JP5824877B2 - Powertrain lubricator - Google Patents

Description

  The present invention relates to a power train lubricating device.

  There is one that switches a planetary clutch lubrication path and a differential lubrication path by a switching valve (see Patent Document 1).

JP 2006-105212 A

  By the way, in the current power train lubrication device, the amount of lubricating oil required to be supplied to the planetary gear differs depending on the state of the planetary gear.

  However, the current powertrain lubrication system has a structure in which the amount of lubricating oil cannot be changed, so the amount of lubricating oil supplied is set according to the planetary gear state that requires the maximum amount of lubricating oil. Yes. For this reason, in the planetary gear state that does not require the maximum amount of lubricating oil, the amount of lubricating oil is excessive, and there is a problem of increasing friction. Therefore, it is conceivable to switch the amount of lubricating oil between a planetary gear state that requires the maximum amount of lubricating oil and a planetary gear state that does not require the maximum amount of lubricating oil.

  In this case, using a switching valve that is operated by control oil pressure as in the technique of Patent Document 1 described above complicates the structure of the switching valve and causes an increase in cost.

  Therefore, an object of the present invention is to provide a device that can change the amount of lubricating oil of a planetary gear without newly adding a solenoid valve or a switching valve that is operated by hydraulic pressure.

The power train lubrication device of the present invention is a power train lubrication device including a transmission. Then, a planetary gear having a sun gear, a ring gear and a carrier as rotating elements, a lubricating oil supply passage for supplying oil for lubrication to the planetary gear, and a switching for changing the fastening state of the planetary gear by switching the hydraulic pressure supply path And a lubricating oil amount changing valve that is mechanically connected to the switching device and can change the amount of lubricating oil flowing through the lubricating oil supply passage in accordance with the movement of the switching device. The transmission is a belt-type continuously variable transmission. And a forward / reverse switching mechanism configured using the planetary gear, wherein the switching device is a manual valve capable of switching between forward and reverse of the vehicle, and the lubricating oil amount changing valve is mechanically connected to the manual valve. Connected .

  According to the present invention, the lubricating oil amount changing valve is driven in conjunction with a switching device represented by a manual valve, a solenoid valve, or the like, that is, in conjunction with an existing valve. The lubricating oil amount of the planetary gear can be changed with a simple configuration without adding a new valve.

1 is a schematic configuration diagram of a vehicle including a power train according to a first embodiment of the present invention. It is the schematic of the forward / reverse switching mechanism of 1st Embodiment. It is a hydraulic circuit diagram of the forward / reverse switching mechanism of the first embodiment. It is a schematic block diagram of a vehicle provided with the power train of 2nd Embodiment. It is a hydraulic circuit diagram of three each fastening elements at the time of advance 2nd speed of a 2nd embodiment. It is a partial hydraulic circuit diagram of three fastening elements at the time of forward first speed and reverse of the second embodiment. It is a hydraulic circuit diagram of three each fastening elements at the time of advance 2nd speed of a 3rd embodiment. It is a hydraulic circuit diagram of three each fastening elements at the time of reverse of a 3rd embodiment. FIG. 10 is a hydraulic circuit diagram of three fastening elements at a first forward speed of a third embodiment. It is a hydraulic circuit diagram of each of three fastening elements at the time of advance 2nd speed of a 4th embodiment. It is a hydraulic-circuit figure of each three fastening elements at the time of advance 1st speed of 4th Embodiment. It is a hydraulic circuit diagram of three each fastening elements at the time of reverse of 4th Embodiment.

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

(First embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle 1 including a power train according to the first embodiment of the present invention, and FIG. 2 is a schematic diagram of a forward / reverse switching mechanism. Hereinafter, the power train is a generic term for a continuous mechanism from the engine 2 to the differential gear 15.

  In FIG. 1, a belt type continuously variable transmission 9 is connected to an engine 2 as a drive source via a torque converter 3 and a forward / reverse switching mechanism 5.

  The forward / reverse switching mechanism 5 has a forward clutch 7 and a reverse brake 8, and switches forward / backward movement of the vehicle 1 by the supply pressure supplied from the supply pressure control unit 29.

  The forward / reverse switching mechanism 5 includes a planetary gear 6 and two fastening elements 7 and 8 as shown in FIG. That is, the planetary gear 6 includes a sun gear 6a, a pinion 6b disposed on the outer periphery of the sun gear 6a and meshed with the sun gear 6a, a ring gear 6c disposed on the outer periphery of the pinion 6b and meshed with the pinion 6b, and a carrier 6d.

  The sun gear 6a can be connected to and disconnected from the input shaft 5a by fastening and releasing the forward clutch 7, and one end (left end in FIG. 2) of the input shaft 5a is connected to the ring gear 6c. The other end (right end in FIG. 2) of the input shaft 5a is connected to the torque converter 3.

  On the other hand, the carrier 6d that supports the pinion 6b can be coupled to and separated from the case 9a of the belt-type continuously variable transmission 9 by fastening and releasing the reverse brake 8. The carrier 6d is connected to the transmission input shaft 9b.

  When the vehicle 1 moves forward, the forward clutch 7 is engaged and the reverse clutch 8 is released. As a result, the rotational force of the input shaft 5a is directly input to the sun gear 6a, and the rotational directions of the input shaft 5a and the sun gear 6a (transmission input shaft 9b) coincide (become the same direction). At this time, in the planetary gear 6, since the rotating elements of the sun gear 6a, the pinion 6b, the ring gear 6c, and the carrier 6d rotate together, the input shaft 5a and the transmission input shaft 9b (transmission output shaft 13) rotate integrally. To do. This is a state in which the rotating element of the planetary gear 6 is integrally rotated. In the first embodiment, this state is hereinafter referred to as a “first fastening state”.

  When the vehicle 1 moves backward, the reverse brake 8 is engaged and the forward clutch 7 is released. As a result, the ring gear 6c rotates integrally with the input shaft 5a, and the carrier 6d is coupled to the case 9a by the reverse brake 8, so that the pinion 6b only rotates and motion is transmitted from the pinion 6b to the sun gear 6a. At this time, the rotation directions of the input shaft 5a and the sun gear 6a are opposite, that is, the transmission input shaft 9b is reversely rotated with respect to the input shaft 5a. In the planetary gear 6, the sun gear 6a and the ring gear 6c are in a state of relative rotation, and in the first embodiment, this state is hereinafter referred to as a “second engagement state”.

  The supply pressure control unit 29 is supplied with oil pressurized by the oil pump 16. The oil supplied by the oil pump 16 is used for operating the fastening elements (forward clutch 7 and reverse brake 8) and for forced lubrication of the planetary gear 6.

  The oil pump 16 is driven by the engine 2. The oil pump 16 pressurizes oil stored in an oil pan (not shown) provided below the belt type continuously variable transmission 9 and supplies the pressurized oil to the supply pressure control unit 29.

  The supply pressure control unit 29 operates in response to a command from the CVT control unit 20. The CVT control unit 20 has a forward / reverse switching control unit 22. The forward / reverse switching control unit 22 controls the supply pressure of hydraulic oil applied to the forward clutch 7 and the reverse brake 8 of the forward / reverse switching mechanism 5 via the supply pressure control unit 29. For example, when the forward / reverse switching control unit 22 commands the vehicle 1 to move forward, the supply pressure control unit 29 responsive to this command applies supply pressure to the forward clutch 7 and blocks supply pressure applied to the reverse brake 8. As a result, the forward clutch 7 transmits the rotation of the engine 2 to the belt-type continuously variable transmission 9 as rotation in the forward direction of the vehicle 1.

  On the other hand, when the forward / reverse switching control unit 22 commands the backward movement of the vehicle 1, the supply pressure control unit 29 that responds to this command applies supply pressure to the reverse brake 8 and blocks supply pressure applied to the forward clutch 7. As a result, the reverse brake 8 transmits the rotation of the engine 2 as the rotation of the vehicle 1 in the reverse direction.

  The belt-type continuously variable transmission 9 includes a primary pulley 10 on the input shaft side, a secondary pulley 11 connected to the transmission output shaft 13, and a V-belt 12 wound around the pair of variable pulleys 10 and 11. The input torque input to the primary pulley 10 is transmitted from the primary pulley 10 to the secondary pulley 11 via the V belt 12. The transmission output shaft 13 is connected to a differential gear 15 via an idler gear 14.

  The primary pulley 10 includes a fixed conical plate 10b that rotates integrally with an input shaft, and a movable conical plate 10a. The movable conical plate 10a is disposed at a position facing the fixed conical plate 10b to form a V-shaped pulley groove, and in the axial direction according to the oil supply pressure (primary pressure) acting on the primary pulley cylinder chamber 10c. It is configured to be displaceable. The secondary pulley 11 includes a fixed conical plate 11b that rotates integrally with the transmission output shaft 13, and a movable conical plate 11a. The movable conical plate 11a is disposed at a position facing the fixed conical plate 11b to form a V-shaped pulley groove, and in the axial direction according to the oil supply pressure (secondary pressure) acting on the secondary pulley cylinder chamber 11c. It is configured to be displaceable.

  The transmission ratio of the belt type continuously variable transmission 9 and the contact friction force of the V belt 12 are controlled by a supply pressure control unit 29.

  The shift lever position from the inhibitor switch 23 and the throttle opening from the throttle opening sensor 24 are input to the CVT control unit 20 together with signals from the primary pulley rotation speed sensor 26 and the secondary pulley rotation speed sensor 27.

  The CVT control unit 20 calculates the pulley ratio from the detection values of the two rotational speed sensors 26 and 27. Further, the vehicle speed is calculated from the detection value of the secondary pulley rotation speed sensor 27. The CVT control unit 20 and the engine control unit 28 exchange information with each other. Based on the information from the engine control unit 28, the CVT control unit 20 calculates input torque from the engine 2, and the like.

  The CVT control unit 20 also has a pulley pressure control unit 21. The pulley pressure control unit 21 controls the supply pressure of oil applied to the pulleys 10 and 11 via the supply pressure control unit 29. In the CVT control unit 20, the two movable conical plates 10 a, 11 a are displaced in the axial direction to change the contact radius between the V belt 12 and the pulleys 10, 11. The gear ratio is continuously changed.

  FIG. 3 is a hydraulic circuit diagram of the forward / reverse switching mechanism 5.

  The forward / reverse switching mechanism 5 includes operating oil supply passages 33 and 34 that supply operating oil to the forward clutch 7 and the reverse brake 8, and a manual valve 30 that switches between the two operating oil supply passages 33 and 34. The manual valve 30 is a part of the supply pressure control unit 29 shown in FIG.

  When the vehicle 1 moves backward, the manual valve 30 moves upward from the position shown in FIG. 3 in conjunction with the shift lever in the passenger compartment, blocking the communication between the main oil supply passage 31 and the working oil supply passage 33. The supply passage 31 and the hydraulic oil supply passage 34 are communicated. By supplying the working oil to the reverse brake 8 and releasing the working oil to the forward clutch 7, the reverse brake 8 is engaged and the forward clutch 7 is released. At this time, the planetary gear 6 is in the second engaged state.

  When the vehicle 1 moves forward, the manual valve 30 moves downward to the position shown in FIG. 3 in conjunction with the shift lever, communicates with the main oil supply passage 31 and the working oil supply passage 33, and operates with the main oil supply passage 31. The communication of the oil supply passage 34 is blocked. By releasing the working oil to the reverse brake 8 and supplying the working oil to the forward clutch 7, the forward clutch 7 is engaged and the reverse brake 8 is released. At this time, the planetary gear 6 is in the first engaged state.

  Further, the forward / reverse switching mechanism 5 is provided with a first lubricating oil supply passage 35 for forcibly lubricating the planetary gear 6. The first lubricating oil supply passage 35 is branched from the main oil supply passage 32, and the main oil supply passage 32 is connected to the oil pump 16. Oil from the oil pump 16 is supplied to each part of the planetary gear 6 through the first lubricating oil supply passage 35 to forcibly lubricate the planetary gear 6. Note that a second lubricating oil supply passage 36 branched from the main oil supply passage 32 and a lubricating oil amount switching valve 37 interposed in the second lubricating oil supply passage 36 are provided. It is a member newly provided in one embodiment (described later).

  Now, when the rotating elements (especially the sun gear 6a and the ring gear 6c) of the planetary gear 6 are rotating relative to each other as when the vehicle 1 is moving backward, a relatively large amount of lubricating oil is required for each rotating element. . On the other hand, when the rotating elements of the planetary gear 6 rotate as a single unit and the relative rotation of the rotating elements does not occur as in the case where the vehicle 1 moves forward, the amount of lubricating oil with respect to the rotating elements is such that the relative rotation of the rotating elements is the same. It doesn't need as much as it happens. That is, when the vehicle 1 in which the planetary gear 6 is in the first state moves forward, the amount of lubricating oil can be less than that in the backward movement of the vehicle 1 in which the planetary gear 6 is in the second state.

  However, the current power train lubrication device has a structure in which the amount of lubricating oil of the planetary gear 6 cannot be changed. For this reason, the amount of lubricating oil of the planetary gear 6 is set to the amount required when the vehicle 1 moves backward, which requires a relatively large amount of lubricating oil. That is, the same lubricating oil is supplied as in the case where relative rotation has occurred despite the fact that relative rotation does not occur as the vehicle 1 moves forward. If the amount of lubricating oil is too large as necessary, drag torque (drag torque) in the reverse brake 8 increases. Since drag torque becomes resistance (friction), fuel efficiency is deteriorated.

  Therefore, in the first embodiment of the present invention, as shown in FIG. 3, a second lubricating oil supply passage 36 for supplying lubricating oil to the planetary gear 6 is provided in the vicinity of the manual valve 30, and this second lubricating oil is provided. A lubricating oil amount switching valve 37 (lubricating oil amount changing valve) is interposed in the supply passage 36. The lubricating oil amount switching valve 37 can switch the amount of lubricating oil supplied to the planetary gear 6 in two stages. That is, the second lubricating oil supply passage 36 is provided by branching from the main oil supply passage 32, and the second lubricating oil supply passage 36 is joined to the first lubricating oil supply passage 35 downstream of the lubricating oil amount switching valve 37.

  The second lubricating oil supply passage 36 is opened / closed by mechanically connecting the lubricating oil amount switching valve 37 to the manual valve 30 via the member 38. In other words, the lubricating oil amount switching valve 37 shuts off the second lubricating oil supply passage 36 when the vehicle advances to supply the operating oil to the forward clutch 7 by the manual valve 30. On the other hand, the lubricating oil amount switching valve 37 opens the second lubricating oil supply passage 36 when the vehicle moves backward to supply the working oil to the reverse brake 8. In this way, the second lubricating oil supply passage 36 and the lubricating oil amount switching valve 37 are additionally provided.

  First, when the vehicle 1 moves forward with the manual valve 30 in the position shown in FIG. 3, the main oil supply passage 31 and the hydraulic oil supply passage 33 are communicated, and the communication between the main oil supply passage 31 and the hydraulic oil supply passage 34 is blocked. . The lubricating oil amount switching valve 37 that moves integrally with the manual valve 30 blocks the second lubricating oil supply passage 36. Thus, only the lubricating oil flow rate that always flows through the first lubricating oil supply passage 35 (this lubricating oil flow rate is referred to as “first reference lubricating oil flow rate”) is supplied to the planetary gear 6. When the vehicle 1 moves forward, the planetary gear 6 in the first engagement state does not rotate relative to the vehicle 1 and the amount of lubricating oil may be smaller than when the vehicle 1 moves backward. By using the forced lubrication of No. 6, it is possible to satisfy the demand when the vehicle 1 moves forward.

  On the other hand, when the vehicle 1 moves to a position where the manual valve 30 moves downward from the position shown in FIG. 3, the communication between the main oil supply passage 31 and the working oil supply passage 33 is cut off and the main oil supply passage 31 operates. The oil supply passage 34 is communicated. The lubricating oil amount switching valve 37 that moves integrally with the manual valve 30 opens the second lubricating oil supply passage 36. As a result, an additional lubricating oil flow rate (this lubricating oil flow rate is referred to as “first additional lubricating oil flow rate”) when the lubricating oil amount switching valve 37 opens the second lubricating oil supply passage 36 to the first reference lubricating oil flow rate. .) Is added and flows. When the vehicle 1 moves backward, the planetary gear 6 in the second engaged state rotates relative to the vehicle 1 and requires a larger amount of lubricating oil than when the vehicle 1 moves forward. At this time, by using the sum of the first reference lubricating oil flow rate and the first additional lubricating oil flow rate for the forced lubrication of the planetary gear 6, it is possible to satisfy the requirements when the vehicle 1 moves backward.

  In the first embodiment, the case where the lubricating oil amount switching valve 37 is mechanically connected to the manual valve 30 has been described. However, the present invention is not limited to this. For example, the lubricating oil amount switching valve 37 may be driven via a mechanism that is mechanically interlocked with the position of the range instructing the vehicle 1 to move forward and backward.

  Moreover, although the case where the lubricating oil amount switching valve 37 is provided in the second lubricating oil supply passage 36 has been described, the present invention is not limited to this. For example, if the oil supply passage near the manual valve 30 has a sufficient flow rate through the passage, the lubricating oil supply passage branched from the oil supply passage is joined to the first lubricating oil supply passage 35. Then, it is conceivable that a lubricating oil amount switching valve 37 mechanically connected to the manual valve 30 is interposed in the branch lubricating oil supply passage.

  Moreover, although 1st Embodiment demonstrated the case where the 2nd lubricating oil supply channel | path 36 was branched, it is not restricted to this. For example, a flow rate adjusting valve is provided in the first lubricating oil supply passage 35 having a sufficient flow rate. Then, when the vehicle 1 moves forward, the lubricating oil flow rate of the first predetermined value A is made to flow, and when the vehicle 1 moves backward, the flow rate adjusting valve is opened to add the lubricating oil amount by B−A to the second predetermined value. The lubricating oil flow rate of B (B> A) may flow.

  Here, the function and effect of the first embodiment will be described.

  According to the first embodiment, a power train lubrication device including a belt-type continuously variable transmission 6 (transmission), which includes a planetary gear 6 having a sun gear 6a, a pinion 6b, a ring gear 6c, and a carrier 6d, and the planetary gear. Lubricating oil supply passages (35, 36) for supplying oil for lubrication to the gear 6, a manual valve 30 (switching device) for changing the fastening state of the planetary gear 6, and a mechanical connection to the manual valve 30 And a lubricating oil amount switching valve 37 (lubricating oil amount changing valve) capable of changing the amount of lubricating oil flowing through the lubricating oil supply passage (35, 36) in accordance with the movement of the manual valve 30. Since the lubricating oil amount switching valve 37 is driven in conjunction with the manual valve 30, that is, in conjunction with the existing manual valve, a simple configuration can be achieved without newly adding a solenoid valve or a hydraulic switching valve. The amount of lubricating oil of the planetary gear 6 can be changed.

  Further, depending on the engagement state of the planetary gear 6, the amount of lubricating oil required may be relatively small. In this case, reducing the amount of lubricating oil of the planetary gear 6 to an appropriate amount can reduce friction and improve fuel efficiency.

  According to the first embodiment, in the first fastening state in which the rotating elements of the planetary gear 6 are integrally rotated, the amount of lubricating oil is less than that in the second fastening state in which the sun gear 6a and the ring gear 6c rotate relative to each other. Therefore, the lubricating oil corresponding to each of the two fastening states of the planetary gear 6 can be supplied without excess or deficiency.

  According to the first embodiment, the transmission includes the belt-type continuously variable transmission 9 and the forward / reverse switching mechanism 5 configured using the planetary gear 6, and the switching device moves the vehicle 1 forward and backward. This is a manual valve 30 that can be switched, and a lubricating oil amount switching valve 37 is mechanically connected to the manual valve 30. Therefore, when the forward / reverse switching mechanism 5 is configured using the planetary gear 6, the shift change of the driver The amount of lubricating oil can be changed reliably in conjunction with this.

  According to the first embodiment, when the planetary gear 6 is in the first engagement state when the vehicle 1 moves forward and in the second engagement state when the vehicle 1 moves backward, the lubricating oil amount switching valve 37 when the vehicle 1 moves forward. Reduces the amount of lubricating oil compared to when the vehicle 1 moves backward, so that when the advance switching mechanism 5 is configured using the planetary gear 6, each engagement of the planetary gear 6 when the vehicle 1 moves forward and when the vehicle 1 moves backward. Depending on the state, the amount of lubricating oil can be supplied without excess or deficiency.

(Second Embodiment)
FIG. 4 is a schematic configuration diagram of a vehicle 1 including a power train according to the second embodiment of the present invention. The same parts as those in FIG. 1 of the first embodiment are denoted by the same reference numerals.

  The first embodiment is a case where a belt type continuously variable transmission 9 and a forward / reverse switching mechanism 5 configured using a planetary gear 6 are provided. In the second embodiment, the belt-type continuously variable transmission 9 and the automatic transmission 40 including the auxiliary transmission 42 configured using the planetary gear 43 are symmetrical.

  An automatic transmission 40 is connected to the engine 2 as a drive source via a torque converter 3 and a reduction gear 39. Drive wheels 17 are coupled to a transmission output shaft (propeller shaft) 13 of the automatic transmission 40 via an idler gear 14 and a differential gear 15.

  The automatic transmission 40 includes a belt type continuously variable transmission 41 and an auxiliary transmission 42. The belt type continuously variable transmission 41 includes a primary pulley 41a connected to the output shaft of the reduction gear 39, a secondary pulley 41b connected to the input shaft 42a of the sub-transmission 42, and a V belt 41c wound between them. Have The primary pulley 41a and the secondary pulley 41b are supplied with hydraulic oil, and the pulley width can be freely changed according to the supply pressure of the hydraulic oil. As a result, the belt-type continuously variable transmission 41 controls the supply pressure (primary pressure) to the primary pulley 41a and the supply pressure (secondary pressure) to the secondary pulley 41b, thereby making the transmission ratio stepless. It can be changed.

  Further, a shift control unit 47 for controlling the shift of the automatic transmission 40 is provided. The transmission control unit 47 includes a continuously variable transmission control unit 48 and a stepped transmission control unit 49. The shift control unit 47 calculates the target input rotation speed of the automatic transmission 40, and the continuously variable transmission control unit 48 continuously controls the gear ratio of the belt-type continuously variable transmission 41 based on the target input rotation speed. . The shift control unit 47 calculates the target shift stage of the sub-transmission 42, and the stepped shift control unit 49 controls to the target shift stage. That is, for the entire automatic transmission 40, the target transmission ratio is realized by coordinating the shift control of the belt-type continuously variable transmission 41 and the shift control of the auxiliary transmission 42.

  The auxiliary transmission 42 includes a Ravigneaux planetary gear 43 and three fastening elements 44, 45, 46. That is, the Ravigneaux planetary gear 43 inputs the composite sun gear 43a by connecting the secondary pulley 41b to the composite sun gear 43a, and outputs the carrier 43b by connecting the carrier 43b to the transmission output shaft 13. It is a stepped transmission. The composite sun gear 43a is fixed to the case 42a of the auxiliary transmission 42 via the low brake 44, and the carrier 43b is connected to the ring gear 43c via the high clutch 45. Further, the ring gear 43 c is fixed to the case 42 a of the auxiliary transmission 42 via the reverse brake 46.

  5 and 6 are hydraulic circuit diagrams of the three engaging elements (low brake 44, high clutch 45, reverse brake 46). FIG. 5 shows a state of the vehicle 1 at the second forward speed, and FIG. 6 shows a state of the vehicle 1 at the first forward speed / reverse. FIG. 6 shows a case where both the low brake solenoid valve 54 and the reverse brake solenoid valve 56 are ON for convenience. Actually, only the low brake solenoid valve 54 is turned on when the vehicle 1 is in the first forward speed, and only the reverse brake solenoid valve 56 is turned on when the vehicle 1 is moved backward.

  Operating oil supply passages 51, 52, and 53 that branch from the main oil supply passage 50 to the three fastening elements 44, 45, and 46, and that are interposed in the hydraulic oil supply passages 51 to 53, respectively. Solenoid valves 54, 55, and 56 are provided. The solenoid valves 54 to 56 open and shut off the hydraulic oil supply passages 51 to 53 in response to a signal from the stepped shift control unit 49.

  Specifically, each of the solenoid valves 54 to 56 is stroked in one direction (left and right directions in FIGS. 5 and 6) with the first port a and the second port b, so that these two ports a and b. And a spool c (valve body) for switching between communication and blocking. The working oil from the oil pump 16 is supplied to the first port a, and the working oil is supplied to the fastening elements 44 to 46 from the second port b. A ring-shaped communication hole d is provided on the outer periphery of the spool c. When the spool c is in the initial position (the left end in FIGS. 5 and 6) by a spring (not shown), the communication hole d does not communicate with one port b, and the communication between the two ports a and b is blocked. . On the other hand, when the spool c strokes from the initial position to a predetermined position, the two ports a and b communicate with each other through the communication hole d.

  The auxiliary transmission 42 is controlled as follows when the vehicle 1 is in the first forward speed, when the vehicle 1 is in the second forward speed, and when the vehicle 1 is moving backward. First, when the vehicle 1 is in the first forward speed, the low brake solenoid valve 54 is turned on and the remaining two solenoid valves 55 and 56 are turned off, so that hydraulic oil is supplied only to the low brake 44. As a result, the low brake 44 is engaged, and the high clutch 45 and the reverse brake 46 are released. At this time, the rotational elements of the Ravigneaux planetary gear 43 rotate relative to each other, and the rotational speed of the transmission output shaft 13 becomes slower than the rotational speed of the auxiliary transmission input shaft 42a. In the Ravigneaux planetary gear 43, the sun gear 43a and the ring gear 43c are in a state of relative rotation. In the second embodiment, this state is hereinafter referred to as a “second engagement state”.

  When the vehicle 1 is in the second forward speed, the high clutch solenoid valve 55 is turned on and the remaining two solenoid valves 54 and 56 are turned off, so that hydraulic oil is supplied only to the high clutch 45. As a result, the high clutch 45 is engaged and the low brake 44 and the reverse brake 46 are released. At this time, in the Ravigneaux planetary gear mechanism 43, the rotating elements of the sun gear 43a, the carrier 43b, and the ring gear 43c rotate integrally, so that the auxiliary transmission input shaft 42a and the transmission output shaft 13 rotate integrally. This is a state in which the rotating element of the Ravigneaux planetary gear 43 is integrally rotated. In the second embodiment, this state is hereinafter referred to as a “first fastening state”.

  When the vehicle 1 moves backward, the reverse brake solenoid valve 56 is turned on and the remaining two solenoid valves 54 and 55 are turned off, so that the operating oil is supplied only to the reverse brake 46. As a result, the reverse brake 46 is engaged and the low brake 44 and the high clutch 45 are released. At this time, the rotating elements of the Ravigneaux planetary gear 43 rotate relative to each other, and the transmission output shaft 13 rotates in reverse with respect to the auxiliary transmission input shaft 42a. In the Ravigneaux planetary gear 43, the sun gear 43a and the ring gear 43c are in a state of relative rotation. In the second embodiment, this state is also referred to as a “second engagement state” hereinafter.

  Table 1 below summarizes the relationship between fastening and releasing of the fastening elements 44 to 46 in controlling the auxiliary transmission 42. In Table 1, the low brake is “L / B”, the high clutch is “H / C”, the reverse brake is “R / B”, the engaged state is “◯”, and the released state is “x”.

  In this way, by supplying the working oil to each of the three fastening elements 44 to 46, the fastening elements 44 to 46 can be arbitrarily engaged and released according to the supply pressure of the working oil. Accordingly, the first forward speed of the vehicle 1, the second forward speed of the vehicle 1, and the reverse movement can be selected by controlling the supply pressure of the hydraulic oil to the three fastening elements 44 to 46.

  Further, a first lubricating oil supply passage 58 for forcibly lubricating the Ravigneaux planetary gear 43 is provided in the vicinity of the high clutch solenoid valve 55. The first lubricating oil supply passage 58 is connected to the oil pump 16, and the oil pressurized by the oil pump 16 is supplied to each part of the Ravigneaux planetary gear through the first lubricating oil supply passage 58, and the Ravigneaux planetary gear. Forcibly lubricate. The second lubricating oil supply passage 61 and the lubricating oil amount switching valve 62 are provided, which are newly provided in the second embodiment of the present invention and will be described later.

  Now, when the vehicle 1 of forward first speed and forward second speed travels forward, the vehicle travels with either the low brake 44 or the high clutch 45 engaged. At the first forward speed of the vehicle 1, only the low brake 44 is engaged and the remaining two engagement elements 45, 46 are released, so the Ravigneaux planetary gear 43 is in the second engagement state. In the second fastening state, a relatively large amount of lubricating oil is required for each rotating element (sun gear 43a, carrier 43b, ring gear 43c).

  On the other hand, when the vehicle 1 is in the second forward speed, only the high clutch 45 is engaged and the remaining two engagement elements 44 and 46 are released, so the Ravigneaux planetary gear mechanism 43 is in the first engagement state. In the first engaged state, the amount of lubricating oil for each rotating element (sun gear 43a, carrier 43b, ring gear 43c) is not required as much as in the second engaged state. If the amount of lubricating oil is too large, drag torque (drag torque) in the low brake 44 and reverse brake 46 increases. Since drag torque becomes resistance (friction), fuel efficiency is deteriorated. When the second forward speed of the vehicle 1 is selected, the secondary pulley 41b side is accelerated by the belt-type continuously variable transmission 41, and the auxiliary transmission 42 installed on the secondary pulley 41b side is Since the rotation speed is high, there is a problem that drag torque caused by unnecessary lubricating oil tends to cause deterioration of fuel consumption.

  When the required amount of lubricating oil is added to Table 1 above, the following Table 2 is obtained.

  As shown in Table 2, at the time of the second forward speed of the vehicle 1 in which the Ravigneaux planetary gear 43 is in the first engagement state, the time of the first forward speed of the vehicle 1 in which the Ravigneaux planetary gear 43 is in the second engagement state. This means that a smaller amount of lubricating oil is sufficient than when reversing. That is, between the second forward speed of the vehicle 1 in which the Ravigneaux planetary gear 43 is in the first engaged state, and the first forward speed and the reverse of both the one in which the vehicle Ravigneaux planetary gear 43 is in the second engaged state. It turns out that it is desirable to divide into two and to change the amount of lubricating oil in both.

  Therefore, in the second embodiment, as shown in FIG. 5, a second lubricating oil supply passage 61 for supplying lubricating oil to the Ravigneaux planetary gear 43 is provided in the vicinity of the high clutch solenoid valve 55, and this second lubricating oil supply is provided. A lubricating oil amount switching valve 62 is interposed in the passage 61. The lubricating oil amount switching valve 62 (lubricating oil amount changing valve) is used to switch the lubricating oil amount supplied to the Ravigneaux planetary gear in two stages. That is, a second lubricating oil supply passage 61 is provided that branches from the main oil supply passage 50, and the second lubricating oil supply passage 61 is joined to the first lubricating oil supply passage 58 downstream of the lubricating oil amount switching valve 62.

  The second lubricating oil supply passage 61 is opened / closed by mechanically connecting the lubricating oil amount switching valve 62 to the high clutch solenoid valve 55. That is, the lubricating oil amount switching valve 62 blocks the second lubricating oil supply passage 62 at the second forward speed of the vehicle 1 that turns on the high clutch solenoid valve 55. On the other hand, the lubricating oil amount switching valve 62 opens the second lubricating oil supply passage 62 when the vehicle 1 is in the first forward speed and reverse when the high clutch solenoid valve 55 is turned off. Thus, the second lubricating oil supply passage 61 and the lubricating oil amount switching valve 62 are additionally provided.

  First, when the vehicle 1 is in the first forward speed and when the vehicle 1 is reverse, as shown in FIG. 6, the high clutch solenoid valve 55 is turned OFF, and no operating oil is supplied to the high clutch 45 (high clutch pressure is reduced). Not generated). At this time, the lubricating oil amount switching valve 62 mechanically connected to the high clutch solenoid valve 55 opens the second lubricating oil supply passage 61. As a result, the lubricating oil flow rate constantly flowing through the first lubricating oil supply passage 58 is added to the lubricating oil amount switching valve 62 and the additional lubricating oil flow amount due to the opening of the second lubricating oil supply passage 61 is added. Hereinafter, the flow rate of the lubricating oil always flowing through the first lubricating oil supply passage 58 is referred to as a “second reference lubricating oil flow rate”, and the additional lubricating oil flow rate due to the opening of the second lubricating oil supply passage 61 by the lubricating oil amount switching valve 62 is determined. This is referred to as “second additional lubricating oil flow rate”.

  The Ravigneaux planetary gear 43 in the second engagement state is rotating relative to the vehicle 1 at the first forward speed and reverse, and requires a larger amount of lubricating oil than the second forward speed of the vehicle 1. At this time, the total of the second reference lubricating oil flow rate and the second additional lubricating oil flow rate is used for forced lubrication of the Ravigneaux planetary gear 43, thereby satisfying the requirements for the first forward speed of the vehicle 1 and the backward movement of the vehicle 1. be able to.

  On the other hand, at the second forward speed, as shown in FIG. 5, the high clutch solenoid valve 55 is turned on and hydraulic oil is supplied to the high clutch 45 (high clutch pressure is generated). At this time, the lubricating oil amount switching valve 62 mechanically connected to the high clutch solenoid valve 55 blocks the second lubricating oil supply passage 61. As a result, only the second reference lubricating oil flow rate is supplied to the Ravigneaux planetary gear 43. When the vehicle 1 is in the second forward speed, the Ravigneaux planetary gear 43 in the first engagement state is not relatively rotated, and the amount of lubricating oil may be smaller than that in the first forward speed and the reverse. Therefore, by using only the second reference lubricating oil flow rate for the forced lubrication of the Ravigneaux planetary gear 43, it is possible to satisfy the requirements for the second forward speed of the vehicle 1.

  In the second embodiment, the case where the lubricating oil amount switching valve 62 is provided in the second lubricating oil supply passage 61 has been described. However, the present invention is not limited to this. For example, if the oil supply passage near the high clutch solenoid valve 55 has a sufficient flow rate through the passage, the lubricating oil supply passage branched from the oil supply passage joins the first lubricating oil supply passage 58. Let It is conceivable that a lubricating oil amount switching valve 62 mechanically connected to the high clutch solenoid valve 55 is interposed in the branch lubricating oil supply passage.

  Moreover, although 2nd Embodiment demonstrated the case where the 2nd lubricating oil supply channel | path 61 was branched, it is not restricted to this. For example, a flow rate adjusting valve is provided in the first lubricating oil supply passage 58 having a sufficient flow rate. When the vehicle 1 is in the second forward speed, the lubricating oil flow rate of the first predetermined value C is made to flow. When the vehicle 1 is in the first forward speed and the reverse time, the flow rate adjustment valve is opened and the amount of lubricating oil is set to D. A structure may be adopted in which only -C is added and the lubricating oil flow rate of the second predetermined value D (D> C) flows.

  The second embodiment has the same effects as the first embodiment. That is, according to the second embodiment, a power train lubrication device including an automatic transmission 40 (transmission), a Ravigneaux planetary gear 43 having a sun gear 43a, a ring gear 43c and a carrier 43b, and the Ravigneaux planetary gear 43 are provided. A lubricating oil supply passage (58, 61) for supplying oil for lubrication, solenoid valves 54 to 56 (switching device) for changing the fastening state of the Ravigneaux planetary gear 43, and one of the solenoid valves. Lubricating oil amount switching valve 62 (lubricating oil amount change) which is mechanically connected to the high clutch solenoid valve 55 and can change the lubricating oil amount flowing through the lubricating oil supply passages (58, 61) according to the movement of the high clutch solenoid valve 55. Valve). Since the lubricating oil amount switching valve 62 is driven in conjunction with the solenoid valve 55, that is, in conjunction with the existing solenoid valve 55, a simple configuration can be achieved without newly adding a solenoid valve or a switching valve operated by hydraulic pressure. Thus, the amount of lubricating oil of the Ravigneaux planetary gear 43 can be changed.

  Further, depending on the fastening state of the Ravigneaux planetary gear 43, the required amount of lubrication may be relatively small. In this case, by reducing the amount of lubricating oil of the Ravigneaux planetary gear 43 to an appropriate amount, friction can be reduced and fuel efficiency can be improved.

  According to the second embodiment, when the Ravigneaux planetary gear 43 is entirely engaged, the amount of lubricating oil is less than that in the second engagement state in which the sun gear 43a and the ring gear 43c rotate relative to each other. Therefore, the lubricating oil corresponding to each of the two fastening states of the Ravigneaux planetary gear 43 can be supplied without excess or deficiency.

  According to the second embodiment, the automatic transmission 40 includes a belt-type continuously variable transmission 41 and an auxiliary transmission mechanism that is connected to the output shaft of the belt-type continuously variable transmission 41 and is configured using a Ravigneaux planetary gear 43. 42, the auxiliary transmission 42 includes a low brake 44 for realizing the first forward speed of the vehicle 1, a high clutch 45 for realizing the second forward speed of the vehicle 1, and a reverse movement of the vehicle 1. There are three fastening elements of the reverse brake 46 for realizing, and the switching device is three solenoid valves 54 to 56 that can switch between fastening and opening of each of the three fastening elements 44 to 46, and these three solenoids Since the lubricating oil amount switching valve 62 (lubricating oil amount changing valve) is mechanically connected to the high clutch solenoid valve 55 which is one of the valves 54 to 56, the Ravigneaux planetary gear 43 is used. When constituting the transmission 42, it can change the lubricating oil amount in conjunction with the movement of the high clutch solenoid valve 55.

  According to the second embodiment, when the Ravigneaux planetary gear 43 is in the first engagement state when the vehicle 1 is in the second forward speed, the vehicle 1 is in the second engagement state when the vehicle 1 is in the first forward speed and reverse. When the first forward first speed and reverse, the lubricating oil amount switching valve 62 (lubricating oil amount changing valve) increases the amount of lubricating oil compared to the second forward speed of the vehicle 1, so the sub-transmission using the Ravigneaux planetary gear 43 is used. 42, the amount of lubricating oil is excessive or insufficient depending on the engagement state of the Ravigneaux planetary gear 43 when the vehicle 1 is in the second forward speed, when the vehicle 1 is in the first forward speed, and when the vehicle 1 is reverse. Can be supplied without.

(Third embodiment)
FIGS. 7, 8, and 9 are hydraulic circuit diagrams of the three fastening elements (low brake 44, high clutch 45, reverse brake 46). 7 shows the state of the vehicle 1 at the second forward speed, FIG. 8 shows the state of the vehicle 1 when the vehicle 1 moves backward, and FIG. 9 shows the state of the vehicle 1 at the first forward speed. The same number is attached | subjected to the same part as FIG. 5, FIG. 6 of 2nd Embodiment.

  In the third embodiment, first and second lubricating oil supply passages 58 and 61 for supplying lubricating oil to the Ravigneaux planetary gear 43 are provided in the vicinity of the low brake solenoid valve 54 ′, and the second lubricating oil supply passage 61 is provided. Is provided with a lubricating oil amount switching valve 62. The lubricating oil amount switching valve 62 switches the amount of lubricating oil supplied to the Ravigneaux planetary gear 43 in two stages. That is, a second lubricating oil supply passage 61 is provided that branches from the main oil supply passage 50, and the second lubricating oil supply passage 61 is joined to the first lubricating oil supply passage 58 downstream of the lubricating oil amount switching valve 62.

  The second lubricating oil supply passage 61 is opened / closed by mechanically connecting the lubricating oil amount switching valve 62 to the low brake solenoid valve 54 '. Thus, the second lubricating oil supply passage 61 and the lubricating oil amount switching valve 62 are additionally provided.

  Up to this point, the configuration is the same as that of the second embodiment, but the configuration of the low brake solenoid valve 54 'is different from that of the low brake solenoid valve 54 of the second embodiment. That is, in the low brake solenoid valve 54 of the second embodiment, when the spool c is in the initial position by a spring (not shown), the communication hole d does not communicate with one port b, and the two ports a and b communicate with each other. (See FIG. 5). When the spool c strokes from the initial position to a predetermined position, the two ports a and b communicate with each other through the communication hole d (see FIG. 6).

  On the other hand, in the low brake solenoid valve 54 'of the third embodiment, the spool c can take three different stroke positions at the second forward speed, at the reverse, and at the first forward speed. That is, first, at the second forward speed of the vehicle 1, as shown in FIG. 7, it is assumed that the current (solenoid current) supplied to the low brake solenoid valve 54 'is zero and the spool c is in the initial position. The communication hole d does not communicate with one port b ′, and the communication between the two ports a ′ and b ′ is cut off, so that no operating oil is supplied to the low brake 44 (low brake pressure is generated). Not). At this time, the lubricating oil amount switching valve 62 mechanically connected to the low brake solenoid valve 54 ′ blocks the second lubricating oil supply passage 61. As a result, only the second reference lubricating oil flow rate is supplied to the Ravigneaux planetary gear 43, and the amount of lubricating oil can be reduced as compared to when the vehicle 1 is moving backward and at the first forward speed.

  Next, when the vehicle 1 moves backward, a small current is passed through the solenoid of the low brake solenoid valve 54 'as shown in FIG. As a result, while the spool c strokes from the initial position to a predetermined position, the lubricating oil amount switching valve 62 opens the second lubricating oil supply passage 61 while maintaining the state where the operating oil is not supplied to the low brake 44. To do. While the spool c strokes to a predetermined position, the communication hole d does not communicate with one port b ′, and the communication between the two ports a ′ and b ′ is cut off. Is in a state where it is not supplied.

  Finally, as shown in FIG. 9, when the vehicle 1 is in the first forward speed, the solenoid current of the low brake solenoid valve 54 ′ is adjusted to flow above the minute current to flow the spool c to the maximum position. Stroke. At this time, the two ports a ′ and b ′ are communicated with each other through the communication hole d so that the working oil is supplied to the low brake 44, and the lubricating oil amount switching valve 62 is connected to the second lubricating oil supply passage 61. Try to open. As a result, when the vehicle 1 moves backward and at the first forward speed, the second additional lubricating oil flow rate is added to the second reference lubricating oil flow rate, and the amount of lubricating oil can be increased as compared with the second forward speed of the vehicle 1.

  As described above, with respect to the low brake solenoid valve 54 ′, the lubricating oil amount switching valve 62 is connected to the lubricating oil while the communication between the two ports a ′ and b ′ is blocked while the spool c strokes from the initial position to a predetermined position. The positions of the two ports a ′ and b ′ and the communication hole d are set so that the amount can be changed.

  The advantage of the third embodiment is that the amount of lubricating oil added to the second reference lubricating oil flow rate is adjusted while the operating oil is not supplied to the low brake 44 even at the second forward speed of the vehicle 1. The lubrication oil amount can be changed at any time. For example, when the amount of lubricating oil is required for the forward first speed of the vehicle 1 such as during a gear shift, the second lubricating oil supply passage 61 is opened while no operating oil is supplied to the low brake 44. The lubricating oil amount is kept larger than the second reference lubricating oil flow rate. After the shift is completed, it is possible to reduce the amount of lubricating oil to the second reference lubricating oil flow rate by shutting off the second lubricating oil supply passage 61 while the operating oil is not supplied to the low brake 44. It becomes.

  It is also possible to finely adjust the amount of lubricating oil, and to change the amount of lubricating oil when the vehicle 1 moves forward at the first speed and when the vehicle 1 moves backward. For example, the amount of lubricating oil may be smaller when the vehicle 1 is moving backward than when the vehicle 1 is moving forward at the first speed. In this case, if the amount of current flowing to the solenoid of the low brake solenoid valve is adjusted to reduce the amount (ratio) of the lubricating oil amount switching valve 62 opening the second lubricating oil supply passage 61 to reduce the amount of lubricating oil. good.

According to 3rd Embodiment, in addition to the effect of 2nd Embodiment, the following effect can be obtained. That is, according to the third embodiment, the low brake solenoid valve 54 ′ to which the lubricating oil amount switching valve 62 is mechanically connected is the first port a ′ for supplying the working oil to the low brake 44 (fastening element). And the second port b ′ to which the working oil from the oil pump 16 is supplied , and the communication between the two ports a ′ and b ′ are switched via the communication hole d by stroke in one direction. The lubricating oil amount switching valve 62 changes the lubricating oil amount while the communication between the two ports a ′ and b ′ is cut off while the spool c strokes from the initial position to a predetermined position. Since each position of 1st, 2nd port a ', b' and the communicating hole d is set so that it can do, it can be changed to arbitrary lubrication oil quantity at arbitrary timings.

(Fourth embodiment)
10, FIG. 11 and FIG. 12 are hydraulic circuit diagrams of the three fastening elements (low brake 44, high clutch 45, reverse brake 46). 10 shows the state of the vehicle 1 at the second forward speed, FIG. 11 shows the state of the vehicle 1 at the first forward speed, and FIG. 12 shows the state of the vehicle 1 when the vehicle 1 moves backward. The same parts as those in FIGS. 7, 8, and 9 of the third embodiment are denoted by the same reference numerals.

  The fourth embodiment is a pair with the third embodiment. In the fourth embodiment, first and second lubricating oil supply passages 58 and 61 for supplying lubricating oil to the Ravigneaux planetary gear 43 are provided in the vicinity of the reverse brake solenoid valve 56 ′, and the second lubricating oil supply passage 61 is provided. Is provided with a lubricating oil amount switching valve 62. The lubricating oil amount switching valve 62 switches the amount of lubricating oil supplied to the Ravigneaux planetary gear 43 in two stages. That is, a second lubricating oil supply passage 61 is provided that branches from the main oil supply passage 50, and the second lubricating oil supply passage 61 is joined to the first lubricating oil supply passage 58 downstream of the lubricating oil amount switching valve 62.

  The second lubricating oil supply passage 61 is opened / closed by mechanically connecting the lubricating oil amount switching valve 62 to the reverse brake solenoid valve 56 '. Thus, the second lubricating oil supply passage 61 and the lubricating oil amount switching valve 62 are additionally provided.

  Up to this point, the configuration is the same as that of the second embodiment, but the configuration of the reverse brake solenoid valve 56 'is different from that of the low brake solenoid valve 54 of the second embodiment. That is, in the low brake solenoid valve 54 of the second embodiment, when the spool c is in the initial position by a spring (not shown), the communication hole d does not communicate with one port b, and the two ports a and b communicate with each other. (See FIG. 5). When the spool c strokes from the initial position to a predetermined position, the two ports a and b communicate with each other through the communication hole d (see FIG. 6).

  On the other hand, in the reverse brake solenoid valve 56 'of the fourth embodiment, the spool c can take three different stroke positions at the second forward speed, the first forward speed, and the reverse. That is, first, at the second forward speed of the vehicle 1, as shown in FIG. 10, it is assumed that the current (solenoid current) supplied to the reverse brake solenoid valve 56 'is zero and the spool c is in the initial position. The communication hole d does not communicate with one of the ports b ′ and the communication between the two ports a ′ and b ′ is cut off, so that no operating oil is supplied to the reverse brake 46 (low brake pressure is generated). Not). At this time, the lubricating oil amount switching valve 62 mechanically connected to the reverse brake solenoid valve 56 ′ blocks the second lubricating oil supply passage 61. As a result, only the second reference lubricating oil flow rate is supplied to the Ravigneaux planetary gear 43, and the amount of lubricating oil can be reduced when the vehicle 1 is moving forward at the first speed and when the vehicle 1 is moving backward.

  Next, when the vehicle 1 is in the first forward speed, a minute current is passed through the solenoid of the reverse brake solenoid valve 56 'as shown in FIG. As a result, while the spool c strokes from the initial position to a predetermined position, the lubricating oil amount switching valve 62 opens the second lubricating oil supply passage 61 while maintaining the state where the working oil is not supplied to the reverse brake 46. To do. While the spool c strokes to a predetermined position, the communication hole d does not communicate with the one port b ′, and the communication between the two ports a ′ and b ′ is cut off. Is in a state where it is not supplied.

  Finally, when the vehicle 1 moves backward, as shown in FIG. 12, the solenoid current of the reverse brake solenoid valve 56 'is adjusted to a current equal to or higher than the above minute current to cause the spool c to stroke. At this time, the two ports a ′ and b ′ are communicated with each other through the communication hole d so that the working oil is supplied to the reverse brake 46, and the lubricating oil amount switching valve 62 is connected to the second lubricating oil supply passage 61. Try to open. Thus, when the vehicle 1 is in the first forward speed and reverse, the second additional lubricating oil flow rate is added to the second reference lubricating oil flow rate, and the amount of lubricating oil can be increased as compared to the second forward speed of the vehicle 1.

  As described above, the reverse brake solenoid valve 56 ′ also lubricates the lubricating oil amount switching valve 62 while the communication between the two ports a ′ and b ′ is cut off while the spool c strokes from the initial position to a predetermined position. The positions of the two ports a ′ and b ′ and the communication hole d are set so that the oil amount can be changed.

  The advantages of the fourth embodiment are the same as those of the third embodiment. That is, the advantage of the fourth embodiment is that the amount of lubricating oil added to the second reference lubricating oil flow rate is adjusted while the working oil is not supplied to the reverse brake 46 even at the second forward speed of the vehicle 1. Therefore, the amount of lubricating oil can be changed at an arbitrary timing. For example, when the amount of lubricating oil is necessary for the forward first speed of the vehicle 1 such as during a gear shift, the second lubricating oil supply passage 61 is opened while the working oil is not supplied to the reverse brake 46. The lubricating oil amount is kept larger than the second reference lubricating oil flow rate. After the shift is completed, it is possible to reduce the amount of lubricating oil to the second reference lubricating oil flow rate by shutting off the second lubricating oil supply passage 61 while operating oil is not supplied to the reverse brake 46. It becomes.

  It is also possible to finely adjust the amount of lubricating oil, and to change the amount of lubricating oil when the vehicle 1 moves forward at the first speed and when the vehicle 1 moves backward. For example, the amount of lubricating oil may be smaller when the vehicle 1 is moving backward than when the vehicle 1 is moving forward at the first speed. In this case, if the amount of current flowing to the solenoid of the reverse brake solenoid valve is adjusted to reduce the amount (ratio) of the lubricating oil amount switching valve 62 opening the second lubricating oil supply passage 61 to reduce the amount of lubricating oil. good.

  Also according to the fourth embodiment, it is possible to obtain the same effect as that of the third embodiment. That is, according to the fourth embodiment, the reverse brake solenoid valve 56 ′ to which the lubricating oil amount switching valve 62 is mechanically connected includes the first port a ′ to which the working oil from the oil pump 16 is supplied, A second port b ′ for supplying hydraulic oil to the reverse brake 46 (fastening element) and a communication stroke between the two ports a ′ and b ′ by switching in one direction are switched through the communication hole d. The lubricating oil amount switching valve 62 changes the lubricating oil amount while the communication between the two ports a ′ and b ′ is cut off while the spool c strokes from the initial position to a predetermined position. Since the respective positions of the first and second ports a ′, b ′ and the communication hole d are set so as to be able to be performed, it can be changed to an arbitrary amount of lubricating oil at an arbitrary timing. .

5 Forward / reverse switching mechanism 6 Planetary gear 7 Forward clutch 8 Reverse brake 16 Oil pump 35 First lubricating oil supply passage 30 Manual valve (switching device)
31, 32 Main oil supply passage 36 Second lubricating oil supply passage 37 Lubricating oil amount switching valve (lubricating oil amount changing valve)
44 Sub-transmission 44a Sub-transmission input shaft 44e Low brake 44f High clutch 44g Reverse brake 50 Main oil supply passage 54-56 Solenoid valve (switching device)
54 'low brake solenoid valve 56' reverse brake solenoid valve 58 first lubricating oil supply passage 61 second lubricating oil supply passage 62 lubricating oil amount switching valve (lubricating oil amount changing valve)

Claims (6)

A powertrain lubrication device including a transmission,
A planetary gear having a sun gear, a ring gear and a carrier as rotating elements;
A lubricating oil supply passage for supplying oil for lubrication to the planetary gear;
A switching device for switching the supply path of hydraulic pressure to change the fastening state of the planetary gear;
A lubricating oil amount changing valve mechanically connected to the switching device and capable of changing the amount of lubricating oil flowing through the lubricating oil supply passage according to the movement of the switching device ;
The transmission includes a belt-type continuously variable transmission and a forward / reverse switching mechanism configured using the planetary gear,
The switching device is a manual valve that can switch between forward and reverse of the vehicle,
A lubricating device for a power train , wherein the lubricating oil amount changing valve is mechanically connected to the manual valve .   The amount of lubricating oil is reduced when compared with a second fastening state in which the sun gear and the ring gear are relatively rotated in the first fastening state in which the rotating element is integrally rotated. The power train lubrication device according to claim 1. When the planetary gear is in the first engagement state when the vehicle is moving forward and in the second engagement state when the vehicle is moving backward, the lubricating oil amount change valve is set when the vehicle is moving forward when the lubricating oil amount changing valve is more 2. The power train lubrication device according to claim 1 , wherein the amount is reduced. A powertrain lubrication device including a transmission,
A planetary gear having a sun gear, a ring gear and a carrier as rotating elements;
A lubricating oil supply passage for supplying oil for lubrication to the planetary gear;
A switching device for switching the supply path of hydraulic pressure to change the fastening state of the planetary gear;
A lubricating oil amount changing valve mechanically connected to the switching device and capable of changing the amount of lubricating oil flowing through the lubricating oil supply passage according to the movement of the switching device;
With
The transmission includes a belt-type continuously variable transmission, and an auxiliary transmission mechanism configured using the planetary gear connected to an output shaft of the belt-type continuously variable transmission,
The sub-transmission includes three engagement elements: a low brake for realizing the first forward speed of the vehicle, a high clutch for realizing the second forward speed of the vehicle, and a reverse brake for realizing the reverse of the vehicle. Have
The switching device is three solenoid valves that can switch between fastening and opening of each of these three fastening elements.
These three lubricating device characteristics and to Rupa Watoren in that the lubricating oil amount changing valve to one of the solenoid valves mechanically connected. When the planetary gear is in the first engagement state at the second forward speed of the vehicle, the second engagement state at the first forward speed and the reverse of the vehicle, and at the first forward speed and reverse of the vehicle 5. The power train lubricating device according to claim 4 , wherein the lubricating oil amount changing valve increases the lubricating oil amount from the second forward speed of the vehicle. The solenoid valve to which the lubricating oil amount changing valve is mechanically connected has a first port for supplying oil to the fastening element, a second port for supplying oil from an oil pump , and a stroke in one direction. And a spool capable of switching between communication and blocking of these two ports via the communication hole,
While the spool is stroked from an initial position to a predetermined position, the first and second ports are configured so that the lubricating oil amount changing valve can change the lubricating oil amount while the communication between the two ports is cut off. The power train lubrication device according to claim 4 , wherein each position of the communication hole is set.

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