JPH1038060A - Lubricating structure of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure stable lubrication of an automatic transmission, to miaturize and lighten the whole of the automatic transmission and to reduce manufacturing cost of it. SOLUTION: An output shaft 14 is axially supported on a transmission case 2 through a support member 16 by coaxially connecting an input shaft 4 having a lubricating oil supply hole 12 and lubricating oil discharge holes 12a, 12b...12f and the output shaft 14 having a lubricating oil supply hole 17 to each other. Thereafter, lubricating oil supplied from a lubricating oil passage 18 formed on the transmission case 2 is introduced to the lubricating oil supply hole 17 of the output shaft 14 and supplied to lubricate to each member of an automatic transmission part A in the circumference from the lubricating oil discharge holes 12a, 12b...12f through the lubricating oil supply hole 12 of the input shaft 4, and lubricating oil is supplied to lubricate to each of the members of the automatic transmission part A even from lubricating oil discharge holes 19a, 19b through a lubricating oil supply hole 19 formed on the support member 16.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a lubrication structure for an automatic transmission.

Generally, in an automatic transmission, an input shaft and an output shaft from a torque converter are arranged coaxially, and a plurality of planetary gear units, a hydraulic multi-plate clutch, a brake and the like are arranged around these two shafts. A predetermined gear is obtained by selectively operating a frictional engagement device such as a hydraulic multi-plate clutch or a brake to switch a power transmission path.

As a prior art of a planetary gear unit of an automatic transmission, a hydraulic multi-plate clutch, a brake, and a lubricating structure in a bearing portion for supporting these, there is Japanese Patent Publication No. 6-76833.

In this prior art, lubricating oil is introduced into a lubricating oil supply hole formed in an output shaft from a lubricating oil passage provided in a transmission case accommodating a planetary gear unit, a hydraulic multi-plate clutch, a brake and the like. The lubricating oil further flows into a lubricating oil supply hole formed in the front input shaft, and the centrifugal force generated by rotation of the output shaft and the input shaft from a plurality of lubricating oil discharge holes formed in the radial direction of the output shaft and the input shaft. The planetary gear unit, the hydraulic multi-plate clutch,
The lubricating oil is supplied to the brakes and the like, and is lubricated through the lubricating oil passage provided in the transmission case and the lubricating oil supply hole and the lubricating oil discharge hole formed in the clutch drum supporting member fixed to the transmission case. Has been supplied.

[0005] As the vehicle speed increases, the rotation speed of the output shaft increases accordingly, and the centrifugal force acting on the lubricating oil filled in the lubricating oil supply hole formed in the output shaft also increases. With the increase of the centrifugal force, the amount of lubricating oil flowing out from the lubricating oil discharge hole opening to the output shaft increases following the increase in vehicle speed, and excessive lubricating oil flows out from the lubricating oil discharging hole opening to the output shaft. As a result, the amount of supply to the lubricating oil supply hole formed on the input shaft connected to the output shaft decreases, and the amount of discharge from the lubricating oil discharge hole opening on the input shaft decreases. Lubrication to the multi-plate clutch may be insufficient.

The lubricating oil discharged from the lubricating oil discharge hole of the input shaft lubricates a planetary gear unit constituting an automatic transmission and a hydraulic multi-plate clutch for inputting and outputting to the planetary gear unit. Is the most important lubrication mechanism of an automatic transmission, and the lubricating oil flow rate in this portion is required to be stable and to maintain a certain or more flow rate.

[0007] As a countermeasure, it is required to set an excessive oil pump discharge amount in order to secure a lubricating flow rate in the automatic transmission section even when the vehicle speed increases, and an input shaft and an output in order to cope with a lubrication imbalance at a high speed. Tuning is carried out by changing the diameter of the lubricating oil discharge hole formed in the radial direction of the shaft so as to balance the entire lubrication.

[0008]

However, according to the above-mentioned measures, the demand for an excessive oil pump discharge flow rate causes an increase in the size of the oil pump and an increase in the pump driving torque, which leads to an increase in the size of the entire automatic transmission. In addition, the operation of drilling lubricating oil discharge holes having different diameters formed on the input shaft and the output shaft becomes very complicated, and in particular, it becomes difficult to drill lubricating oil discharge holes having a small diameter, which causes an increase in manufacturing cost. Become.

Accordingly, an object of the present invention is to provide a lubricating structure for an automatic transmission that can ensure stable lubrication of an automatic transmission, and that can reduce the size and weight of the entire automatic transmission and reduce manufacturing costs. To provide.

[0010]

According to the present invention, there is provided a lubricating structure for an automatic transmission according to the present invention, wherein an automatic transmission unit including a planetary gear unit and a friction engagement device is provided around an input shaft and an output shaft. A lubrication structure for an automatic transmission for outputting a shift output from the transmission section to an output shaft coaxially connected to an input shaft, the lubrication structure being formed on a support portion provided on a transmission case rotatably supporting the output shaft. A lubricating structure for an automatic transmission, wherein the lubricating oil passage is provided and lubricating oil supplied from the passage is lubricated to the automatic transmission portion through a lubricating oil supply hole formed in an input shaft and an output shaft. The output shaft has a lubricating oil supply hole for introducing lubricating oil from the lubricating oil passage formed in the support portion and supplying the lubricating oil to a lubricating oil supply hole of the input shaft, and the input shaft is provided around the input shaft. Automatic transmission section A lubricating oil discharge hole is provided corresponding to each lubricating position, and a lubricating point around the output shaft is formed on a supporting member, and lubricating oil is supplied from a discharge hole provided in communication with the lubricating oil passage. Characterized by the fact that
Even if the rotation speed of the output shaft increases and the centrifugal force acting on the lubricating oil in the lubricating oil supply hole formed on the output shaft increases, the lubricating oil supply hole of the input shaft is not affected by the centrifugal force. The lubricating oil is reliably supplied, and the automatic transmission is sufficiently and stably lubricated by the lubricating oil supplied from the lubricating oil discharge hole of the input shaft and the lubricating oil discharge hole of the support member.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an explanatory view schematically showing a drive system of an automatic transmission having a lubricating structure according to the present invention.

In FIG. 1, reference numeral 1 denotes a crankshaft of an engine. A torque converter 3 and a multi-stage transmission mechanism 20 are arranged coaxially with the crankshaft 1 and are accommodated in a transmission case 2 in order from the engine side.

The torque converter 3 is engaged with an input shaft 4 which is rotatably supported on the transmission case 2 coaxially with the crankshaft 1. The outer periphery of the input shaft 4 is rotatably surrounded by a stator shaft 5 coupled to the transmission case 2, and the stator shaft 5 includes an impeller 6.
An oil pump drive shaft 6a integrally connected with the shaft is rotatably fitted.

The impeller 6 is driven to rotate integrally with the crankshaft 1 by connecting its outer periphery to the crankshaft 1 via a drive plate 7.

A turbine 8 is spline-fitted to the input shaft 4 so as to face the impeller 6, and a one-way clutch 9 is attached to the stator shaft 5 between the impeller 6 and the turbine 8.
The stator 9 is interposed and supported via a.

Further, a lock-up clutch 10 is interposed between the drive plate 7 and the input shaft 4, and a stator shaft 5
An oil pump 11 driven by an oil pump drive shaft 6a is provided at a base end of the oil pump.

When the crankshaft 1 of the engine rotates, the impeller 6 is integrally rotated via a drive plate 7 connected to the crankshaft 1, and the rotation of the impeller 6 causes the turbine 8 to rotate in the same direction as the impeller 6. By transmitting the torque, the input shaft 4 that is spline-fitted with the turbine 8 is rotationally driven. Further, the torque of the turbine 8 is increased by reversing the outflow direction of the oil flowing out of the turbine 8 by the stator 9 in a direction that promotes the rotational force of the impeller 6.

On the other hand, the so-called torque converter, which makes the drive plate 7 and the input shaft 4 directly connected to each other by the lock-up clutch 10 when a predetermined vehicle speed or rotation speed is reached, is eliminated, and the rotation speed of the engine is reduced accordingly. The aim is to save fuel and improve quietness.

In the automatic transmission section A, a multi-stage transmission mechanism 20 having a front planetary gear unit 21 and a rear planetary gear unit 31 is arranged coaxially with the input shaft 4.

The front planetary gear unit 21 of the multi-stage transmission mechanism 20 includes a front sun gear 22 rotatably fitted to the input shaft 4, a front ring gear 23, a front carrier 24, and a front sun gear 22 rotatably supported by the front carrier 24. And a plurality of front pinion gears 25 meshing with the front ring gear 23, respectively. The front sun gear 22 is self-centered by the plurality of front pinion gears 25.

The rear planetary gear unit 31 includes a rear sun gear 32 sprungly fitted to the input shaft 4, a rear ring gear 33, a rear carrier 34 integrally connected to the front ring gear 23, and the rear sun gear 32 A plurality of rear pinion gears 35 mesh with the ring gear 33, respectively, and the output from the rear carrier 34 is transmitted to the output shaft 14 disposed coaxially with the input shaft 4.

Between the input shaft 4 and the front planetary gear unit 21, there is provided a high clutch 40 serving as a first multi-plate friction engagement device for selectively transmitting the power of the input shaft 4 to the front carrier 24, and the input shaft. A reverse clutch 50 serving as a second multi-plate frictional engagement device for selectively transmitting the power of No. 4 to the front sun gear 22 is interposed, and the front sun gear 22 is selected between the transmission case 2 and the front sun gear 22. 2 & 4 brake 6 serving as a third multi-plate frictional engagement device which is rotationally locked and fastened
0 is provided.

The front carrier 24 further includes a low clutch drum 71 which rotates integrally with the front carrier 24.
And the low clutch drum 71 and the rear ring gear 33
Between the front carrier 24 and the rear ring gear 33
And a low one-way clutch 80 and a low one-way clutch between the low clutch drum 71 and the transmission case 2 are provided. A low & reverse brake 90 serving as a fifth multi-plate friction engagement device for preventing the clutch 80 from idling is provided in parallel.

Next, the operation of the automatic transmission configured as described above will be described with reference to the schematic explanatory diagrams shown in FIGS. 2 to 7 and the operation explanatory diagram of the engagement device shown in FIG. In this operation explanatory diagram, marks indicate the engaged state of the corresponding multi-plate frictional engagement device, and * indicates that the output from the drive side by the low one-way clutch is in the power transmission state.

First, the power of the engine is transmitted from the crankshaft 1 to the input shaft 4 via the torque converter 3. Here, in the parking (P) range and the neutral (N) range, each multi-plate type frictional engagement device is released and the rear sun gear 32 rotates, but idles and the power transmission is cut off, so that power transmission after this is stopped.

Next, the case where the drive (D) range which is the forward gear is set will be described.

At the first speed, the low clutch 70 is engaged, and the low one-way clutch 80 is in a power transmission state.
The other clutches and brakes are controlled to be released, and the members involved in power transmission are shown in bold lines in FIG.

Accordingly, the low clutch drum 71 is prevented from rotating backward by the engagement of the low clutch 70 and the action of the low one-way clutch 80, and the rear ring gear 33 is fixed. While the power from the input shaft 4 is input to the rear sun gear 32, the rear carrier 34 and the front ring gear 23 are connected, so that the front planetary gear unit 21 is also driven to rotate via the front ring gear 23, but the front sun gear 22, the front pinion gear As a result, the entire front planetary gear unit 21 remains stationary, and the rotation of the rear carrier 34 on the output side becomes the first-speed gear ratio at which the rotation is most reduced, and the power is transmitted to the output shaft 14.

In the second speed, the low clutch 70 is engaged, the 2 & 4 brake 60 is engaged, and the other clutches and brakes are controlled to the released state, as in the first speed.
The members involved in power transmission are indicated by thick lines.

Therefore, by engaging the low clutch 70, the front carrier 24 and the rear ring gear 33 are integrally fastened via the low clutch drum 71, and the front sun gear 22 is fixed to the transmission case 2 by the 2 & 4 brake 60. Power from the input shaft 4 is input to the rear sun gear 32.

The front ring gear 23 that has received the rotation of the rear carrier 34 by the rotation of the rear sun gear 32 decelerates the front carrier 24, and inputs this reduced rotation to the rear ring gear 33 via the low clutch drum 71 and the low clutch 70. Here, since the rotation of the rear ring gear 33 is slower than the rotation of the rear carrier 34, the rotation of the rear ring gear 33 is added to the rotation of the rear carrier 34 to accelerate the rotation of the rear carrier 34. For this reason, the rear carrier 34 is set to the rear ring gear 3 rather than the rotation at the first speed.
The rotation becomes faster by 3 rotations, and the deceleration becomes smaller.

When shifting from the first gear to the second gear, the front ring gear 23 is rotationally locked to the transmission case 2 via the 2 & 4 brake 60.

Accordingly, with the engagement of the front sun gear 22 by the 2 & 4 brake 60, the low clutch drum 71 by the front carrier 24 rotates, the low one-way clutch 80 is automatically released, and the speed is shifted from the first speed to the second speed. When the engagement of the front sun gear 22 is released by the release of the 2 & 4 brake 60, the low clutch drum 71 is prevented from rotating by the operation of the low one-way clutch 80, and the first speed is established in which the rear ring gear 33 is fixed.
Therefore, the shift between the first speed and the second speed is automatically performed by the action of the 2 & 4 brake 60.

At the third speed, the high clutch 40 and the low clutch 70 are engaged, and the other clutches and brakes are controlled to be released. The members involved in power transmission are shown by thick lines in FIG.

Accordingly, when the high clutch 40 and the low clutch 70 are engaged, the power from the input shaft 4 is input to the rear sun gear 32 of the rear planetary gear unit 31, and the high clutch 40, the front carrier 24 of the front planetary gear unit 21, and the low clutch drum. 71 and the rear ring gear 3 via the low clutch 70
3 and simultaneously, the rear carrier 34 also rotates integrally and rotates directly one-to-one with respect to the input shaft 4 to rotate the rear carrier 3.
4 to the output shaft 14.

Therefore, at the second speed, the front sun gear 22 is fixed, and the rear ring gear 33 and the front carrier 24
While the low clutch drum 71 rotating integrally with the front clutch 24 is coupled via the low clutch 70, the front sun gear 22 is released and the high clutch 40 is engaged to engage the front carrier 24 with the input shaft 4 at the third speed. Therefore, the shift between the second speed and the third speed is performed by switching the 2 & 4 brake 60 and the high clutch 40.

Next, in the case of the fourth speed, the high clutch 40 and the 2 & 4 brake 60 are engaged, the other clutches and brakes are controlled to be released, and the members involved in power transmission are shown in FIG. Become.

Therefore, the front sun gear 22 is fixed by the engagement of the 2 & 4 brake 60, and the output from the input shaft 4 is input to the front carrier 24 by the engagement of the high clutch 40, the speed of the front ring gear 23 is increased, and the front carrier is moved from the front ring gear 23 to the rear carrier. The overdrive rotation speed increased via 34 is output to the output shaft 14.

At the time of the third speed, the front carrier 24 and the input shaft 4 are connected by a high clutch 40 connected thereto.
In addition, while the front carrier 24 and the rear ring gear 33 are coupled by the low clutch 70 to rotate integrally, at the 4th speed, the engagement of the front carrier 24 and the rear ring gear 33 is released by releasing the low clutch 70, and the 2 & 4 brake 60 The shift between the third speed and the fourth speed is performed by switching the low clutch 70 and the 2 & 4 brake 60 since the shift is performed by fixing the front sun gear 22 by operating the.

In the first to third speeds when the 3rd range is set, the first to third speeds in the drive (D) range are used.
In the case of the first speed and the second speed when the 2nd range is set, the drive (D) range 1
The description is omitted because it is the same as in the case of the first or second speed.

When the first range is set, the low clutch 70 and the low & reverse brake 90 are engaged to prevent idling of the low one-way clutch 80, and the other clutches and brakes are controlled to be released. The participating members are indicated by bold lines.

That is, the rotation of the low clutch drum 71 is prevented by the engagement of the low clutch 70 and the low & reverse brake 90, and the rear ring gear 33 is fixed. The power from the input shaft 4 is input to the rear sun gear 32,
The rotation of the rear carrier 34 on the output side is the first-speed gear ratio at which the speed is most reduced, and the rotation of the rear ring gear 33 is prevented even when power is input from the output shaft 14 side, thereby ensuring the engine braking function. .

In the reverse (R) range, which is the reverse stage, the reverse clutch 50 and the low & reverse brake 90 are engaged, and the other clutches and brakes are controlled to the released state. As shown.

Therefore, the front carrier 24 is fixed through the low clutch drum 71 by the engagement of the low & reverse brake 90, and the power from the input shaft 4 drives the front sun gear 22 through the reverse clutch 50. The rotation of the front sun gear 22 causes the front ring gear 23 to reduce the rotation of the front sun gear 22 and rotate in the opposite direction, so-called reverse rotation, which is output to the output shaft 14 via the rear carrier 34 connected to the front ring gear 23. Next, a lubricating structure of the automatic transmission unit A will be described in detail with reference to a cross-sectional view of a main part shown in FIG.

The input shaft 4 is provided with a lubricating oil supply hole 12 which is formed in a hollow shape to reduce the weight, and is provided in the axial direction.
2A, a plurality of lubricating oil discharge holes 12a, 12b # 1 suitable for lubrication at various locations in the axial direction.
A spline 4a is provided in the radial direction, and a spline 4a for spline-fitting a clutch drum base 39 supporting a clutch drum 41 of a high clutch 40 described later and a spline 4b for spline-fitting the rear sun gear 32 of the rear planetary gear unit 31 are provided. ing. The input shaft 4 is connected to an oil pump cover 13 supported by the transmission case 2 via an oil pump housing.
The engine crankshaft 1 through the bush 4c
The lubricating oil discharge hole 12f is opened corresponding to the bush 4c.

On the other hand, the output shaft 14 is rotatably supported coaxially with the input shaft 4 via a needle bearing 14c on a supporting member 16 connected to the transmission case 2 by bolts 15 via a needle bearing 14c. Therefore, a lubricating oil supply hole 17 formed in a hollow axial direction, a lubricating oil introduction hole 17a provided in a radial direction for communicating the lubricating oil supply hole 17 with a lubricating oil passage 18 provided in the transmission case 2, and a description will be given later. A spline 14a into which a rear carrier 34 is fitted is provided.

The respective ends of the input shaft 4 and the output shaft 14 are rotatably fitted to each other via a bush 14b, and the respective lubricating oil supply holes 12 and 17 are continuously formed. The lubricating oil introduced from the oil passage 18 into the lubricating oil supply hole 17 of the output shaft 14 via the lubricating oil introduction hole 17a passes through the lubricating oil supply hole 12 formed in the input shaft 4 and the lubricating oil discharge hole 12a. It is configured to be discharged from 12b ‥‥ 12f.

A support member 16 that rotatably supports the output shaft 14 via a needle bearing 14c is provided with a lubricating oil supply hole 19 having one end communicating with a lubricating oil passage 18 of the transmission case 2 so that various axial directions can be provided. A plurality of lubricating oil discharge holes 19a, 19b, 19c suitable for lubrication are provided at the locations.

Next, the automatic transmission section A disposed around the input shaft 4 and the output shaft 14 will be described.

A rear sun gear 32 is spline-fitted to a spline 4 b formed on the input shaft 4 to provide a rear planetary gear unit 31. The carrier 24 is mounted on the clutch hub 42 of the high clutch 40 so as to be juxtaposed to the rear planetary gear unit 31. The front planetary gear unit 21 is arranged by spline fitting, and the high clutch 40, the reverse clutch 50, and the 2 & 4 brake 6 are arranged along the input shaft 4 and the output shaft 14 from the pump cover 13 side.
0, a low clutch 70, and a low & reverse clutch 90 are provided.
And a row one way clutch 80 is interposed.

Then, the pump cover 13 and the high clutch 4
0 clutch drum base 39, clutch drum base 39
And a clutch hub 42 of the high clutch 40, a clutch hub 52 of the clutch hub 42 and the reverse clutch 50,
This clutch hub 52 and the front carrier 24 of the front planetary gear unit 21, the front carrier 24
And rear sun gear 3 of rear planetary gear unit 31
2. Thrust bearings 38a, 38b３４38h are interposed between the rear sun gear 32 and the rear carrier 34, the rear carrier 34 and the clutch hub 72 of the low clutch 70, and between the clutch hub 72 and the support member 16, respectively. Axial movement is restricted.

The front planetary gear unit 21 is a clutch of the high clutch 40 rotatably supported by the input shaft 4 through a pair of bushes 42d provided corresponding to the lubricating oil discharge holes 12d opened in the input shaft 4. The front sun gear 22 is supported by a front carrier 24 fitted to a spline 42a formed at the base of the hub 42, and meshes with a plurality of front pinion gears 25 rotatably supported by the front carrier 24 via needle bearings 25a. And the front ring gear 23 is self-aligned. An oil hole 24a for supplying lubricating oil to the needle bearing 25a is provided in the front carrier 24,
The front ring gear 23 has a front pinion gear 25
Oil holes 23a for supplying lubricating oil are respectively formed in the meshing portions with the lubricating oil.

The rear planetary gear unit 31 is provided on the input shaft 4 by a rear sun gear 32 fitted to a spline 4b formed on the input shaft 4, and a rear ring gear 33
Is rotatably supported by a rear carrier 34 via a needle bearing 35a, and is supported by the rear sun gear 32 by a plurality of rear pinion gears 35 fitted to the rear sun gear 32 and the rear ring gear 33. Rear carrier 3
Reference numeral 4 denotes one end connected to the front ring gear 23, the other end fitted to a spline 14a formed on the output shaft 14, and an oil hole 34a for supplying lubricating oil to the needle bearing 35a, a thrust bearing 38g, and a low clutch. An oil hole 34b for supplying oil to 70 is provided.

As for the high clutch 40, the clutch drum base 39 is spline-fitted to the spline 4a of the input shaft 4, one end of the clutch drum 41 is attached to the clutch drum base 39, and the clutch is attached to the oil pump cover 13. Oil hole 13a for supplying lubricating oil to the sliding portion between drum base 39 and oil pump cover 13
The thrust bearing 38 of the clutch drum base 39
Oil holes 39a and 39b are provided in the vicinity of a and 38b.

On the other hand, the clutch hub 42 has a base portion rotatably supported on the input shaft 4 via the bush 42d and a spline 42a formed on the base portion, as described above, and a front carrier 2 of the front planetary gear unit 21.
4, the high clutch 40 is interposed between the input shaft 4 and the front carrier 24 so as to be able to transmit power by bypass, and an oil hole 42c is opened in the base.

The retaining plate 45c abutting against the snap ring 45d fixed in the clutch drum 41 via the piston 44 by the hydraulic pressure of the hydraulic chamber 43, the drive plate 45a between the clutch drum 41 and the clutch hub 42, and the driven plate Lubricating oil is supplied to the drive plate 45a and the driven plate 45b, which are configured to transmit power by pressing the plate 45b, and to press against each other through an oil hole 42b opened in the clutch hub 42.

A balance hydraulic chamber 47 for canceling the centrifugal hydraulic pressure generated in the hydraulic chamber 43 is provided on the side of the piston 44 opposite to the hydraulic chamber 43, and a pressing force of a return spring 48 acts on the piston 44.

The reverse clutch 50 shares the clutch drum 41 with the high clutch 40, and has a clutch hub 52 connected to the front sun gear 22 of the front planetary gear unit 21. In this way, the reverse clutch 50 is interposed between the input shaft 4 and the front sun gear 22 so as to be able to transmit power by bypass. And hydraulic chamber 5
The hydraulic pressure of No. 3 presses the retaining plate 55c abutting on the snap ring 55d fixed in the clutch drum 41 via the piston 54 and the drive plate 55a and the driven plate 55b between the clutch drum 41 and the clutch hub 52 to generate power. The drive plate 55 is configured to transmit the force to the clutch hub 52 and press against each other.
a, Oil hole 52 for lubricating driven plate 55b
oil hole 52c corresponding to b and thrust bearing 38d
Is open.

Next, the 2 & 4 brake 60 will be described. A spline groove 61 is formed in the transmission case 2 and the brake hub 62 is connected to the reverse clutch 5.
0 along the outer circumference of the clutch hub 52.
The transmission case 2 and the front sun gear 2 of the front planetary gear unit 21 are integrally formed.
2 and are interposed so as to be engageable by bypass.

A retaining plate 65c and a brake hub 61 contact with a snap ring 65d fixed in the brake hub 61 via a piston 64 by the hydraulic pressure of a hydraulic chamber 63 formed by a piston retainer 67 provided in the transmission case 2. An oil hole 62 for lubricating the drive plate 65a and the driven plate 65b is provided so as to press the drive plate 65a and the driven plate 65b between the brake hub 62 and the front sun gear 22.
a is formed.

Next, the low clutch 70 will be described.
Low clutch drum 71 is low & reverse brake 90
The bush 71 is integrally connected to the brake hub 92 of the
a and 92a are rotatably supported by the support member 16 and one end of the low clutch drum 71 is engaged with the engaging portion 26a.
Through the front carrier 24.

On the other hand, when the clutch hub 72 is
3, the low clutch 70 is interposed between the low clutch drum 71 and the rear ring gear 33 so as to be able to transmit power. The clutch drum 7 is attached to the engaging portion 26a of the front carrier 24 which is connected to one end of the clutch drum 71 via the piston 74 by the hydraulic pressure of the hydraulic chamber 73.
Drive plate 75 between the clutch hub 1 and the clutch hub 72
a, the driven plate 75b is replaced with the pressure plate 75
It is configured to transmit power by pressing through the c. On the opposite side of the piston 74 from the hydraulic chamber 73 is provided a balance hydraulic chamber 77 for canceling the centrifugal oil pressure generated in the hydraulic chamber 73 by the retainer 76, and the piston 74 receives the pressing force of the return spring 78.

Further, the clutch hub 72 is provided with an oil hole 72a for supplying lubricating oil to the drive plates 75a and 75b which press against each other.

In the low & reverse brake 90, a spline groove 91 is formed in the transmission case 2 and the brake hub 92 is connected to the low clutch drum 71 as described above.
, And rotatably supported by the support member 16 via a bush 92 a and a low one-way clutch 80, and the low & reverse brake 90 bypasses the power between the transmission case 2 and the low clutch drum 71. It is interposed so that transmission is possible.

The retaining plate 95 abuts on the snap ring 95d fixed in the transmission case 2 via the piston 94 by the hydraulic pressure of the hydraulic chamber 93.
The low clutch drum 71 is rotatably locked to the transmission case 2 by pressing the drive plate 95a and the driven plate 95b between the c and spline grooves 91 and the brake hub 92 via the pressure plate 95e. The hydraulic chamber 93 of the piston 94
On the opposite side, a retainer 96 is provided, and a return spring 9 mounted between the retainer 96 and the piston 94 is provided.
7 applies a pressing force to the piston 94.

On the other hand, a lubricating oil discharge hole 19 a communicating with the lubricating oil supply hole 19 formed in the support member 16 is
Bearing 14c for supporting the support member 16 on the support member 16
And the clutch hub 72 of the low clutch 70 is
The lubricating oil is supplied to the gap B between the support member 16 and the output shaft 14 by opening between the thrust bearing 38h and the thrust bearing 38h.

The lubricating oil discharge hole 19b is opened corresponding to the bush 71a for supporting the clutch drum 71 of the low clutch 70 on the support member 16, and the lubricating oil discharge hole 19c is formed by
When the brake hub 92 of the reverse brake 90 is
6 is open corresponding to the bush 92a pivotally supported.
Further, a lubricating oil discharge hole 19 d for supplying lubricating oil into the balance hydraulic chamber 77 of the low clutch 70 is formed in the support member 16.

Therefore, the lubricating oil supplied from the oil pump or the like to the lubricating oil passage 18 formed in the transmission case 2 by pressure is supplied to the lubricating oil introduction hole 1 formed in the output shaft 14.
It is introduced into the lubricating oil supply hole 17 through 7a and is distributed and introduced into the lubricating oil supply hole 19 formed in the support member 16.

The lubricating oil introduced into the lubricating oil supply hole 17 of the output shaft 14 fills the lubricating oil supply hole 17 and fills the bush 14.
b is supplied into the lubricating oil supply hole 12 of the input shaft 4 and the lubricating oil discharge hole 1 is
From 2a, 12b５０12f, high clutch 40, reverse clutch 50, 2 & 4 brake 60, low clutch 7
0, lubricated by being supplied to respective main parts such as the front planetary gear unit 21 and the rear planetary gear unit 31;

Specifically, the lubricating oil flowing out of the lubricating oil discharge hole 12a mainly causes the rear planetary gear unit 3
1. After lubricating the thrust bearings 38f and 38g,
Oil hole 7 opening in clutch hub 72 of low clutch 70
2a to drive plate 75a, driven plate 7
Lubricate and cool the main part such as 5b.

The front planetary gear unit 21 and the rear planetary gear unit 31 are lubricated with the lubricating oil flowing out from the lubricating oil discharge holes 12a and 12b, and the 2 & 4 brake 60 and the low clutch 70 are lubricated.
The lubricating oil from the lubricating oil discharge hole 12d causes the clutch hub 4
It lubricates the needle bearing 42d supporting the shaft 2 on the input shaft 4, lubricates the front planetary gear unit 21, and mainly lubricates the thrust bearings 38c, 38d, the reverse brakes 50, 2 & 4 brakes 60 and the like.

The lubricating oil flowing out of the lubricating oil discharge hole 12e lubricates the thrust bearing 38b, and then lubricates the clutch hub 4
2 to the oil hole 42b and the drive plate 45
a, the driven plate 45b and the like are mainly lubricated, and the lubricating oil from the lubricating oil discharge hole 12f is used to lubricate the bush 4c and the like that support the input shaft 4.

The lubricating oil discharged from the lubricating oil discharge holes 12 a, 12 b ｆ 12 f and lubricating the respective parts is collected by an oil pan provided at the lower part of the transmission case 2.

On the other hand, the lubricating oil supply hole 1 of the support member 16 extends from the lubricating oil passage 18 formed in the transmission case 2.
The lubricating oil pumped into the lubrication oil 9 has lubricating oil discharge holes 19a, 19
b, 19c and 19d.

The lubricating oil discharged from the lubricating oil discharge hole 19a fills the space between the output shaft 14 and the support member 16, and the output shaft 1
Needle bearing 14c for supporting the support member 4 on the support member 16
And the clutch hub 72 of the low clutch 70 is
6 is mainly lubricated with the thrust bearing 38h.

The lubricating oil discharged from the lubricating oil discharge hole 19b lubricates the bush 71a that supports the clutch drum 71 on the support member 16, and the lubricating oil from the lubricating oil discharge hole 19c causes the brake drum of the low & reverse brake 90. After mainly lubricating the bush 92a and the row one-way clutch 80 supporting the 92, the lubricating oil that has lubricated each part is collected in the oil pan.

Therefore, according to the embodiment described above, the lubricating oil supply hole 12 and the lubricating oil discharge holes 12a, 12b
An input shaft 4 having # 12f and an output shaft 14 having a lubricating oil supply hole 17 but having no lubricating oil discharge hole are coaxially connected via a bush 14b, and the output shaft 14 is
6, the lubricating oil supplied from the lubricating oil passage 18 formed in the transmission case 2 is introduced into the lubricating oil supply hole 17 of the output shaft 14, and the lubricating oil of the input shaft 4 Through the supply hole 12, the input shaft 4 such as the front planetary gear unit 21, the rear planetary gear unit 31, the high clutch 40, the reverse clutch 50, the 2 & 4 brake 60, and the low clutch 70 mainly from the lubricating oil discharge holes 12 a, 12 b ‥‥ 12 f. The lubricating oil is supplied from the lubricating oil passage 18 of the transmission case 2 to the lubricating oil supply hole 19 formed in the supporting member 16 while lubricating the lubricating oil. , 19c to output shaft 1
Each member disposed around the output shaft 14 such as the shaft support portion 4 and the low & reverse brake 90 and the low one-way clutch 80 is supplied and lubricated.

Therefore, even if the rotational speed of the output shaft 14 increases with an increase in vehicle speed and the centrifugal force acting on the lubricating oil filling the lubricating oil supply hole 17 formed in the output shaft 14 increases, Lubricating oil is reliably supplied into the lubricating oil supply hole 12 of the input shaft 4 without being affected by the centrifugal force, and lubrication scattered and supplied from the lubricating oil discharge holes 12 a, 12 b ‥‥ 12 f opened in the input shaft 4. The oil supply amount is secured, and the front planetary gear unit 21 and the rear planetary gear unit 3
1, high clutch 40, reverse clutch 50, 2 & 4
Sufficient and stable lubrication is ensured for the members around the input shaft 4, such as the brake 60 and the low clutch 70. On the other hand, the lubricating oil supply holes 19a, 19b, and 19c of the support member 16 provide stable lubrication to each member disposed around the output shaft 14, such as the shaft support portion of the output shaft 14, the low & reverse brake 90, and the low one-way clutch 80. Becomes possible.

Accordingly, the required oil pump discharge flow rate can be reduced, the size of the oil pump can be reduced, and the pump driving torque can be reduced, the size and weight of the entire automatic transmission can be reduced, and the fuel consumption can be reduced. In addition, the requirements for setting the hole diameters of the lubricating oil discharge holes 12a, 12b, and 12f formed in the input shaft 4 are eased, so that the drilling operation is facilitated, and the reduction of the manufacturing cost can be secured.

[0081]

According to the lubricating structure for an automatic transmission according to the present invention described above, the input shaft having the lubricating oil supply hole and the lubricating oil discharge hole formed in the radial direction and the output shaft having the lubricating oil supply hole are formed. Coaxially connected, the output shaft is supported by the support member, and the lubricating oil supplied from the lubricating oil passage is introduced into the lubricating oil supply hole of the output shaft and lubricated through the lubricating oil supply hole of the input shaft The lubricating oil is supplied to the main members of the automatic transmission unit, which is mainly disposed around the input shaft from the oil discharge hole and requires a large amount of lubricating oil, to lubricate and supply the lubricating oil formed on the support member. The lubricating oil is split and supplied from the lubricating oil passage to the holes, and the lubricating oil is supplied from the lubricating oil discharge holes to each member of the automatic transmission section around the supporting member to lubricate, so that the output shaft rotates as the vehicle speed increases. Even if the speed increases, the lubricating oil filling hole in the output shaft Also the centrifugal force acting on the oil is increased,
The lubricating oil supply to the lubricating oil supply hole of the input shaft is stably ensured without being affected by the centrifugal force. Stable lubrication can be secured in the transmission section.

Therefore, the required oil pump discharge flow rate can be reduced, the size of the oil pump can be reduced, the pump driving torque can be reduced, and the size and weight of the entire automatic transmission can be reduced, and the fuel consumption can be reduced.

Further, as the lubricating oil supply to the lubricating oil supply hole of the input shaft is secured, the requirement for setting the diameter of the lubricating oil discharge hole is relaxed, so that the drilling operation is facilitated and the manufacturing cost is reduced.

[Brief description of the drawings]

FIG. 1 is an explanatory view schematically showing a drive system of an automatic transmission to which a lubrication structure according to the present invention is applied.

FIG. 2 is a diagram illustrating the operation of the automatic transmission shown in FIG.

FIG. 3 is a diagram illustrating the operation of the automatic transmission.

FIG. 4 is a diagram illustrating the operation of the automatic transmission.

FIG. 5 is a diagram illustrating the operation of the automatic transmission.

FIG. 6 is a diagram illustrating the operation of the automatic transmission.

FIG. 7 is a diagram illustrating the operation of the automatic transmission.

FIG. 8 is an operation explanatory diagram illustrating an operation of each engagement device.

FIG. 9 is a sectional view of a main part of the automatic transmission.

[Explanation of symbols]

 2 Transmission case 4 Input shaft 12 Lubricating oil supply hole 12a, 12b１２12f Lubricating oil discharging hole 14 Output shaft 17 Lubricating oil supply hole 18 Lubricating oil passage 19 Lubricating oil discharging hole 19a, 19b, 19c Lubricating oil discharging hole 21 Front planetary gear Unit 31 Rear planetary gear unit 40 High clutch 50 Reverse clutch 60 2 & 4 brake 70 Low clutch 80 Low one-way clutch 90 Low & reverse brake

Claims (5)

[Claims] 1. An automatic transmission unit comprising a planetary gear unit and a frictional engagement device is provided around an input shaft and an output shaft, and a shift output from the transmission unit is connected to an output shaft coaxially connected to the input shaft. A lubricating structure for an automatic transmission that outputs, a lubricating oil passage formed in a support portion provided in a transmission case that rotatably supports the output shaft, and a lubricating oil supplied from the passage for an input shaft and an output shaft. A lubricating structure of an automatic transmission configured to lubricate the automatic transmission unit through a lubricating oil supply hole formed in the output shaft, wherein the output shaft introduces lubricating oil from the lubricating oil passage formed in a support unit. A lubricating oil supply hole for supplying to a lubricating oil supply hole of the input shaft, and the input shaft is provided with a lubricating oil discharge hole corresponding to each lubricating position of an automatic transmission unit disposed around the input shaft,
A lubricating structure for an automatic transmission, wherein a lubricating portion around the output shaft is formed on a support member and supplied from a discharge hole provided in communication with a lubricating oil passage. 2. The lubricating structure for an automatic transmission according to claim 1, wherein the automatic transmission is provided from around the input shaft to around the support member. 3. The lubrication structure for an automatic transmission according to claim 1, wherein the lubricating oil passage is formed in the transmission case, and the support member is provided in the transmission case. 4. A planetary gear unit provided around the input shaft with an automatic transmission unit, a friction engagement device for selectively transmitting power of the input shaft, and a power transmission control path of the planetary gear unit around the support member. Has a joint device,
The lubricating structure for an automatic transmission according to claim 2, wherein the input shaft and the support member each include a plurality of lubricating oil discharge holes. 5. The support member has a lubricating oil discharge hole for supplying lubricating oil to a gap between the output shaft and the support member.
A lubricating structure for an automatic transmission according to any one of the above.