JP2019138352A - Hydraulically-operated transmission - Google Patents

Abstract

To reduce driving loss in releasing a brake by surely separating a rotation-side frictional plate and a fixed-side frictional plate adjacent to each other in releasing the brake, in a transmission in which a fixed member mounted on a transmission case is disposed inside and a rotary member is disposed at its outside, and a lubricant is supplied to the frictional plates from the fixed member side at the inside.SOLUTION: A hydraulically-operated transmission 10 has a fixed-side frictional plate 101b and a rotation-side frictional plate 101a disposed in adjacent to each other, and a fixed member 121 engaged with the fixed-side frictional plate 101b is disposed at an inner side of a rotary member 110 engaged with the rotation-side frictional plate 101a. A hydraulic control device 2 for controlling supply and discharge of a hydraulic fluid for forming a shift stage, and controlling supply and discharge of the lubricant to a brake BR2 in which a lubricant is supplied to the frictional plates from the fixed member 121 side, includes a lubricant addition circuit o for increasing a supply amount of the lubricant during release control of the brake BR2, in comparison with that in fastening control.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a hydraulically operated transmission mounted on a vehicle such as an automobile, and particularly to the technical field of a lubricating structure of a frictional engagement element in a transmission.

  2. Description of the Related Art As is well known, a hydraulically operated transmission such as an automatic transmission mounted on a vehicle controls a plurality of frictional engagement elements for switching a power transmission path and supply / discharge of hydraulic oil to / from these frictional engagement elements. And a hydraulic control device having a plurality of solenoid valves, and is configured to realize a gear position according to the driving state of the vehicle by controlling the operation of the solenoid valve by a signal from the control unit.

  As the friction engagement element, a clutch that connects and disconnects a pair of rotating members that constitute a power transmission path, and a brake that couples and fixes a predetermined rotating member to the transmission case side that is a fixing member are used. In this case, the fixed friction plate engaged on the transmission case side and the rotation side friction plate engaged on the rotating member side are alternately arranged adjacent to each other, and the adjacent friction plates at the time of release In order to suppress heat generation due to sliding, lubricating oil is supplied between these friction plates.

  In this case, the lubricating oil is usually supplied from the rotating member disposed inside the transmission case and is configured to supply the friction plate to the friction plate by centrifugal force. Since the machine case does not rotate, the lubricating oil that has lubricated the friction plate stays inside the transmission case, and when the brake is released, the rotating side friction plate rotates while stirring the retained lubricating oil. For this reason, the viscous resistance of the lubricating oil acts as a rotational resistance on the rotating friction plate, which becomes a driving loss of the transmission, which deteriorates the fuel consumption of the engine that is the driving source of the vehicle or increases the power consumption of the motor. Or cause it to occur.

  In order to solve this problem, Patent Document 1 discloses that a fixing member attached to a transmission case is disposed on the inner side and a rotating member is disposed on the outer side, and lubricating oil is supplied to the friction plate from the inner fixing member side. What has been configured is disclosed. According to this, the lubricating oil that has lubricated the friction plate is discharged by the rotation of the rotating member, and the rotational resistance of the rotating side friction plate due to the agitation of the lubricating oil when the brake is released is reduced.

Japanese Patent Laid-Open No. 2006-90048

  However, according to the above configuration, since centrifugal force does not act on the lubricating oil supplied to the friction plate from the fixing member arranged on the inside, the amount of lubricating oil supplied to the friction plate may be insufficient. When the brake is released, the adjacent rotating friction plate and the fixed friction plate do not separate reliably, and dragging occurs between some or all of the adjacent friction plates. This hinders the effect of reducing driving loss at the time.

  SUMMARY OF THE INVENTION Accordingly, the present invention provides a transmission configured to arrange a fixing member attached to a transmission case on the inside and a rotating member on the outside thereof, and supply lubricating oil to the friction plate from the inner fixing member side. Therefore, it is an object of the present invention to reduce the drive loss when releasing the brake by reliably separating the adjacent friction side friction plate and fixed side friction plate when releasing the brake.

First, the invention described in claim 1
The fixed member having the fixed side friction plate and the rotation side friction plate arranged alternately adjacent to each other, and the fixed member engaged with the fixed side friction plate is arranged inside the rotating member engaged with the rotation side friction plate. And a hydraulically operated transmission provided with a brake for supplying lubricating oil to the friction plate from the fixed member side,
A hydraulic control device that performs supply / discharge control of the shift stage forming hydraulic oil and supply / discharge control of the lubricating oil to the brake;
The hydraulic control device includes a lubricating oil adding circuit that increases a supply amount of the lubricating oil during the brake release control and during the engagement control.

The invention according to claim 2 is the invention according to claim 1,
A plurality of shift speeds are set, and the brake is fastened on the low speed side of these shift speeds and released on the high speed side.

The invention according to claim 3 is the invention according to claim 1 or 2,
The lubricating oil addition circuit includes a switching valve that switches a supply amount of lubricating oil to the brake,
The switching valve is operated to increase the supply amount of the lubricating oil when the brake is released due to a change in hydraulic pressure for controlling the brake.

  According to the first aspect of the present invention, the brake release control is being performed by the lubricating oil increasing circuit provided in the hydraulic control device that controls the supply and discharge of the shift stage forming hydraulic oil and the supply and discharge of the lubricating oil to the brake. In contrast, the supply amount of the lubricating oil can be increased as compared with the fastening control.

  As a result, it is possible to avoid a shortage of lubricating oil due to the arrangement of the fixed member inside the rotating member. In particular, during brake release control, the adjacent fixed friction plate and the rotating friction plate are separated from each other. Can be made. As a result, drag resistance generated between the adjacent fixed friction plate and rotating friction plate can be reduced, and fuel consumption can be improved.

  According to the invention of claim 2, since the brake is fastened on the low speed side of the plurality of shift stages and is released on the high speed stage side, the braking area is wide and the brake is The drag resistance generated between the adjacent fixed friction plate and the rotating friction plate when released can be reduced, and the fuel efficiency can be improved effectively.

  According to the third aspect of the present invention, the supply amount of the lubricating oil to the brake is switched by the switching valve of the lubricating oil addition circuit, and the switching valve changes the lubricating oil when the brake is released due to a change in hydraulic pressure for controlling the brake. It operates to increase the supply amount.

  That is, since the brake can be controlled and the supply amount of the lubricating oil can be increased when the brake is released, the valves for controlling the brake and adjusting the supply amount of the lubricating oil of the brake can be integrated by one switching valve. it can. As a result, since a switching solenoid valve or the like is not required, the number of components can be reduced, and an increase in cost can be avoided.

1 is a skeleton diagram of a hydraulically operated transmission according to an embodiment of the present invention. It is a fastening table of the hydraulic transmission. It is a partially expanded view of a sectional view of a brake of the hydraulic transmission. It is a circuit diagram which shows a part of hydraulic circuit of the hydraulic transmission. It is a circuit diagram which shows the remaining part of the hydraulic circuit of the hydraulic transmission. It is a system diagram of the hydraulic transmission.

  Hereinafter, details of the hydraulically operated transmission 10 according to the embodiment of the present invention will be described.

  FIG. 1 is a skeleton diagram showing the configuration of a hydraulically operated transmission 10 according to the present embodiment. This hydraulically operated transmission 10 is arranged on the drive source side (left side in the figure) in a transmission case 11. A vertical automatic transmission having an input shaft 12 provided and an output shaft 13 disposed on the opposite drive source side (right side in the figure). The input shaft 12 and the output shaft 13 are disposed on the same axis. The first, second, third, and fourth planetary gear sets (hereinafter simply referred to as “first, second, third, and fourth gear sets” are arranged on the axis of the input shaft 12 and the output shaft 13 from the drive source side. PG1, PG2, PG3, and PG4 are provided.

  Further, as shown in FIG. 1, in the hydraulically operated transmission 10, the first clutch CL1 is disposed on the drive source side of the first gear set PG1 in the transmission case 11, and the first clutch CL1 is driven. A second clutch CL2 is disposed on the source side, and a third clutch CL3 is disposed on the drive source side of the second clutch CL2. A first brake BR1 is disposed on the drive source side of the third clutch CL3, and a second brake BR2 is disposed on the drive source side of the third gear set PG3. That is, the components (the first to fourth gear sets PG1 to PG4, the first to third clutches CL1 to CL3 and the first and second brakes BR1 and BR2) of the hydraulically operated transmission 10 are The first brake BR1, the third clutch CL3, the second clutch CL2, the first clutch CL1, and the second brake BR2 are arranged in the axial direction in this order.

  Each of the first to fourth gear sets PG1 to PG4 is a single pinion type in which a pinion supported by a carrier directly meshes with a sun gear and a ring gear, and as a rotating element, the first gear set PG1 includes a first sun gear S1, The second gear set PG2 includes the second sun gear S2, the second ring gear R2, and the second carrier C2, and the third gear set PG3 includes the third sun gear S3, the third carrier C1, and the third gear set PG3. The ring gear R3 and the third carrier C3 are included, and the fourth gear set PG4 includes the fourth sun gear S4, the fourth ring gear R4, and the fourth carrier C4.

  The first gear set PG1 is a double sun gear type in which the first sun gear S1 is divided into two in the axial direction. That is, the first sun gear S1 is divided into a front first sun gear S1a disposed on the axial drive source side and a rear first sun gear S1b disposed on the counter drive source side. The pair of first sun gears S1a and S1b have the same number of teeth and mesh with the same pinion supported by the first carrier C1. Thereby, the rotation speed of these 1st sun gear S1a and S1b is always equal. That is, the pair of first sun gears S1a and S1b always rotate at the same speed, and when one rotation stops, the other rotation also stops.

  In this hydraulically operated transmission 10, the first sun gear S1 (specifically, the rear first sun gear S1b), the fourth sun gear S4, the first ring gear R1, the second sun gear S2, the second carrier C2, and the fourth carrier. C4, the third carrier C3 and the fourth ring gear R4 are always connected. The input shaft 12 is always connected to the first carrier C1, and the output shaft 13 is always connected to the fourth carrier C4. Specifically, the input shaft 12 is coupled to the first carrier C1 via a power transmission member 14 passing between the pair of first sun gears S1a and S1b, and the fourth carrier C4 and the second carrier C2 are connected to the power transmission member 15. Are connected through.

  The first clutch CL1 is disposed between the input shaft 12 and the first carrier C1 and the third sun gear S3 so as to connect and disconnect them. The second clutch CL2 is connected to the first ring gear. R1 and the second sun gear S2 are disposed between the third sun gear S3 and the third sun gear S3 so as to connect and disconnect them. The third clutch CL3 is disposed between the second ring gear R2 and the third sun gear S3. They are arranged so as to connect and disconnect them.

  The first brake BR1 is disposed between the transmission case 11 and the first sun gear S1 (more specifically, the front first sun gear S1a) to connect and disconnect them. The second brake BR2 is disposed between the transmission case 11 and the third ring gear R3 so as to connect and disconnect them.

  The first, second, and third clutches CL1, CL2, and CL3 have first rotating friction plates and second rotating friction plates that are alternately arranged adjacent to each other, and the first and second rotations thereof. The friction plate is engaged with the outer rotation member and the inner rotation member, respectively, and is provided with a piston for fastening the first and second rotation friction plates, and a hydraulic chamber for operating the piston. In the first brake BR1, the outer rotating member is integrated with the transmission case 11, and the inner rotating member is coupled to the first sun gear S1. The inner rotating member of the first brake BR1 is directly coupled to the rear first sun gear S1a of the pair of first sun gears S1a and S1b via the power transmission member 16.

  The first and second brakes BR1 and BR2 have fixed side friction plates and rotation side friction plates alternately arranged adjacent to each other, and the fixed member to which the fixed side friction plates are engaged is the rotation side friction. A piston, which is disposed inside the rotating member with which the plate is engaged, fastens the fixed side friction plate and the rotating side friction plate, and a hydraulic chamber for operating the piston. In the second brake BR2, a fixing member disposed on the inner peripheral side of the friction plate is integrated with the transmission case 11, and a rotating member disposed on the outer peripheral side of the friction plate is coupled to the third ring gear R3. Has been.

  With the above configuration, according to this hydraulically operated transmission 10, as shown in the fastening table of FIG. 2, by selectively fastening three friction fastening elements from five friction fastening elements, Eight speed and reverse speed are formed.

  Specifically, the first speed is formed when the first clutch CL1, the first brake BR1, and the second brake BR2 are engaged, and the second clutch CL2, the first brake BR1, and the second brake BR2 are engaged. Second speed is formed, and when the first clutch CL1, the second clutch CL2, and the second brake BR2 are engaged, the third speed is formed, and the second clutch CL2, the third clutch CL3, the second brake BR2 Is established, and when the first clutch CL1, the third clutch CL3, and the second brake BR2 are engaged, the fifth gear is formed, and the first clutch CL1, the second clutch CL2, and When the third clutch CL3 is engaged, the sixth speed is formed, and the first clutch CL1, the third clutch CL3, and the first brake BR1 are engaged. When the second clutch CL2, the third clutch CL3, and the first brake BR1 are engaged, the eighth speed is formed, and the third clutch CL3, the first brake BR1, and the second brake are formed. A reverse speed is formed when BR2 is fastened.

  Here, since the second brake BR2 connected to the third gear set PG3 in this embodiment corresponds to a brake according to the present invention, the structure of the second brake BR2 will be described below with reference to FIG.

  The second brake BR2 is provided with rotation side friction plates 101a... 101a and fixed side friction plates 101b. The rotation-side friction plates 101a... 101a are spline-engaged with the rotation member 110 on the outer peripheral side, and the fixed-side friction plates 101b... 101b are spline-engaged with a fixing member 121 as a fixing member on the inner periphery side. ing. The fixing member 121 is disposed inside the rotating member 110, and lubricating oil for lubricating these friction plates is supplied from the fixing member 121 side toward the rotating member 110 side.

  The fixing member 121 is provided with an annular member 122 fitted to the inner peripheral side of the fixing member 121 and a seal member 123 fitted to the inner peripheral side of the annular member. A side unit 120 is configured.

  A piston 102 for fastening the friction plates 101 a and 101 b is held between the rotating member 110 and the fixed unit 120. The outer peripheral side of the piston 102 is disposed close to the friction plates 101 a and 101 b, and the inner peripheral side is disposed between the annular member 122 and the seal member 123.

  A fastening hydraulic chamber x for fastening the friction plates 101a and 101b is formed between the inner peripheral side of the piston 102 and the seal member 123, and a friction plate is provided between the inner peripheral side of the piston 102 and the annular member 122. A release hydraulic chamber y for releasing 101a and 101b is formed.

  A clearance adjusting spring 103 is held between the inner peripheral side of the piston 102 and the seal member 123 to keep the distance between the friction plates 101a and 101b constant.

  The stationary unit 120 includes a fastening oil passage X (not shown) as a working oil passage for the piston 102 communicating with the fastening hydraulic chamber x and a release oil as a working oil passage for the piston 102 communicating with the release hydraulic chamber y. A path Y (not shown) and an inflow path Z into which lubricating oil for lubricating the friction plate flows are provided at different positions in the circumferential direction.

  At the time of lubrication of the second brake BR2, the lubricating oil of the friction plate is interposed between the inner cylindrical portion 121a of the fixed member 121 and the circumferential groove 122a of the annular member 122 through the inflow oil passage Z as indicated by an arrow A. Is introduced into the annular space S. The lubricating oil is circulated over the entire circumference along the circumferential groove 122a, and from the discharge oil holes 121c... 121c provided in the spline part 121b of the inner cylindrical part 121a of the fixing member 121, to the outside of the spline part 121b. Are supplied to friction plates 101a... 101a, 101b.

  Further, the hydraulically operated transmission 10 has a hydraulic control device 2 for realizing a shift stage by engaging and releasing the above-described frictional engagement elements, and the hydraulic control device 2 will be described in detail.

  As shown in FIGS. 4 and 5, the hydraulic control device 2 includes a mechanical pump 21 (hereinafter referred to as a “mechanical pump”) driven by an engine (not shown) as a hydraulic source, The electric pump 22 driven by the motor (hereinafter referred to as “electric pump”) and the hydraulic oil discharged from the pumps 21 and 22 are adjusted, and each frictional engagement element BR1, BR2, CL1, CL2 is controlled for the shift control. , CL3 generates operating pressure for forming a gear stage such as a fastening pressure and a release pressure, and also supplies lubricating oil to each lubricating part in the transmission including the frictional engagement elements BR1, BR2, CL1, CL2, and CL3. And a hydraulic control circuit 20 for controlling the supply of.

  The hydraulic control circuit 20 is operated by hydraulic pressure and spring force to switch oil paths, adjust hydraulic pressure, and the like, and is operated by electric signals to operate the oil valves. A plurality of on / off solenoid valves 61 to 64 (hereinafter referred to as “on / off valves”) for communicating and blocking the road, and a plurality of linear solenoid valves 41 to 46 (which are also operated by electric signals to supply / discharge and adjust the operating pressure). (Hereinafter referred to as “linear valve”), and the hydraulic pressure sources 21 and 22, these valves, and the frictional engagement elements BR1, BR2, CL1, CL2, and CL3 are connected via an oil passage, and the speed change The circuit is configured to perform control, supply control of lubricating oil, and the like.

  As a valve constituting the hydraulic control circuit 20, first, a regulator valve 31 for adjusting the discharge pressure of the mechanical pump 21 to a predetermined line pressure, and switching between the line pressure and the discharge pressure of the electric pump 22, the shift control operating pressure is set. And a pump shift valve 32 that selectively supplies the friction engagement element side as the original pressure of the pump pressure valve. A line pressure oil passage a that supplies the line pressure and a discharge oil passage b of the electric pump 22 The control ports 321 and 322 at both ends are respectively connected.

  When the force due to the line pressure and the spring (not shown) is larger than the force due to the discharge pressure of the electric pump 22, the spool 323 is positioned on the right side in the drawing (hereinafter the same), and the line pressure oil passage a is shifted. In the opposite case, the spool 323 is positioned on the left side, and the discharge oil passage b of the electric pump 22 is communicated with the transmission original pressure oil passage c.

  The first to fifth original pressure branch oil passages c1, c2, c3, c4, and c5 are branched from the shift original pressure oil passage c, and the first to fifth linear valves 41, 42, 43, 44, respectively. 45 is supplied with a shift control source pressure. The linear valves 41, 42, 43, 44, 45 generate engagement pressures for the first and second brakes BR1, BR2, and the first to third clutches CL1, CL2, CL3, respectively. The hydraulic pressures of the second brake BR2 engagement chamber BR21, the first brake BR1, and the first to third clutches CL1, CL2, CL3 according to the shift speed by the fifth engagement pressure oil passages d, e, f, g, h. The chambers BR11, CL11, CL21, and CL31 are supplied to the corresponding frictional engagement elements.

  A sixth original pressure branch oil passage c6 is further branched from the shift original pressure oil passage c and led to the second brake BR2 release pressure supply valve 33 as a switching valve, and the spool 331 of the valve is positioned on the right side. When this occurs, the sixth source pressure branch oil passage c6 communicates with the second brake release pressure oil passage i, and the release pressure is supplied to the release chamber BR22 of the second brake BR2 to release the second brake BR2.

  The second brake release pressure oil passage i is provided with an accumulator 333 that constitutes a hydraulic pressure supply means for absorbing a shock when control pressure is supplied to the release chamber BR22 via the orifice 332, and the orifice 332 includes A check valve 334 is provided in parallel. The check valve 334 is configured to be opened from the release chamber BR22 in a direction toward the second brake release pressure oil passage i.

  The line pressure oil passage a is led to a reducing valve 51, and the line pressure is reduced to a predetermined pressure by the valve 51 to generate a control pressure. This control pressure is supplied to the first to fourth on / off valves 61, 62, 63, 64 by the first to fourth branch control pressure oil passages j1, j2, j3, j4 branched from the control pressure oil passage j, respectively. The When the first on / off valve 61 is on (in a state where the upper and downstream oil passages are communicated), the control pressure is supplied to the engagement pressure drain valve 71 of the second brake BR2 through the first branch control pressure oil passage j1. Then, the spool 711 of the valve 71 is positioned on the right side, whereby the second brake BR2 engagement chamber BR21 communicates with the oil pan OIL via the first engagement pressure oil passage d and the drain circuit 712, and is in a drain state. It becomes.

  Further, the second on / off valve 62 is on means that the control pressure is supplied to the second brake BR2 release pressure supply valve 33 by the second branch control pressure oil passage j2, and the spool 331 of the valve 33 is positioned on the right side. Thereby, as described above, the release pressure is supplied to the release chamber BR22 of the second brake BR2, and the second brake BR2 is released.

  When the third on / off valve 63 is on, the third branch control pressure oil passage j3 causes the frictional engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 and the lubricating oil increase valve 34 for the main shaft D to be used. When the control pressure is supplied and the fourth on / off solenoid valve 64 is on, the control pressure is supplied to the lubricating oil increasing valve 35 for the second brake BR2 through the fourth branch control pressure oil passage j4. However, the lubricating oil increasing action of these valves 34 and 35 will be described later.

  The control pressure generated by the reducing valve 51 is also guided to the line pressure control linear valve 46, and is supplied to the regulator valve 31 to generate a line pressure adjustment pressure for adjusting the set pressure of the line pressure. It has become so.

  On the other hand, the line pressure oil passage a is a main lubricating oil passage k through an orifice 80, and is provided with a lubricating reducing valve 52 for adjusting the lubricating oil pressure in the oil passage k. Here, when the lubricating oil pressure cannot be adjusted to a predetermined value, excess hydraulic oil generated in the regulator valve 31 is supplied to the lubricating reducing valve 52 through the oil passage l.

  Then, after passing through the oil cooler 91, the main lubricating oil passage k is branched into first to third lubricating branch oil passages k1, k2, and k3, and the first lubricating oil passage k passes through the fixed orifices 81, 82, and 83, respectively. The second brake BR1, BR2, the first to third clutches CL1, CL2, CL3 and the main shaft D in the transmission are supplied with lubricating oil. Here, a bypass oil passage k ′ for bypassing the oil cooler 91 is provided in the main lubricant oil passage k, and a lubricant relief valve 92 for protecting the cooler 91 is provided in the bypass oil passage k ′.

  The main lubricating oil passage k is branched from the upstream side of the oil cooler 91, the fourth lubricating branch oil passage k4 is connected to the above-described lubricating oil increase valve 35 for the second brake BR2, and the oil cooler The fifth and sixth lubricating branch oil passages k5 and k6 are also branched from the downstream side of 91, and the frictional engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 and the lubricating oil increasing valve 34 for the main shaft D, Each is connected to a lubricating oil additional valve 36 for the second brake BR2.

When the third on / off valve 63 is on, the friction engagement elements BR1, CL1, CL2, CL3 and the main shaft D except for the second brake BR2 are controlled by the control pressure supplied from the third branch control pressure oil passage j3. The spool 341 of the lubricating oil increasing valve 34 is located on the right side, and the fifth lubricating branch oil passage k5 is connected to the frictional engagement elements BR1, CL1, CL2, CL3 and the lubricating oil increasing oil passage m for the main shaft D excluding the second brake BR2. The oil passage is further branched, and the oil passage is further branched through the frictional engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 and the lubricating oil increasing oil passages m1, m2 and the increasing orifices 84, 85 for the main shaft D. Lubricating oil is supplied to the frictional engagement elements BR1, CL1, CL2, CL3 and the main shaft D excluding the two brakes BR2.

  When the fourth on / off valve 64 is on, the spool 351 of the lubricating oil increase valve 35 for the second brake BR2 is positioned on the right side by the control pressure supplied from the fourth branch control pressure oil passage j4, 4 lubrication branch oil passage k4 communicates with the lubricating oil increase oil passage n for the second brake BR2, and supplies the lubricating oil to the second brake BR2 via the lubricating oil increase valve 35 and the increase orifice 86 for the second brake BR2. It is supposed to be.

  In addition, a control pressure oil path p for the lubricating oil of the second brake BR2 led from the release pressure supply valve 33 of the second brake BR2 is connected to the lubricating oil additional valve 36 for the second brake BR2. According to the position of the spool 331 of the release pressure supply valve 33 of the two brakes BR2, the communication between the sixth original pressure branch passage c6 of the shift original pressure oil passage c and the control pressure oil passage p of the lubricating oil of the second brake BR2 is established. The cut-off state can be switched.

  Specifically, when the spool 331 of the release pressure supply valve 33 of the second brake BR2 is positioned on the right side (when the second on / off valve 62 is on), as described above, The sixth source pressure branch passage c6 communicates with the release pressure oil passage i of the second brake BR2, and the release pressure is supplied to the second brake BR2. At this time, the sixth source pressure branch oil passage c6 and the lubricating oil The lubricating oil additional valve 36 for the second brake BR2 is cut off from the control pressure oil passage p, and the spool 361 is positioned on the left side when the control pressure is not supplied, and the sixth branch control led to the valve 36 The pressure oil path k6 communicates with a lubricating oil additional oil path o as a lubricating oil additional circuit for the second brake BR2, and the lubricating oil is supplied to the second brake BR2 via the additional orifice 87.

  Further, an electric pump 22 lubrication switching valve 37 for supplying the discharge oil of the electric pump 22 as lubricating oil is provided for the second brake BR2. The electric pump lubrication switching valve 37 is supplied with a line pressure as a control pressure from the line pressure oil passage a, and when the spool 371 is positioned on the left side by this control pressure, the discharge oil passage b of the electric pump 22 becomes the second increased oil. When the electric pump 22 is operated in this state in communication with the path q, the discharged oil is supplied as lubricating oil to the second brake BR2 via the second increased oil path q.

  The drain circuit 712 is configured to extend below the oil level of the oil pan OIL as a hydraulic oil reservoir.

  As shown in FIG. 6, the controller 200 for controlling the first to fifth linear valves 41 to 45, the line pressure control linear valve 46, the first to fourth on / off valves 61 to 64, and the electric pump 22 is provided. The controller 200 is provided with a signal from an accelerator sensor 201 for detecting the driver's accelerator pedal operation amount, a signal from a vehicle speed sensor 202 for detecting the vehicle speed of the vehicle, and an engine for detecting the engine speed. A signal from the rotation sensor 203, a signal from the range sensor 204 for detecting the range selected by the driver's operation, and a signal from the oil temperature sensor 205 for detecting the oil temperature of the transmission are input. Based on these signals, control signals are output to these valves.

  Accordingly, the opening / closing or opening of each valve is controlled according to the selected range or the driving state of the vehicle, and the first to third clutches CL1, CL2, CL3, the first and second brakes BR1, BR2 are controlled. The line pressure is selectively supplied to perform shift control, lubricant supply control, and the like.

  Next, the operation of this embodiment will be described focusing on the operation of the hydraulic control circuit 20.

  First, a description will be given by taking as an example a case where the shift operation of the shift stage during the traveling of the vehicle is sequentially shifted up from the time of starting. At the time of starting, the first linear valve 41, the second linear valve 42, and the third linear valve 43 are: The transmission original pressure oil passage c is connected to the first brake BR1, the second brake BR2, and the first, second, and third fastening oil passages e, d, and f that communicate with the engagement chambers BR11, BR21, and CL11 of the first clutch CL1. The line pressure generated using the mechanical pump 21 as a hydraulic pressure source is adjusted to the respective fastening pressure as the original pressure, and supplied to the fastening chambers BR11, BR21, CL11. Accordingly, as shown in the engagement table of FIG. 2, the first brake BR1, the second brake BR2, and the first clutch CL1 are engaged, and the first speed is formed.

  Here, when the second brake BR2 is engaged, the second on / off valve 62 does not supply the control pressure to the release pressure supply valve 33 of the second brake BR2, so the spool 331 is positioned on the left side, The sixth original pressure branching oil passage c6 of the original pressure oil passage c communicates with the control pressure oil passage p of the lubricating oil of the second brake BR2, and is supplied as the control pressure to the lubricating oil additional valve 36 of the second brake BR2. The valve 36 is in a state where the fourth lubricating branch oil passage k4 of the main lubricating oil passage k and the lubricating oil increasing oil passage n for the second brake BR2 are blocked.

  When shifting from the first speed to the second speed, the third linear valve 43 drains the hydraulic pressure supplied to the engagement chamber CL11 of the first clutch CL1, and the fourth linear valve 44 changes the original pressure oil passage for shifting. The fourth source pressure branching oil passage c4 of c is communicated with the fourth fastening oil passage g that communicates with the fastening chamber CL21 of the second clutch CL2, and a fastening pressure with the line pressure as the source pressure is generated to generate the second clutch CL2. Supply to the fastening chamber CL21. As a result, the first brake BR1, the second brake BR2, and the second clutch CL2 are engaged, and the second gear is formed.

  When shifting from the 2nd speed to the 3rd speed, the second linear valve 42 drains the hydraulic pressure supplied to the engagement chamber BR11 of the first brake BR1, and the third linear valve 43 includes the shift original pressure oil path. The third source pressure branching oil passage c3 of c is communicated with the third fastening oil passage f communicating with the fastening chamber CL11 of the first clutch CL1, and an engagement pressure with the line pressure as the source pressure is generated to generate the engagement of the first clutch CL1. Supply to the fastening chamber CL11. As a result, the second brake BR2, the first and second clutches CL1 and CL2 are engaged, and the third gear is formed.

  When shifting from the 3rd speed to the 4th speed, the third linear valve 43 drains the hydraulic pressure supplied to the engagement chamber CL11 of the first clutch CL1, and the fifth linear valve 45 changes the original pressure oil passage for speed change. The fifth source pressure branch oil passage c5 of c is communicated with the fifth fastening oil passage h leading to the fastening chamber CL31 of the third clutch CL3, and an engagement pressure having the line pressure as the source pressure is generated to generate the third clutch CL3. Supply to the fastening chamber CL31. As a result, the second brake BR2, the second and third clutches CL2, CL3 are engaged, and the fourth gear is formed.

  When shifting from the fourth speed to the fifth speed, the fourth linear valve 44 drains the hydraulic pressure that has been supplied to the engagement chamber CL21 of the second clutch CL2, and the second linear valve 42 changes the original pressure oil passage for shifting. The second source pressure branch oil passage c2 of c is communicated with the second fastening oil passage f communicating with the engagement chamber CL11 of the first clutch CL1, and an engagement pressure having the line pressure as the source pressure is generated to generate the engagement of the first clutch CL1. Supply to the fastening chamber CL11. As a result, the second brake BR2, the first and third clutches CL1 and CL3 are engaged, and the fifth gear is formed.

  When shifting from the fifth speed to the sixth speed, the fourth linear valve 44 uses the fourth source pressure branch oil passage A24 of the speed change source pressure oil passage A2 to communicate with the engagement chamber CL21 of the second clutch CL2. The first linear valve 41 drains the hydraulic pressure supplied to the fastening chamber BR21 of the second brake BR2 while communicating with the path A34, generating a fastening pressure having a line pressure as a source pressure and supplying the fastening pressure to the fastening chamber CL21. . At this time, the first on / off valve 61 supplies the control pressure adjusted by the reducing valve 51 using the line pressure as the original pressure to the engagement pressure drain valve 71 of the second brake BR2, so that the engagement chamber of the second brake BR2 is supplied. BR21 drainage is promoted.

  The second on / off valve 62 supplies the control pressure to the second brake release pressure supply valve 33. The sixth source pressure branch oil passage c6 communicates with the second brake release pressure oil passage i, and the release pressure is supplied to the release chamber BR22 of the second brake BR2. Accordingly, the second brake BR2 is released, the first to third clutches CL1 to CL3 are engaged, and the sixth speed is formed.

  At this time, the release pressure passes through the orifice 332 and is introduced into the accumulator 333. Since the release pressure is introduced into the accumulator 333, the release pressure is gradually supplied to the release chamber BR22 of the second brake BR2. As a result, the releasing operation of the second brake BR2 is smoothly performed, and it is possible to prevent the passenger from feeling uncomfortable at the time of shifting from the fifth speed to the sixth speed due to the sudden release of the second brake BR2. When the hydraulic pressure in the release chamber BR22 is drained at the time of shifting from the sixth speed to the fifth speed, the hydraulic pressure is drained quickly by opening the check valve 334.

  When shifting from the sixth speed to the seventh speed, the fourth linear valve 44 drains the hydraulic pressure supplied to the engagement chamber CL21 of the second clutch CL2, and the third linear valve 43 changes the original pressure oil passage for speed change. The third source pressure branch oil passage c3 of c is communicated with the third engagement oil passage f communicating with the engagement chamber CL11 of the first clutch CL1, and an engagement pressure having the line pressure as the source pressure is generated to engage the first clutch CL1. Supply to chamber CL11. As a result, the first brake BR1, the first and third clutches CL1, CL3 are engaged, and the seventh gear is formed.

  When shifting from the 7th speed to the 8th speed, the third linear valve 43 drains the hydraulic pressure supplied to the engagement chamber CL11 of the first clutch CL1, and the fourth linear valve 44 changes the original pressure oil passage for shifting. The fourth source pressure branching oil passage c4 of c is connected to the third fastening oil passage g communicating with the fastening chamber CL21 of the second clutch CL2, and a fastening pressure having a line pressure as a source pressure is generated to engage the second clutch CL2. It supplies to chamber CL21. As a result, the first brake BR1, the second and third clutches CL2 and CL3 are engaged, and the eighth gear is formed.

  Further, at the reverse speed, the first linear valve 41, the second linear valve 42, and the fifth linear valve 45 are connected to the first, second, and fifth original pressure branch oil passages c1, c2, c5 is connected to the first brake B1, the second brake BR2, and the first, second, and fifth fastening oil passages d, e, h connected to the fastening chambers BR11, BR21, CL31 of the third clutch CL3, respectively. The line pressure generated by using the hydraulic pressure as a hydraulic pressure is adjusted to the respective fastening pressures as the original pressures and supplied to the fastening chambers BR11, BR21, CL31. Accordingly, as shown in the engagement table of FIG. 2, the first brake BR1, the second brake BR2, and the third clutch CL3 are engaged, and a reverse speed is formed.

  During idle stop when the stopped or running engine stops, the line pressure using the mechanical pump 21 as a hydraulic pressure decreases, while the electric pump 22 operates and the pump shift valve 32 changes the discharge pressure of the electric pump 22. It switches so that it may introduce into the oil passage c. A predetermined linear valve adjusts the hydraulic pressure using the electric pump 22 as a hydraulic pressure source and supplies the adjusted hydraulic pressure to the corresponding engagement chamber of the friction engagement element. Thereby, the gear stage according to the driving | running state of a vehicle is formed as needed.

  Next, the lubricating oil supply operation of the hydraulic control circuit 20 will be described.

  During normal driving (when the engine is operating), the line pressure is introduced from the line pressure oil passage a to the main lubricating oil passage k through the orifice 80, and the oil pressure is adjusted to a predetermined pressure by the lubricating reducing valve 52 to operate. Oil is supplied as lubricating oil to each lubrication site via a cooler 91. Specifically, the third lubricating branch oil is supplied to the second brake BR2 by the first lubricating branch oil passage k1 and the frictional engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 by the second lubricating branch oil passage k2. Lubricating oil is supplied to the bearing portion D through the path k3. The supply of lubricating oil through the first to third lubricating branch oil passages k1, k2, and k3 is always performed while the engine is operating.

  For the frictional engagement elements BR1, CL1, CL2, CL3 and the bearing portion D excluding the second brake BR2, for example, when a relatively large amount of lubricating oil is required when the frictional engagement element is released, The third on / off valve 63 supplies control pressure to the friction engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 and the lubricating oil increasing valve 34 for the main shaft D, and is provided downstream of the cooler 91 in the main lubricating oil passage k. The fifth lubricating branch oil passage k5 is communicated with the friction engagement elements BR1, CL1, CL2, CL3 excluding the second brake BR2 and the lubricating oil increasing oil passage m for the main shaft D. Thereby, in addition to the lubricating oil supplied to the frictional engagement elements BR1, CL1, CL2, CL3 and the main shaft D excluding the second brake BR2 by the second and third lubricating branch oil passages k2, k3, the lubricating oil increasing oil Lubricating oil is supplied through the paths m1 and m2.

  On the other hand, for the second brake BR2, the fourth on / off valve 64 supplies the control pressure to the second brake BR2 first lubricating oil increase valve 35 at the time of starting at the first speed in the half clutch state. The fourth lubricating branch oil passage k4 of the main lubricating oil passage k communicates with the lubricating oil increasing oil passage n for the second brake BR2, and in addition to the lubricating oil supplied to the second brake BR2 by the first lubricating branch oil passage k1 Thus, the increased amount of lubricating oil is supplied through the increased amount orifice 86. Thereby, an excessive temperature rise of the friction plate at the time of the half clutch having a large amount of heat generation is suppressed.

  Further, at the time of starting on an uphill road, starting at the time of towing, and the like, especially at the time of a special start in which the amount of heat generation increases, the electric pump 22 is operated, and the discharged oil is supplied to the electric pump lubrication switching valve 37 of the second brake BR2. Is done. Since the line pressure is already generated and supplied to the electric pump lubrication switching valve 37 at the time of starting, the hydraulic oil discharged from the electric pump 22 is supplied as the second lubricating oil through the electric pump lubrication switching valve 37. Lubricating oil introduced to the increasing oil passage q and supplied to the second brake BR2 by the fixed orifice 81 of the first lubricating branch oil passage k1 and the lubricating oil increasing oil passage n for the second brake BR2 that are always supplied. In addition to the lubricating oil supplied by the increasing orifice 86, the lubricating oil is also supplied by the second increasing oil passage q. As a result, the friction plate can be reliably cooled and an excessive temperature rise can be prevented even during a special start where the amount of heat generated is large.

  Further, since the fixing member 121 is disposed on the inner side, the first on-off valve 61 is turned on and the release pressure supply valve of the second brake BR2 is released when the second brake BR2 is likely to be dragged by the friction plates 101a and 101b. By supplying to 33, the control pressure oil passage p for the lubricating oil of the second brake BR2 is cut off from the second shifting branch oil passage c6.

  Accordingly, since the control pressure is not supplied to the lubricating oil additional valve 36 for the second brake BR2, the valve 36 causes the sixth lubricating branch oil path k6 to communicate with the lubricating oil additional oil path o for the second brake BR2. . That is, at the time of release, in addition to the lubricating oil constantly supplied to the second brake BR2 by the first lubricating branch oil path k1, the second brake BR2 communicates with the sixth lubricating branch oil path k6 of the main lubricating oil path k. Since the lubricating oil is also supplied from the lubricating oil additional oil passage o, dragging of the friction plate is suppressed.

  As described above, according to the present invention, the fixing member attached to the transmission case is arranged on the inner side, the rotating member is arranged on the outer side, and the lubricating oil is supplied to the friction plate from the inner fixing member side. In the constructed transmission, the rotation-side friction plate and the fixed-side friction plate that are adjacent to each other when the brake is released can be surely separated from each other, so that the drive loss when releasing the brake can be reduced. It may be suitably used in the field.

2 Hydraulic control device 10 Hydraulically operated transmission 33 Release pressure supply valve (switching valve)
101a... 101a Rotational friction plate 101b... 101b Fixed friction plate 110 Rotating member 121 Fixed member BR2 Brake o Lubricating oil additional circuit

Claims (3)

The fixed member having the fixed side friction plate and the rotation side friction plate arranged alternately adjacent to each other, and the fixed member engaged with the fixed side friction plate is arranged inside the rotating member engaged with the rotation side friction plate. And a hydraulically operated transmission provided with a brake for supplying lubricating oil to the friction plate from the fixed member side,
A hydraulic control device that performs supply / discharge control of the shift stage forming hydraulic oil and supply / discharge control of the lubricating oil to the brake;
The hydraulic control device includes a lubricating oil addition circuit that increases a supply amount of the lubricating oil during release control of the brake and during engagement control.   2. The hydraulically operated transmission according to claim 1, wherein a plurality of shift stages are set, and the brake is fastened on a low speed side of the shift stages and released on a high speed side. The lubricating oil addition circuit includes a switching valve that switches a supply amount of lubricating oil to the brake,
3. The hydraulically operated type according to claim 1, wherein the switching valve is operated so as to increase a supply amount of lubricating oil when the brake is released due to a change in hydraulic pressure for controlling the brake. 4. transmission.

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