motor 2 is directly connected to the first main shaft 11 of the transmission 3, and is provided so as to be able to drive the connecting shaft 13 via the planetary gear mechanism 40. The motor 2 includes a stator 61 and a rotor 62 disposed to face the stator 61. The rotor 62 is disposed on the outer peripheral side of the ring gear 45 of the planetary gear mechanism 40 and is attached to the first main shaft 11 of the transmission 3 together with the sun gear 42 of the planetary gear mechanism 40.

  The planetary gear mechanism 40 includes a sun gear 42, a planetary gear 44, a ring gear 45, and a carrier 46. The ring gear 45 is arranged coaxially with the sun gear 42 and is arranged so as to surround the sun gear 42. The planetary gear 44 is meshed with the sun gear 42 and the ring gear 45, and the carrier 46 supports the planetary gear 44 so that it can rotate and revolve. Therefore, the sun gear 42, the ring gear 45, and the carrier 46 are configured to be differentially rotatable with respect to each other. The ring gear 45 includes a lock mechanism 50. The lock mechanism 50 includes a synchronization mechanism, and is configured to be able to stop the rotation of the ring gear 45.

  Next, the configuration of the transmission 3 will be described in detail. The end of the first main shaft 11 on the engine 1 side is connected to the first clutch 21, and the sun gear 42 of the planetary gear mechanism 40 and the rotor 62 of the motor 2 are attached in the vicinity of the end opposite to the engine 1. Yes. Therefore, the first main shaft 11 can be connected to the crankshaft 1 a of the engine 1 by the first clutch 21 and is directly connected to the motor 2, so that the driving force of the engine 1 and / or the motor 2 is transmitted to the sun gear 42. Is possible.

  The first main shaft 11 is provided with a fifth speed drive gear 35a so as to be relatively rotatable, and a reverse driven gear 38b and a first speed change selector 51 are attached. The reverse driven gear 38 b rotates integrally with the first main shaft 11.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the engine 1 side portion of the first main shaft 11. An idle drive gear 37 a is attached to the second main shaft 12, and an end on the engine 1 side is connected to the second clutch 22. Therefore, the second main shaft 12 can be connected to the crankshaft 1 a of the engine 1 by the second clutch 22, and when the second clutch 22 is engaged, the driving force of the engine 1 is idled via the second main shaft 12. It is transmitted to the drive gear 37a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11 and is disposed so as to be relatively rotatable so as to cover the periphery of the portion of the first main shaft 11 opposite to the engine 6. Further, a third speed drive gear 33 a is attached to the connecting shaft 13 on the engine 1 side, and a carrier 46 of the planetary gear mechanism 40 is attached to the opposite side to the engine 6. Therefore, the carrier 46 attached to the connecting shaft 13 and the third-speed drive gear 33a rotate as a result of the revolution of the planetary gear 44.

  The first speed change selector 51 is provided between the third speed drive gear 33a and the fifth speed drive gear 35a. The first main shaft 11, the third speed drive gear 33a or the fifth speed drive gear is provided. 35a is connected or opened. When the first speed change selector 51 is connected to the third speed position, the first main shaft 11 and the third speed drive gear 33a are connected to rotate integrally, and when connected to the fifth speed position, When the first main shaft 11 and the fifth speed drive gear 35a rotate together and the first speed change selector 51 is in the neutral position, the first main shaft 11 is driven by the third speed drive gear 33a and the fifth speed drive gear. Released from 35a.

  When the first main shaft 11 and the third speed drive gear 33a rotate together, the sun gear 42 attached to the first main shaft 11 and the carrier connected to the third speed drive gear 33a by the connecting shaft 13 are used. 46 and the ring gear 45 rotate together, and the planetary gear mechanism 40 is integrated. When the planetary gear mechanism 40 rotates as a unit, the third speed traveling is performed. When the first speed change selector 51 is in the neutral position and the lock mechanism 50 is connected in the first speed position, the ring gear 45 is locked, and the rotation of the sun gear 42 is decelerated and transmitted to the carrier 46. . Thus, the first speed traveling is performed.

  A first idle driven gear 37 b that meshes with an idle drive gear 37 a attached to the second main shaft 12 is attached to the first intermediate shaft 15. A second idle driven gear 37c, a second speed drive gear 32a, a fourth speed drive gear 34a, and a second speed change selector 52 are attached to the second intermediate shaft 16.

  The second idle driven gear 37c meshes with a first idle driven gear 37b attached to the first intermediate shaft 15, and constitutes a first idle gear train 37A together with the idle drive gear 37a and the first idle driven gear 37b. The second speed drive gear 32a and the fourth speed drive gear 34a are supported so as to be relatively rotatable with the second intermediate shaft 16 at positions corresponding to the third speed drive gear 33a and the fifth speed drive gear 35a, respectively. Has been. The second speed change selector 52 is provided between the second speed drive gear 32a and the fourth speed drive gear 34a, and the second intermediate shaft 16 and the second speed drive gear 32a or the fourth speed drive gear. 34a is connected or opened.

  When the second speed change selector 52 is connected at the second speed position, the second intermediate shaft 16 and the second speed drive gear 32a rotate together, and the second speed change selector 52 moves to the fourth speed position. When the second intermediate shaft 16 and the fourth speed drive gear 34a rotate together, and the second speed change selector 52 is in the neutral position, the second intermediate shaft 16 is driven for the second speed. It is released from the gear 32a and the fourth speed drive gear 34a.

  A first shared driven gear 33b, a second shared driven gear 34b, a parking gear 31, and a final gear 36a are attached to the counter shaft 14 in this order from the side opposite to the engine 1, via the final gear 36a. Thus, the differential gear mechanism 5 is driven. Therefore, the counter shaft 14 corresponds to the output shaft of the transmission 3.

  The first shared driven gear 33b meshes with the third speed drive gear 33a attached to the connecting shaft 13 to form a third speed gear pair 33 together with the third speed drive gear 33a, and the second intermediate shaft 16 And a second speed gear pair 32 together with the second speed drive gear 32a.

  The second shared driven gear 34b meshes with a fifth speed drive gear 35a provided on the first main shaft 11 to form a fifth speed gear pair 35 together with the fifth speed drive gear 35a, and a second intermediate shaft. 16 is engaged with a fourth speed drive gear 34a to form a fourth speed gear pair 34 together with the fourth speed drive gear 34a.

  The final gear 36 a meshes with the differential gear mechanism 5, and the differential gear mechanism 5 is connected to the drive wheel 7 via the drive shaft 6. Accordingly, the driving force transmitted to the counter shaft 14 is output to the driving wheel 7 via the final gear 36 a, the differential gear mechanism 5, and the driving shaft 6.

  A third idle driven gear 37d, a reverse drive gear 38a, and a reverse selector 53 are attached to the reverse shaft 17. The third idle driven gear 37d meshes with a first idle driven gear 37b attached to the first intermediate shaft 15, and constitutes a second idle gear train 37B together with the idle drive gear 37a and the first idle driven gear 37b.

  The reverse drive gear 38a meshes with a reverse driven gear 38b attached to the first main shaft 11, and is supported on the reverse shaft 17 so as to be relatively rotatable. The reverse drive gear 38a constitutes a reverse gear train 38 together with the reverse driven gear 38b.

  The reverse selector 53 is provided on the opposite side of the reverse drive gear 38a from the engine 1, and connects or opens the reverse shaft 17 and the reverse drive gear 38a. When the reverse selector 53 is connected at the reverse position, the reverse shaft 17 and the reverse drive gear 38a rotate together, and when the reverse selector 53 is at the neutral position, the reverse shaft 17 is connected to the reverse drive gear 38a. Is released from.

  The first shift selector 51, the second shift selector 52, and the reverse selector 53 are hydraulically driven by a synchronous mechanism (synchromesh) sleeve that matches the shaft to be connected with the rotational speed of the gear. Connects / releases gears.

  According to the drive device configured as described above, the lock mechanism 50, the first and second clutches 21 and 22 are controlled to be connected / released, and the first shift selector 51, the second shift selector 52, and the reverse drive are controlled. By controlling the connection position of the selector 53, the engine 1 can perform the first to fifth speed traveling and the reverse traveling.

  Note that the basic configuration of the drive device shown in FIG. 1 (the portion excluding the configuration specific to the present embodiment described below) is shown in International Publication No. WO2011-136235.

  FIG. 2 shows a lubricating oil that supplies lubricating oil to a lubricating part (a part that needs to be supplied with lubricating oil) in the transmission 3, such as the synchronization mechanism of the twin clutch 20 and the shift selectors 51, 52, and 53 shown in FIG. FIG. 3 is a diagram illustrating a configuration of a main part of the supply device, and FIG. 2 includes an oil pump 101, a pressure regulating valve 102, a switching valve 103, a solenoid valve 104, an oil reservoir 105, a strainer 106, and oil passages 111 to 121.

  The oil pump 101 is driven by the engine 1 and pumps up and pressurizes lubricating oil from an oil reservoir 105 provided at a lower portion of a case housing the transmission 3 via a strainer 106, and discharges it to an oil passage 113. Therefore, the discharge flow rate of the oil pump 101 increases as the rotational speed NE of the engine 1 increases.

  The pressure regulating valve 102 regulates the lubricating oil pressure (hereinafter referred to as “line pressure”) PL in the oil passage 113 and adjusts the flow rate of the lubricating oil discharged to the oil passage 115 to have a predetermined characteristic corresponding to the line pressure PL. To do.

  The pressure regulating valve 102 is provided on the casing 201, a spool 202 slidably provided in the casing 201, and provided on one end side (right side in the figure) of the casing 201. A valve spring 203 that is biased in the left direction, a pressure chamber 204 that is provided on the other end side (the left side in the figure) in the casing 201 and communicates with the oil passage 113, and ports 211 to 213 connected to the oil passage 113. And a port 214 connected to the oil passage 115 and ports 215 and 216 connected to the oil passage 112.

  The spool 202 has a first small diameter portion 202 a having a smaller diameter than the inner diameter of the casing 201 and a second small diameter portion 202 b having a smaller diameter than the first small diameter portion 202 a, and the flow between the first small diameter portion 202 a and the casing 201 is reduced. A choke portion 205 having a high road resistance is defined, and a communication chamber 206 is defined between the second small diameter portion 202 b and the casing 201. Accordingly, the lubricating oil flowing in from the port 211 is discharged from the port 214 through the communication chamber 206 and the choke portion 205.

  The spool 202 further defines communication chambers 207 and 208 with the casing 201. The communication chambers 207 and 208 are provided so that the port 212 connected to the oil passage 113 and the ports 215 and 216 connected to the oil passage 112 can communicate with each other according to the position of the spool 202.

  As the hydraulic pressure in the pressure chamber 204 increases, the spool 202 moves in one direction (right direction) against the elastic force of the valve spring 203, and the length (effective choke length) LCH of the choke portion 205 through which the lubricating oil passes. Will increase. 2 shows a state where the spool 202 is pressed against the left end of the casing 201, that is, a state where the line pressure PL is low, and FIG. 3 shows a state where the spool 202 is pressed against the right end of the casing 201, ie, the line pressure PL. The spool 202 is movable between the left end position shown in FIG. 2 and the right end position shown in FIG. 3 according to the line pressure PL.

  In the state shown in FIG. 2, the port 212 is not in communication with the ports 215 and 216, and when the line pressure PL increases, the port 212 communicates with the ports 215 and 216, and the lubricating oil flowing in from the port 212 It is discharged from 216 and returned to the oil passage 112. Therefore, the line pressure PL is maintained at a substantially constant value.

  The oil passage 115 connected to the port 214 of the pressure regulating valve 102 is connected to the first discharge port 131 and is connected to the switching valve 103 via the oil passage 116, and the oil passage 116 is connected to the oil passage by the switching valve 103. 119 or 120 can be connected. Further, an oil passage 117 branched from the oil passage 115 is connected to the second discharge port 132.

  The oil passage 113 is connected to the switching valve 103 via the oil passage 114, and can be connected to the oil passage 121 by the switching valve 103. The oil passage 121 is connected to the third discharge port 133.

  The electromagnetic valve 104 supplies the line pressure PL supplied via the oil passage 113 to the switching valve 103 via the oil passage 118 when the valve is opened. The switching valve 103 includes a casing 301, a spool 302, and a valve spring 303. When the electromagnetic valve 104 is closed, the spool 302 is positioned at the left end of the casing 301 as shown in FIG. . Therefore, the oil passage 116 communicates with the oil passage 120 and the amount of lubricating oil supplied to the second discharge port 132 increases.

  On the other hand, when the solenoid valve 104 is opened, the spool 302 moves rightward in the casing 301 by the line pressure PL supplied through the oil passage 118, and the oil passage 116 communicates with the oil passage 119. At the same time, the oil passage 114 communicates with the oil passage 121. Accordingly, the amount of lubricating oil supplied to the first discharge port 131 increases, and the lubricating oil is supplied to the third discharge port 133 via the oil passage 121.

  The electromagnetic valve 104 is connected to an electronic control unit (ECU) 400 for transmission control. The ECU 400 controls the temperature of a predetermined location (such as the twin clutch 20 and the motor 2) of the transmission 3, the temperature of the lubricating oil, and the vehicle. Opening and closing is controlled according to the operating state of

  The first discharge port 131 is connected to an oil passage that supplies lubricating oil to the lubrication parts of the synchronization mechanism such as the twin clutch 20 and the shift selector 51, and the second discharge port 132 is other than the synchronization mechanism of the motor 2 and the transmission mechanism. The third discharge port 133 is connected to an oil passage for supplying lubricating oil to a hydraulic switch (not shown).

The operation of the lubricating oil supply apparatus configured as described above will now be described.
FIG. 4A is a diagram showing the relationship between the rotational speed NP of the oil pump 101 driven by the engine 1 and the line pressure PL, where the solid line L1 shows the relationship at room temperature, and the broken line L2 shows The relationship in a low temperature state is shown. That is, as the rotational speed NP increases from “0”, the line pressure PL rises. When the rotational speed NP becomes higher than the rotational speed NP1 shown in the figure, the line pressure PL is substantially reduced by the pressure regulating function of the pressure regulating valve 102. Maintained constant. However, since the viscosity of the lubricating oil increases at low temperatures, the line pressure PL increases in the high rotation region.

  FIG. 4B shows the relationship between the line pressure PL and the effective choke length LCH of the pressure regulating valve 102. When the line pressure PL is “0”, the minimum value LMIN is obtained, and as the line pressure PL increases. Increase linearly to the maximum value LMAX. As shown in FIG. 3, LCH = LMAX when the right end of the spool 202 is located at the right end of the casing 201, and LCH = LMIN when the left end of the spool 202 is located at the left end of the casing 201 as shown in FIG. Become.

  FIG. 4C is a diagram showing the relationship between the line pressure PL and the lubricating oil flow rate FL discharged from the port 214. The solid line L3 shows the relationship in this embodiment, and the broken line L4 shows the choke portion 205. The relationship at the time of using the conventional pressure regulation valve which is not shown is shown. In other words, in the present embodiment, the effective choke length LCH increases as the line pressure PL increases as shown in FIG. 4B due to the action of the choke portion 205. The increase in FL is suppressed as compared with the conventional example (broken line L4). As a result, in a state where the pump rotational speed NP (engine rotational speed NE) is relatively low (the line pressure PL is relatively low), a flow rate change comparable to that in the past according to a change in the pump rotational speed NP (line pressure PL) Characteristics, that is, a flow rate change characteristic substantially proportional to the line pressure PL, and in a state where the pump speed NP (engine speed NE) is relatively high (the line pressure PL is relatively high), the pump speed NP (line The characteristic in which the flow rate change amount with respect to the change in the pressure PL) is suppressed, that is, the characteristic in which the flow rate change rate with respect to the change in the line pressure PL (inclination of the solid line L3) is suppressed is obtained. As a result, it is possible to adjust the amount of lubricating oil supplied to the twin clutch 20 and the synchronization mechanism to an appropriate amount, to prevent an increase in the drag torque of the clutch, and to smoothly perform the in-gear operation in the synchronization mechanism. Further, since the choke portion 205 provided in the pressure regulating valve 102 has a function of adjusting the lubricating oil flow rate, there is no need to provide another member for adjusting the lubricating oil flow rate, and a good lubricating oil amount control characteristic with a simple configuration. Can be realized.

  The characteristic shown in FIG. 4C shows the flow characteristic at the port 214 of the pressure regulating valve 102. When the electromagnetic valve 104 is closed, the flow characteristic of the lubricating oil discharged from the first discharge port 131 is The characteristics are the same as those shown in FIG. On the other hand, when the solenoid valve 104 is open, the lubricating oil is supplied to the first discharge port 131 not only through the oil passage 115 but also through the oil passage 116, the switching valve 103, and the oil passage 119. Therefore, the flow rate of the lubricating oil discharged from the first discharge port 131 increases, but the relationship with the line pressure PL is similar to the relationship shown in FIG. 4C, that is, in a region where the line pressure PL is relatively high. The flow rate change rate is suppressed.

  Therefore, the ECU 400 controls the opening and closing of the solenoid valve 104 according to the temperature at a predetermined location of the transmission 3, the lubricating oil temperature, and the driving state of the vehicle, so that an appropriate amount of lubricating oil corresponding to the operating state of the transmission 3 is supplied. The twin clutch 20 and the synchronization mechanism can be supplied.

  In the present embodiment, a portion other than the twin clutch 20 of the transmission 3 corresponds to a transmission mechanism, a synchronization mechanism such as a transmission selector 51 corresponds to a friction engagement element, and the engine 1 corresponds to a prime mover. The oil passages 113 and 115 correspond to the first oil passage and the second oil passage, the oil passages 116 and 119 correspond to the third oil passage and the fourth oil passage, respectively, and the switching valve 103 corresponds to the on-off valve. . The ports 211 and 214 of the pressure regulating valve 102 correspond to a first port and a second port, respectively.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the above-described embodiment, an example in which the present invention is applied to a transmission oil supply device for a hybrid vehicle transmission is shown. However, a transmission oil supply device for a vehicle transmission that includes only an internal combustion engine or only an electric motor as a prime mover. It is also applicable to.

1 Internal combustion engine (motor)
3 Transmission 11 First spindle 12 Second spindle 20 Twin clutch 101 Oil pump 102 Pressure regulating valve 103 Switching valve (open / close valve)
113 oil passage (first oil passage)
115 oil passage (second oil passage)
116 oil passage (third oil passage)
119 oil passage (fourth oil passage)
211 port (first port)
214 port (second port)

Claims (3)

In a lubricating oil supply apparatus for a transmission comprising a transmission mechanism having a plurality of friction engagement elements, an input shaft to which a driving force of a prime mover is transmitted, and a clutch provided between the main shaft of the transmission mechanism,
An oil pump driven by the prime mover and pressurizing lubricating oil to be supplied to the speed change mechanism and the clutch;
A pressure regulating valve for adjusting the discharge pressure of the oil pump to the line pressure;
A first oil passage for supplying lubricating oil from the oil pump to the pressure regulating valve;
A second oil passage for supplying lubricating oil from the pressure regulating valve to the clutch,
The pressure regulating valve is
A casing,
A spool slidably provided in the casing;
A valve spring provided on one end side of the casing and biasing the spool toward the other end of the casing;
A pressure chamber provided on the other end side in the casing and communicating with the first oil passage;
A first port connected to the first oil passage;
A second port connected to the second oil passage;
The spool has a first small diameter portion smaller in diameter than the inner diameter of the casing and a second small diameter portion smaller in diameter than the first small diameter portion, and a choke portion is defined between the first small diameter portion and the casing. And defining a communication chamber between the second small diameter portion and the casing,
The lubricating oil flowing in from the first port is configured to be discharged from the second port through the communication chamber and the choke portion,
The spool is configured to move in the one end direction against the elastic force of the valve spring and increase the length of the choke portion through which the lubricating oil passes as the hydraulic pressure in the pressure chamber increases. A lubricating oil supply device for a transmission.   The lubricating oil supply device for a transmission according to claim 1, wherein the second oil passage supplies lubricating oil to the friction engagement element together with the clutch. An on-off valve, a third oil passage branched from the second oil passage and connected to the on-off valve, and a fourth oil passage connecting the on-off valve and the second oil passage,
The lubricating oil supply device for a transmission according to claim 1 or 2, wherein the on-off valve is controlled to open and close in accordance with an operating state of the transmission.

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