JPH0648192Y2 - Lubrication device for automatic transmission with wet starting clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a lubricating device for an automatic transmission with a wet starting clutch, and more particularly to a device for automatically adjusting the amount of lubricating oil to the wet starting clutch.

[Conventional technology]

Conventionally, there is a continuously variable transmission that is a type of automatic transmission that uses a wet clutch as a starting clutch (Japanese Patent Laid-Open No. 61-193936).

In the case of an automatic transmission with a wet starting clutch of this kind, the starting clutch is slightly or to some extent engaged in a half-clutch state before starting or during starting, and the clutch discs are slipping, so that heat is easily generated. Therefore, in such a half-clutch state, it is necessary to increase the amount of lubricating oil to the starting clutch as much as possible.

[Problems to be solved by the device]

Therefore, as disclosed in Japanese Patent Laid-Open No. 58-102827, there is one in which the amount of lubricating oil to the clutch is adjusted by a flow rate adjusting valve that is switched by the clutch pressure. In this case, the amount of lubricating oil can be zero or small when the clutch is disengaged and engaged, and a large amount of lubricating oil can be supplied to the clutch when the clutch is half.

However, in this case, since the flow rate adjusting valve is provided in the oil passage branched from the hydraulic oil passage for supplying the clutch pressure, the clutch pressure may decrease during lubrication (half clutch), There is a drawback in that it adversely affects the hydraulic control during half-clutch, which requires delicate control.

The present invention has been made in view of the above problems, and an object thereof is a wet type automatic clutch with a starter clutch, which has a simple structure and can increase the amount of lubricating oil to the starter clutch only when necessary to improve the durability of the starter clutch. It is to provide a lubricating device for a transmission.

Another object of the present invention is to provide a lubricating device for an automatic transmission with a wet start clutch, which can prevent the clutch pressure from decreasing during lubrication.

[Means for Solving the Problems]

A lubricating device for an automatic transmission with a wet-type starting clutch according to the present invention is provided with a lubricating oil passage connecting a lubricating oil supply port of a pressure regulating valve for adjusting the discharge pressure of an oil pump to a predetermined hydraulic pressure and a lubricating portion of a starting clutch. In addition, a lubrication on-off valve for opening and closing this oil passage, and an orifice in parallel with this lubrication on-off valve are provided, and a hydraulic pressure generation means for supplying different oil pressures in the high-speed ratio region and the low-speed ratio region to the lubrication on-off valve as signal oil pressure. The lubricating on-off valve is configured to open the lubricating oil passage when the oil pressure in the low speed ratio range is introduced from the oil pressure generating means, and to introduce a larger amount of lubricating oil to the lubrication portion of the starting clutch compared to the high speed ratio range. It is a thing.

[Action]

Since the gear ratio is always in the low speed ratio range before or during start, the lubrication on / off valve, to which the hydraulic pressure in the low speed ratio range is guided from the hydraulic pressure generation device, opens the lubricating oil passage and starts the lubricating oil in parallel with the orifice. Lead to the clutch. Therefore, a large amount of lubricating oil is supplied to the starting clutch, and heat generation can be prevented in advance. When the vehicle enters the running state and reaches the high speed ratio range, the lubricating on-off valve closes the lubricating oil passage and guides the lubricating oil to the starting clutch only through the orifice. In other words, when the vehicle is traveling at a high speed ratio, the starting clutch is in an engaged state, and there is almost no need to lubricate it.Therefore, a small amount of lubricating oil is supplied to the starting clutch through the orifice to reduce the drive loss due to the viscosity of the lubricating oil and to reduce lubrication. The waste of oil can be reduced.

〔Example〕

FIG. 1 shows a schematic structure of a V-belt type continuously variable transmission which is an example of an automatic transmission according to the present invention.

In the drawing, a crankshaft 2 of an engine 1 is connected to an input shaft 5 via a flywheel 3 and a damper mechanism 4. A direct coupling clutch 6 and a rotatable direct coupling drive gear 7 are provided on the input shaft 5, and the direct coupling clutch 6 couples the direct coupling drive gear 7 to the input shaft 5 during direct coupling driving. An external gear 8 is fixed to the end of the input shaft 5,
The external gear 8 meshes with the internal gear 9 fixed to the drive shaft 11 of the continuously variable transmission 10, decelerates the power of the input shaft 5 and transmits it to the drive shaft 11.

The continuously variable transmission 10 includes a drive pulley 12 provided on a drive shaft 11,
The driven shaft 13 is composed of a driven pulley 14 and a V belt 15 wound between the pulleys. Drive pulley 12
Has a fixed sheave 12a and a movable sheave 12b, and a gear ratio control oil chamber 16 for controlling the gear ratio is provided behind the movable sheave 12b. On the other hand, the driven pulley 14 also has a fixed sheave 14a and a movable sheave 1 like the drive pulley 12.
4b, and behind the movable sheave 14b, a load thrust control oil chamber 17 for providing the V belt 15 with a load thrust necessary for torque transmission is provided. The hydraulic pressures of the gear ratio control oil chamber 16 and the load thrust control oil chamber 17 are controlled by a hydraulic control device described later.

A hollow shaft 19 is rotatably supported on the outer periphery of the driven shaft 13, and the driven shaft 13 and the hollow shaft 19 are disengaged by a starting clutch 20. The starting clutch 20 is engaged or loosely engaged when the belt is driven, and is disengaged when the direct coupling is driven. The forward gear 21 is rotatably supported on the driven shaft 13, and the reverse gear 22 is rotatably supported on the hollow shaft 19, and either the forward gear 21 or the reverse gear 22 is supported by the forward / reverse switching dog clutch 23. One is connected to the hollow shaft 19. A reverse drive idler gear 25 that meshes with the reverse drive gear 22 and another reverse drive idler gear 26 are fixed to the reverse drive idler shaft 24. Further, a reduction gear 28, which simultaneously meshes with the direct drive gear 7, the forward gear 21, and the reverse idler gear 26, and a final reduction gear 29 are fixed to the reduction shaft 27, and the final reduction gear 29 is a differential device 30. Meshes with the ring gear 31 of and transmits power to the output shaft 32.

In the continuously variable transmission with the direct coupling mechanism, the input shaft 5, the direct coupling clutch 6, the direct coupling drive gear 7, the reduction gear 28, the final reduction gear 2
9, the differential device 30, the output shaft 32 constitutes a direct drive path, the input shaft 5, the external gear 8, the internal gear 9, the continuously variable transmission 10, the starting clutch 20, the forward gear 21, the reduction gear.
28, final reduction gear 29, differential device 30, output shaft
Reference numeral 32 constitutes a continuously variable transmission path (when moving forward). And
The direct connection transmission ratio i _D between the input shaft 5 and the output shaft 32 in the direct drive path is set near the maximum speed ratio i _min between the input shaft 5 and the output shaft 32 in the continuously variable transmission path.

FIG. 2 shows a hydraulic control device, which is roughly the first pressure regulating valve 100 ,
Manual valve 110, second pressure regulating valve 120, direct connection control valve 130, three-way valve 140, forward / reverse switching piston 150, clutch control valve 16
0, lubrication on-off valve 180, gear ratio control valve 190, coast down control valve 200, load thrust control valve 210, controller 300, gear ratio control solenoid valve (hydraulic pressure generation means) 301, load thrust control solenoid valve 302, direct connection It is composed of a control solenoid valve 303.

The oil pump 33 is the first pressure regulating valve for the oil sucked up from the oil sump 34.
It discharges to the right end port 101 and the intermediate port 102 of 100 ,
The spool 103 is spring 10 by the hydraulic pressure of the right end port 101.
Move to the left against 4, and when the land 103a of the spool 103 reaches the position shown in the drawing, the intermediate port 102 and drain port 1
The oil is returned to the suction side of the oil pump 33 by communicating with 05. Therefore, the spool 103 is balanced at this position, and the discharge hydraulic pressure of the oil pump 33 is adjusted to a predetermined line pressure P _L. The ports 107 and 108 provided at corresponding positions of the intermediate port 102 are lubricating oil supply ports, and the lubricating oil is constantly supplied through the lubricating port 107 having an orifice, and the lubricating port does not have an orifice at high engine speed. 108 is also opened and a large amount of lubricating oil is supplied. A load thrust control oil pressure P ₈ is introduced from a load thrust control valve 210, which will be described later, into the back pressure chamber 109 accommodating the spring 104, and the line pressure P
_L is adjusted to a hydraulic pressure balanced with the sum of the load thrust control hydraulic pressure P ₈ and the load of the spring 104. Therefore, when the load thrust control oil pressure P ₈ rises, the line pressure P _L also rises, and along with this, the load thrust control oil pressure P ₈ also rises synergistically, and the shift to the low speed ratio can be speeded up.

The manual valve 110 works in conjunction with the shift lever to select P, R, N, D, L
It has a spool 111 which is operated at each position of, and this spool 111 allows two output ports from an input port 112.
The oil passages are selectively switched to 113 and 114. For example, in the D range, port 11 as shown
The line pressure is output from 3, and the port 114 is drained.
L range is the same as D range, and R range is port
113 is drained and the line pressure is output from the port 114. Further, in the P range, the land 111a closes the input port 112, and in the N range, the input port 112 and the output ports 113, 114 are cut off by the lands 111a, 111b, so that both output ports are drained.

The spool 121 of the second pressure regulating valve 120 is biased to the left by the spring 122, and the spool 121 has an input port 123 to which the line pressure is input from the first pressure regulating valve 100 and a drain port 124.
And are selectively opened and closed to output the hydraulic pressure P ₀ from the output port 125. The output hydraulic pressure P ₀ is fed back to the left end chamber 126 via the communication hole 121a provided inside the spool 121, and thereby the output hydraulic pressure P ₀ is adjusted to a constant pressure balanced only by the spring load. The output hydraulic pressure P ₀ is input to the three solenoid valves 301, 302, 303.

The direct-coupling control valve 130 is a valve for controlling the direct-coupling clutch 6, and is a spool 131 biased to the left by a spring 132.
have. When driving directly (shown in the lower half of the drawing),
The spring load and the signal hydraulic pressure P _{3 of the} direct coupling control solenoid valve 303 guided to the left end chamber 133 face each other, and the spool 131 has an input port 1 to which the line pressure is input from the manual valve 110.
Output port 1 by selectively opening and closing 34 and drain port 135
The hydraulic pressure P ₅ is output from 36 to the direct coupling clutch 6 and the port 162 of the clutch control valve 160 described later. The output hydraulic pressure P ₅ is applied to the spring 1 via the communication hole 131a provided inside the spool 131.
It is fed back to the right end chamber 137 where 32 is arranged,
As a result, the sum of the output oil pressure P ₅ and the spring load is balanced with the signal oil pressure P ₃ . Since the line pressure P _L is input to the input port 134 from the output port 113 of the manual valve 110 only during forward travel (D, L), other ranges, especially R
Output hydraulic pressure P ₅ is next zero, not a direct drive regardless signal pressure P ₃ in the range. When the belt is driven (shown in the upper half of the drawing), the output hydraulic pressure P ₄ of the clutch control valve 160 is input to the port 138, so the spool 131 is forcibly moved to the left end position, and the direct connection control solenoid valve 203. The hydraulic pressure P ₅ of the direct coupling clutch 6 is drained regardless of the operation of.

The direct connection control valve 130 is a solenoid valve for direct connection control 30 if the V-belt 15 is damaged and normal starting is impossible.
By performing duty control of 3, it is possible to gently raise the hydraulic pressure P ₅ to the direct coupling clutch 6 and perform an emergency start via the direct coupling drive path.

The three-way valve 140 is connected to the output port 113 of the manual valve 110 via the input port 134 of the direct connection control valve 130 to advance the line pressure during forward movement.
An input port 141 P _L is guided, an input port 142 where the line pressure P _L during backward through the lubricating-off valve 180 to be described later from the output port 114 of the manual valve 110 is directed, the input port 163 of the clutch control valve 160 Output port 143 to output hydraulic pressure to
The ball 144 reverses by the hydraulic pressure selectively input to the input ports 141 and 142, and selectively outputs the hydraulic pressure.

The forward / reverse switching piston 150 has a piston member 153 which can be moved by hydraulic pressure acting on the left and right oil chambers 151, 152, and a fork shaft 154 for operating the forward / reverse switching dog clutch 23 is connected to the piston member 153. . The fork shaft 154 is constantly urged by the spring 155 toward the forward position (F). When the line pressure P _L is introduced to the right chamber 152 from the output port 113 of the manual valve 110 via the input port 134 of the direct connection control valve 130 during forward movement, the state shown in the upper half of the drawing is reached, and the left side chamber 151 has the manual valve 1
When the line pressure P _L is introduced from the 10 output ports 114 via the later-described lubrication on-off valve 180 at the time of retreat, the state shown in the lower half of the drawing is obtained. The right chamber 152 is connected to the outside oil through the one-way valve 156, and when the R range is switched to the P or N range, the piston member 153 is operated by the spring 155.
Facilitates oil intake when moving to the forward position and shortens operating time.

The clutch control valve 160 is a valve for controlling the starting clutch 20, and has a sleeve 161 having a total of six ports 162 to 167, and a spool 168 is slidably arranged in the sleeve 161. . The spool 168 is biased by the first spring 169 from the left side and is biased by the second spring 170 and the third spring 171 from the right side, and the sum of the loads of the second and third springs 170, 171 is the first spring 169. Is greater than the load. The hydraulic pressure P ₅ is input to the port 162 from the direct connection control valve 130, the forward hydraulic pressure or the backward hydraulic pressure is input to the input port 163 from the three-way valve 140, and the port 164 is the starting clutch 20 and the signal hydraulic port 138 of the direct connection control valve 130. Output hydraulic pressure P ₄ to
Port 165 is a drain port. The port 166 is connected to the output port 206 of the coast down control valve 200 described later, and the signal hydraulic pressure P ₂ is led to the port 167 at the right end from the load thrust control solenoid valve 302. Note that the orifice 35 and the one-way valve 36 are connected in parallel between the solenoid valve 302 and the port 167 to reduce the pulsation of the signal oil pressure P ₂ by the orifice 35, and to reduce the signal oil pressure P when the solenoid valve 302 is turned off. _2-way valve 36
Since it drains through, it is possible to eliminate a defective disconnection of the starting clutch 20. The output hydraulic pressure P ₄ is fed back to the chamber 172 accommodating the first spring 169 through a communication hole 168a formed inside the spool 168. Also spool 168
At the right end of the piston 174 with the fourth spring 173 in between.
Is slidably arranged, and the signal oil pressure P ₂ input to the right end port 167 pushes the spool 168 to the left via the piston 174 and the fourth spring 173, and the pulsation of the signal oil pressure P ₂ is caused by a kind of accumulator mechanism. Absorbing. The fourth
The chamber containing the spring 173 has a communication hole 168b of the spool 168.
Through the drain port 165.

The back of the first spring 169 is supported by a plug 175 slidably fitted to the left end of the sleeve 161, and the back of the plug 175 is supported by a creep adjusting bolt 176. Then, by rotating the bolt 176, the load of the first spring 169 is increased or decreased, and the creep torque of the starting clutch 20 can be finely adjusted.

The upper half of FIG. 2 of the clutch control valve 160 shows the start of the belt drive, and the direct connection control solenoid valve 303 is OFF when the belt is drive.
(P ₃ = 0), the load thrust control solenoid valve 302 is operating (P ₂ =
Since it is 0 to ³ kg / cm ² ), the starting clutch 20 has a signal hydraulic pressure P ₂ of the load thrust control solenoid valve 302 and the second and third springs 1
The sum of the loads of 70,171, the load of the first spring 169 and the chamber 172
The sum of the output hydraulic pressure P ₄ fed back to is opposed, and the output hydraulic pressure P ₄ is regulated. Since the output hydraulic pressure P ₄ is input to the port 138 of the direct coupling control valve 130 in addition to the starting clutch 20,
The direct connection control valve 130 moves to the left end position as shown in the upper half of FIG. 2, and the direct connection clutch 6 is always disengaged.

When idling in the travel range (D, L, R), the signal oil pressure P ₂ input to the right end port 167 becomes 0, but the oil pressure P according to the load difference between the first spring 169 and the second and third springs 170, 171. _{Since 4} is output to the starting clutch 20, the starting clutch 20 generates a constant creep torque. Especially the second
Since the spring 170 is made of a shape memory alloy and the spring load is constant during warm-up, the spring load is set to be lower than during warm-up during cold conditions, so the output of the clutch control valve 160 The hydraulic pressure P _{4 is} also adjusted low. Therefore, an increase in creep torque due to an increase in friction coefficient or oil viscosity during cold is corrected by reducing the transmission capacity of the starting clutch 20 and controlled to a substantially constant creep torque regardless of cold or warm-up. it can.

Further, the lower half of the clutch control valve 160 in FIG. 2 shows a direct connection drive, the load thrust control solenoid valve 302 is OFF (P ₂ = 0), and the direct connection control solenoid valve 303 is ON (P ₃ = 3 kg / cm 2). ² ) because you are
The direct coupling control valve 130 operates as shown in the lower half of FIG. 2, the output hydraulic pressure P ₅ of the direct coupling control valve 130 is input to the signal hydraulic port 162, and the spool 168 is forcibly moved to the right end position. Therefore, the hydraulic pressure P ₅ is output from the direct coupling control valve 130 to the direct coupling clutch 6, the direct coupling clutch 6 is engaged, and the output hydraulic pressure P ₄ of the clutch control valve 160 is drained, so that the starting clutch 20 is disengaged. In this way, the direct connection control valve 130 and the clutch control valve 160 allow the output hydraulic pressures P ₄ and P ₅ to pass through the ports 13
By guiding to 8,162, the hydraulic pressure can be supplied to only one of the starting clutch 20 and the direct coupling clutch 6,
The so-called double clutch can be prevented.

The lubrication on-off valve 180 is a valve for switching between the backward oil passage and the lubricating oil passage, and has a spool 182 biased to the left by a spring 181 as shown in FIG. The lubrication on-off valve 180 has six ports 183 to 188, and the left end port 183
A signal oil pressure P ₁ of the solenoid valve 301 for gear ratio control is input to. Until the signal hydraulic pressure P _{1 of the} gear ratio controlling solenoid valve 301 exceeds a certain value (for example, 1.3 kg / cm ² ), the spool 182 is at the left end position as shown in the upper half of FIG. That is,
Since the signal oil pressure P ₁ of the solenoid valve 301 for gear ratio control is lower than the spring load in the vicinity of the low speed ratio, the spool 182 is at the left end position, the ports 184 and 185 are in communication, and the reverse hydraulic pressure output from the output port 114 of the manual valve 110 is used. Is supplied to the three-way valve 140 and the forward / reverse switching piston 150. Ports 186,1 at the same time
Since 87 communicates with each other, the lubricating ports 107, 108 of the first pressure regulating valve 100
Lubricating oil output from is directly guided to the starting clutch 20 via the ports 186, 187 and the oil cooler 37. That is, in the low speed ratio position, the starting clutch 20 is in a half-clutch state in many cases like when starting, so a large amount of lubricating oil is introduced to the starting clutch 20 to prevent heat generation.

When the signal hydraulic pressure P _{1 of} the gear ratio controlling solenoid valve 301 exceeds a certain value (for example, 1.3 kg / cm ² ), the spool 182 moves to the right end position as shown in the lower half of FIG. That is,
When the gear ratio is changed to the high speed ratio, the signal hydraulic pressure P ₁ of the gear ratio controlling solenoid valve 301 becomes larger than the spring load.
182 moves to the right end position, closes port 184 and closes port 185
Communicate with the drain port 188. Therefore, even if the shift lever is accidentally switched from the D range to the R range during high-speed traveling, the reverse hydraulic system is shut off by the lubrication on-off valve 180, and the forward / reverse switching piston 150 does not change to the reverse position. At the same time, the port 186 is also closed, so that the lubricating oil is guided to the starting clutch 20 via the orifice 38. That is,
Since the starting clutch 20 is completely engaged at the high speed ratio position, the necessity of lubrication is low, and lubricating oil is supplied little by little through the orifice 38 to reduce the drive loss due to the viscosity of the lubricating oil and the amount of lubricating oil. Can reduce the load on the oil pump. Note that the direct coupling clutch 6 does not exist in the half-clutch state except when an emergency starts, so that the lubricating oil is always supplied in small amounts via the orifice 39.

The gear ratio control valve 190 is an oil chamber 1 for gear ratio control of the drive pulley 12.
The valve 6 controls the hydraulic pressure, and has a spool 192 biased to the left by a spring 191. In the left end chamber 193, the signal hydraulic pressure P ₁ of the solenoid valve 301 for gear ratio control is the lubricating on-off valve 1
Input via port 183 of 80, signal hydraulic P ₁
Is less than a fixed value (for example, 1.0 kg / cm ² ), the spring load is larger than the signal hydraulic pressure P ₁ , so the spool 192 is at the left end position as shown in the upper half of the figure. Therefore, the input port 194 to which the line pressure P _L is input is closed, and the output port 195 communicates with the drain port 196, so that the gear ratio control hydraulic pressure P ₆ is drained. When the signal hydraulic pressure P _{1 of the} gear ratio control solenoid valve 301 exceeds a certain value, the spool 192 overcomes the spring load and moves to the right as shown in the lower half of the figure, and the spool 192 moves to the input port 194 and the drain port. 196 and 196 are maintained near the position where they are selectively opened and closed. And
Since the output hydraulic pressure P ₆ is fed back to the signal hydraulic pressure port 197, the sum of the output hydraulic pressure P ₆ and the spring load is adjusted so that the signal hydraulic pressure P ₁ is balanced.

The coast down control valve 200 is a valve for forcibly shifting to a low speed ratio when coasting down (when sudden deceleration is performed with the throttle fully closed while running), and a spool biased to the right by a spring 201. Has 202. The signal oil pressure P ₁ of the gear ratio control solenoid valve 301 is input to the signal oil pressure port 203 via the port 183 of the lubricating on-off valve 180, and the signal oil pressure P ₁ is a constant value (for example, 1.0 kg / cm ² ) In the following cases, as shown in the lower half of the figure, the spool 202
It is maintained near the position where the input port 204 to which _L is input and the drain port 205 are selectively opened and closed. Then, the output hydraulic pressure P ₇ output from the output port 206 is fed back to the right end port 207 via the communication hole 202a of the spool 202, so that the sum of the output hydraulic pressure P ₇ and the signal hydraulic pressure P ₁ and the spring load are The pressure is adjusted to balance. When the signal oil pressure P ₁ exceeds a certain value, the spool 202 overcomes the spring load and moves to the left end position as shown in the upper half of the figure, the input port 204 is closed, and the output port 207 communicates with the drain port 205. Therefore, the output oil pressure P ₇ becomes zero.

The output hydraulic pressure P ₇ is input to the port 166 of the clutch control valve 160 and the port 219 of the load thrust control valve 210 described later, and particularly the output hydraulic pressure P ₇ input to the clutch control valve 160.
Thus, the spool 168 is biased to the right, and the clutch hydraulic pressure of the starting clutch 20 is lowered by a constant value (for example, 0.5 kg / cm ² ) in order to quickly perform coast down.

The load thrust control valve 210 is a valve for controlling the hydraulic pressure P ₈ of the load thrust control oil chamber 17 of the driven pulley 14, and is a main spool.
It has a 211 and a sub spool 212, and a spring 213 is interposed between the spools 211 and 212. Load thrust control valve 210
To the input port 214 to which the line pressure P _L is constantly input, the output port 215 for outputting the hydraulic pressure P ₈ to the load thrust control oil chamber 17 and the back pressure chamber 109 of the first pressure regulating valve 100, and the drain port 216. And the output hydraulic pressure P ₈ is fed back to the right end chamber 217 via the communication hole 211a of the main spool 211. Therefore, the output hydraulic pressure P ₈ is transmitted from the auxiliary spool 212 to the spring 213.
The pressure is adjusted so as to balance with the rightward load acting on the main spool 211 via the. Secondary spool 212 is spring 218
The output hydraulic pressure P ₇ of the coast down control valve 200 is input to the port 219 accommodating the spring 218, and the port 220 adjacent to the port 219 is for load thrust control. Signal oil pressure P ₂ from solenoid valve 302
Is input hydraulic pressure. Therefore, the rightward load acting on the main spool 211 is the load of the spring 218 and the signal hydraulic pressure P.
_When the sum of ₂ and P ₇ is smaller than the load of the spring 213, it is determined only by the load of the spring 213 (shown in the upper half of the drawing), and the sum of the load of the spring 218 and the signal hydraulic pressures P ₂ and P ₇ is of the spring 213. When the load is exceeded, the spring 218
It is determined by the sum of the load and the signal hydraulic pressures P ₂ and P ₇ (shown in the lower half of the drawing). That is, the hydraulic pressure P in the load thrust control oil chamber 17
₈ increases together with the oil pressure P ₄ of the start clutch 20 and further increases during coast down to speed up the shift to the low speed ratio.

The line pressure P _L is directly input to the input port 214 of the load thrust control valve 210 without passing through the manual valve 110.
The reason is that the hydraulic pressure OFF next to both pulleys 12, 14 when placed in the N range during high-speed traveling, by the V-belt 15 is so loosened by centrifugal force, to always enter the line pressure P _L, the pulley 12 This is to apply the minimum pressure to the V and belt 14 so that the V belt 15 does not sag.

The solenoid valves 301 to 303 output hydraulic pressures P ₁ , P ₃ , P _{3 according} to a control signal (for example, a duty signal) input from the controller 300.
Controls P _5, respectively running speed control, starting control and direct control. Among the solenoid valves 301 to 303, the load thrust control solenoid valve 302 and the direct coupling control solenoid valve 303 are normally closed, whereas the gear ratio control solenoid valve 301 is normally open.
Therefore, the solenoid valves 302 and 303 generate a drain signal when the electric signal is OFF, and generate the maximum signal hydraulic pressure when the electric signal is ON, whereas the solenoid valve 301 generates the maximum signal hydraulic pressure when the electric signal is OFF and is drained when the electric signal is ON. Thus, the gear ratio control solenoid valve 301 is configured to be a normally open type because the signal hydraulic pressure P ₁ is generated even if the solenoid valve 301 fails, and the gear ratio control valve 190 is operated to change the gear ratio. This is because the control oil pressure P ₆ is increased to always shift to the high speed ratio side to avoid a shock due to a sudden downshift.

In the hydraulic control device configured as described above, the signal hydraulic pressure P ₁ of the solenoid valve 301 for gear ratio control is input to the port 183 of the lubrication on-off valve 180, and the signal hydraulic pressure P ₁ is low at low speed ratio and high at high speed ratio. Controlled by. Therefore, even if the shift lever is mistakenly switched from the D, L range to the R range during traveling at a high forward ratio, the reverse hydraulic system is shut off by the lubrication on-off valve 180, and the reverse drive is not switched. Also, since the start clutch 20 is in the engaged state in the high speed ratio range, the lubrication on-off valve 18
0 closes the lubricating oil passage and supplies a small amount of lubricating oil to the starting clutch 20 via the orifice 38. Therefore, more lubricating oil than necessary is not supplied, and drive loss can be reduced.

In addition, the gear ratio must be the low speed ratio (Lo
w), the signal oil pressure P ₁ is low and the lubrication on-off valve 180 opens the lubrication oil passage. Therefore, a large amount of lubricating oil is supplied to the starting clutch 20 without passing through the orifice 38, heat generation of the clutch disc is prevented, and durability is improved.

As described above, the lubrication on-off valve 180 has a function as a safety valve against misshift and a function as a valve for opening and closing the lubricating oil passage to the starting clutch 20. Moreover, since the signal hydraulic pressure P ₁ for controlling the gear ratio is also used to operate the lubrication on-off valve 180, it is not necessary to provide a dedicated hydraulic pressure generation means for operating the lubrication on-off valve 180. Therefore,
The number of valves can be reduced to greatly simplify the oil passage structure.

In the present invention, the gear ratio when the lubricating on-off valve 180 opens the lubricating oil passage is not limited to the lowest speed ratio, but may be set so that the lubricating oil passage opens at least at the lowest speed ratio. In the case of the embodiment, the oil pressure when the lubrication on-off valve 180 operates can be set by the spring load, so that it is the simplest.

Further, although the gear ratio control solenoid valve 301 is used as the hydraulic pressure generating means in the above-described embodiment, the gear ratio control valve 190 that supplies the hydraulic pressure P ₆ to the drive pulley 12 is not limited to the solenoid valve, and may be used. Good. Even in this case, the hydraulic pressure P ₆
The same function can be realized by inputting to the port 183 of the lubrication on-off valve 180. It should be noted that the hydraulic pressure generating means may generate a low hydraulic pressure in the high speed ratio range as well as in the high pressure ratio range as in the embodiment.

In the above embodiment, the number of starting clutches is one. However, in an automatic transmission having a forward wet clutch and a reverse wet clutch, the present invention is provided in the lubricating oil passage to both wet clutches. You may apply.

[Effect of device]

As is apparent from the above description, according to the present invention, the lubricating on-off valve opens the lubricating oil passage in the low speed ratio range and supplies the lubricating oil to the starting clutch in parallel with the orifice, while the lubricating on-off valve operates in the high speed ratio range. Closes the lubricating oil passage and supplies the lubricating oil to the starting clutch only through the orifice. In other words, since the low speed ratio range is always present before and during starting, a large amount of lubricating oil is supplied to the starting clutch via the lubrication on-off valve to prevent the clutch disc from generating heat and the starting clutch is engaged during high speed ratio running. Therefore, it is possible to supply a small amount of lubricating oil to the starting clutch through the orifice, and reduce drive loss and waste of lubricating oil due to the viscosity of the lubricating oil. Therefore, the present invention can improve the durability of the starting clutch with a simple structure.

Further, since the lubricating oil passage is provided between the lubricating oil supply port of the pressure regulating valve and the lubrication portion of the starting clutch, it can be configured separately from the hydraulic oil passage that supplies the clutch pressure, and the clutch pressure may fluctuate during lubrication. There is no. Therefore, there is no possibility of adversely affecting the half-clutch control that requires delicate hydraulic control.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an example of a V-belt type continuously variable transmission which is an example of the present invention, FIG. 2 is a circuit diagram of a hydraulic control device, and FIG.
The figure is a hydraulic circuit diagram of the main part of FIG. 1 ... Engine, 5 ... Input shaft, 10 ... Continuously variable transmission,
12 …… Drive side pulley, 14 …… Drive side pulley, 16 …… Gear ratio control oil chamber, 17 …… Load thrust control oil chamber, 20 …… Starting clutch, 32 …… Output shaft, 100 …… No. 1 pressure regulator, 107,108
...... Lubricant oil supply port, 110 ...... Manual valve, 150 ......
Forward / reverse switching piston, 180 …… lubricating on / off valve, 300 …… controller, 301 …… gear ratio control solenoid valve (hydraulic pressure generation means).

Claims (2)

[Scope of utility model registration request] 1. In an automatic transmission having a wet starting clutch, a lubricating oil passage connecting a lubricating oil supply port of a pressure regulating valve for adjusting the discharge pressure of an oil pump to a predetermined hydraulic pressure and a lubricating portion of the starting clutch. In addition, a lubrication on-off valve for opening and closing this oil passage, and an orifice in parallel with this lubrication on-off valve are provided, and a hydraulic pressure generation means for supplying different oil pressures in the high-speed ratio region and the low-speed ratio region to the lubrication on-off valve as signal oil pressure. The lubricating on-off valve is configured to open the lubricating oil passage when the oil pressure in the low speed ratio range is introduced from the oil pressure generating means, and to introduce a larger amount of lubricating oil to the lubrication portion of the starting clutch compared to the high speed ratio range. A lubricating device for an automatic transmission with a wet starting clutch, which is characterized in that 2. The automatic transmission is a V-belt type continuously variable transmission, and the hydraulic pressure generating means is a solenoid valve that generates a signal hydraulic pressure for controlling the hydraulic pressure of a driving pulley of the V-belt type continuously variable transmission. A lubrication device for an automatic transmission with a wet starting clutch according to claim 1, wherein the utility model is registered.