DE112006002266B4 - Lubricating device in an automatic transmission - Google Patents

Abstract

A lubricating device in an automatic transmission (10) having a speed change mechanism (13) for shifting between a plurality of speeds by engaging and disengaging a plurality of clutches (C-1 to C-4) and brakes (B-1, B-2) the speed change mechanism (13) comprises a first clutch (C-3) having a first drum (31), a first frictional engagement element disposed in the first drum (31), and a first piston (44) provided at a projection portion (31a) of the first drum (31) is slidably disposed, forming a first cylinder chamber (43) together with the first drum (31), and the first frictional engagement element using pressurized oil supplied to the first cylinder chamber (43) , and a second clutch (C-4) having a second drum (32) received in the first drum (31), a second frictional engagement element disposed in the second drum (32), and a second K The piston (52) slidably disposed on a projection portion of the second drum (32) forms a second cylinder chamber (53) together with the second drum (32) and the second frictional engagement element using pressurized oil supplied to the cylinder second cylinder chamber (53), the second drum (32) having a drain hole (88) that can drain a lubricating oil supplied to the second frictional engagement element, and a discharge amount of the lubricating oil when the second one Clutch (C-4) is engaged, the first piston (44) can press the first frictional engagement element of between an outer peripheral portion of the first drum (31) and the second drum (32), an oil reservoir (87) storing the lubricating oil, which is discharged through the drain hole (88) after lubrication of the second clutch (C-4) is provided on an inner peripheral surface of the first piston (44), and

Description

The present invention relates to a lubricating device in an automatic transmission according to the preamble of claim 1.

US 2005/0167234 A1 discloses a lubricating device in an automatic transmission according to the preamble of claim 1. In this automatic transmission, the speed change mechanism for switching the rotation of an input shaft between a plurality of gears by releasably connecting a speed reducing planetary gear for reducing the speed of the input shaft to each element of a planetary gear set, including a plurality of planetary gearwheels via a plurality of clutches and brakes, a first clutch being disposed and received within a first drum having a cylindrical shape with a closed end, and a second clutch disposed and housed within a second drum comprising a cylindrical shape with a closed end, which is housed within the first drum.

When the friction engagement elements of the first and second clutches are engaged, the amount of generated heat increases, and therefore, lubricating oil is typically supplied by the action of a centrifugal force to the outside of a gear box in a radial direction through a lubricant supply passage provided in the input shaft , As a result, the frictional engagement elements of the clutches and brakes, the meshing portions of the planetary gear wheels, and various bearing portions are lubricated.

In this automatic transmission type, the amount of heat generated varies greatly depending on whether the clutch is in an engaged state or in a released state, but conventionally, a fixed amount of lubricating oil is supplied regardless of the engaged state at all times. Therefore, in some cases, although the total supply flow rate of the lubricating oil supplied through the supply passage is sufficient, a shortage of the amount of lubricating oil supplied to certain places where the amount of generated heat is large may occur.

To solve this problem, the total supply flow rate of the lubricating oil can be increased by using a state of increased generated heat as a reference, but since the generated amount of heat of a frictional engagement element varies according to its engaged state and rotational speed, a situation may occur whereby an appropriate amount occurs Oil to the designated places where the amount of heat generated is large but an excess amount of lubricating oil is supplied to other places.

WO 2005/026579 A1 discloses another lubricating device in an automatic transmission.

The present invention focuses on a structure in which a first clutch and a second clutch are never engaged at the same time, and its object is to provide a lubricating device in an automatic transmission which accurately distributes lubricating oil in accordance with the engaged state of the clutches. without increasing the total feed flow rate of the lubricating oil.

The object of the invention is achieved with a lubricating device in an automatic transmission according to claim 1. Advantageous developments of the invention are the subject of the dependent claims.

According to the invention of claim 1, the oil reservoir in which the barriers having different inner diameters are arranged front and rear with respect to its axial direction is provided on the inner periphery of the piston and thus overflowed when the second clutch is released that a large amount of oil is supplied to the oil reservoir, the lubricating oil is the first barrier having a small inner diameter so that the lubricating oil can be allocated to the first clutch. As a result, lubricating oil can be appropriately distributed to the first clutch in accordance with the engagement state of the second clutch without increasing the total lubricating oil supply rate.

According to the invention of claim 2, at normal times, the lubricating oil stored in the oil reservoir is supplied to the brake from the second barrier having a large inner diameter via the opening portion formed in the piston and the first drum , Therefore, when the first clutch does not require a large amount of lubricating oil, the lubricating oil supply to the opening portion is prioritized so that no more than the required amount of lubricating oil is supplied to the first clutch.

According to the invention of claim 3, in a predetermined low gear, in which a comparatively large amount of heat is generated, the clutch is released and therefore a sufficient amount of lubricating oil for the first clutch can be ensured, while in a predetermined high gear, at a comparatively small amount of heat is generated, the first clutch is supplied with not more than the required amount of lubricating oil.

According to the invention of claim 4, when the planetary gear and the ring gear of the planetary gear are lubricated, the lubricating oil is supplied to the first clutch and thus a sufficient amount of lubricating oil can be supplied to the first clutch even if the second clutch is engaged, so that the amount of lubricating oil supplied to the second clutch decreases.

Brief description of the drawings

1 Fig. 12 is a diagram showing an automatic transmission according to the present invention.

2 is a view showing the engagement states of brakes and clutches in each transmission gear of the automatic transmission, which in 1 is shown.

3 FIG. 10 is a sectional view showing a lubricating device of the automatic transmission according to an embodiment of the present invention. FIG.

4 is a view that is a partial magnification of 3 shows.

5 FIG. 14 is a view showing an oil reservoir formed in a piston which is in FIG 4 is shown.

LIST OF REFERENCE NUMBERS

10

automatic transmission

11

gearbox

13

Gear change mechanism

15

input shaft

16

output shaft

20

Speed reducing planetary gear

21

Planetary gear set

27

Oil pump body

27a

Cylindrical support section (projection section)

31

First drum

32

Second drum

43, 53, 73

cylinder chamber

44, 54, 74

piston

44a

Cylindrical section of large diameter

81

Supply passage

83, 84, 85

supply hole

87

oil storage

87a

Barrier on the side of the opening section

87b

Barrier on the side of the bottom section

88, 90

opening

89

Flow passage

S1, S2, S3

sun

C1, C2, C3

carrier

R1, R2

ring gear

C-1

First clutch

C-2

Second clutch

C-3

Third clutch

C-4

Fourth clutch

B-1

First brake

B-2

Second brake

Best modes for carrying out the invention

An embodiment of the present invention will be described below based on the drawings. 1 shows an automatic transmission 10 , which may preferably be used, for example, in a front engine / rear wheel drive vehicle. The automatic transmission 10 is with a torque converter 12 and a gear change mechanism 13 in a gear box 11 provided, which is attached to a vehicle body. An output from the engine is via a pump rotor and a turbine of the torque converter 12 in an input shaft 15 of the automatic transmission 10 entered. The gear change mechanism 13 Switches the speed input from the input shaft 15 and gives the rotation to an output shaft 16 out, which is connected to a drive wheel. The torque converter 12 is with a lockup clutch 17 Mistake. Further, the input shaft 15 and the output shaft 16 of the automatic transmission 10 coaxial relative to a direction of travel of the vehicle. The torque converter 12 is arranged in the front in the vehicle driving direction, while the output shaft 16 the rear side is arranged in the vehicle traveling direction. It is noted that in this embodiment, the torque converter side 12 (the front side of the vehicle traveling direction) in the axial direction of the automatic transmission 10 is referred to as "front" and the side of the output shaft 16 (the rear side of the vehicle traveling direction) is referred to as "rear".

The gear change mechanism 13 is through the input shaft 15 , a speed reducing planetary gear 20 , a planetary gear set 21 comprising a plurality of planetary gear wheels, the output shaft 16 , first to fourth clutches C-1 to C-4 and first and second brakes B-1, B-2 formed one after the other within the gear box 11 are axially supported.

The speed-reducing planetary gear 20 that is the speed of the input shaft 15 is reduced and transmits the rotation to a rotating element at a reduced speed, by a sun gear S1, which is always on the gear box 11 is fixed and therefore limited in rotation, a carrier C1, which is directly connected to the input shaft 15 coupled, a first planetary gear 23A supported by the carrier C1 and meshing with the sun gear S1, a second planetary gear 23B supported by the carrier C1 and with the first planetary gear 23A meshes, and a ring gear R1 formed with the second planetary gear 23B combs.

The planetary gear set 21 is formed for example by a gear set of the Ravigneaux type, which combines a planetary gear with a planetary gear and a planetary gear with double planetary gear.

A first sun gear S2 with a small diameter of the planetary gear set 21 is detachable by the first clutch C-1 with the ring gear R1 of the speed-reducing planetary gear 20 connected. A second sun gear S3 of large diameter is detachable by the third clutch C-3 with the ring gear R1 of the speed-reducing planetary gear 20 connected and is via the carrier C1 of the speed-reducing planetary gear 20 through the fourth clutch C-4 to the input shaft 15 releasably connected. A short planetary gear 25 combs with the first sun S2. A long planetary gear 26 meshes with the second sun gear S3 and the short planetary gear 25 , The short planetary gear 25 and the long planetary gear 26 are each rotatably mounted by being directly coupled to the carriers C2, C3. A ring gear R2 meshes with the long planet gear 26 and is with the output shaft 16 connected as an output element.

The second sun gear S3 is releasable with the gear box through the first brake B-1 11 connected. The carrier C2 (C3) is detachable to the input shaft through the second clutch C-2 15 connected. The carrier C2 (C3) is also detachable with the gear box through the second brake B-2 11 connected and can be latched by a one-way clutch F-1.

The above-described automatic transmission thus constructed 10 can gear ratios for eight forward gears and two reverse gears by selectively engaging and disengaging the first to fourth clutches C-1 to C-4 and the first and second brakes B-1, B-2 and selectively connecting or fixing the input shaft 15 , the output shaft 16 and the various elements of the speed-reducing planetary gear 20 and the planetary gear set 21 be set up. In 2 For example, the circles indicated in the columns of the clutch and the brake corresponding to each transmission show that the clutch or brake is in an engaged state, and when no circle is drawn, this indicates a released state.

An operation of each transmission is described below. When a shift range corresponds to a P (parking) range and an N (neutral) range, all clutches C-1 to C-4 and brakes B-1, B-2 are released, and therefore, there is a power transmission between the input shaft 15 and the output shaft 16 interrupted.

In the first forward is, as in 2 1, the first clutch C-1 is engaged and the one-way clutch F-1 is engaged. As a result, the reduced rotational speed of the ring gear R1 becomes in the speed-reducing planetary gear 20 via the first clutch C-1 in the first sun gear S2 of the planetary gear set 21 entered. The reduced rotational speed of the first sun gear S2 is further reduced via the carrier C2 (C3) at a speed whose rotation is limited by the one-way clutch F-1 in a single direction, and is input to the ring gear R2, whereby the output shaft 16 is rotated forward corresponding to a gear ratio of a first speed at a reduced speed. It is noted that during engine braking, the second brake B-2 is engaged instead of the one-way clutch F-1, and the rotation of the carrier C2 (C3) is held stationary.

In the second forward speed, the first clutch C-1 and the first brake B-1 are engaged. As a result, the reduced rotational speed of the ring gear R1 becomes in the speed-reducing planetary gear 20 is inputted to the first sun gear S2 via the first clutch C-1, and since the second sun gear S3 is fixed by the first brake B-1, the ring gear R2 becomes, and therefore, the output shaft 16 , rotated forward at a reduced speed corresponding to a gear ratio of a second gear.

In the third forward speed, the first and third clutches C-1, C-3 are engaged. As a result, the reduced rotational speed of the ring gear R1 becomes in the speed-reducing planetary gear 20 entered via the first clutch C-1 in the first sun gear S2 and input via the third clutch C-3 in the second sun gear S3. Accordingly, the planetary gear set rotates 21 integral and the ring gear R2 and therefore the output shaft 16 are rotated forward at a reduced speed corresponding to a gear ratio of a third speed, in which the rotation of the input shaft 15 through the speed-reducing planetary gear 20 is reduced.

In the fourth forward speed, the first and fourth clutches C-1, C-4 are engaged. As a result, the reduced rotational speed of the ring gear R1 in the speed-reducing planetary gear becomes 20 entered via the first clutch C-1 in the first sun gear S2 and the rotation of the carrier C1 in the speed-reducing planetary gear 20 is input via the fourth clutch C-4 in the second sun gear S3. Thus, the ring gear R2, and therefore the output shaft 16 , with a gear ratio of a fourth gear turned forward.

In the fifth forward speed, the first and second clutches C-1, C-2 are engaged. As a result, the reduced rotational speed of the ring gear R1 becomes in the speed-reducing planetary gear 20 entered via the first clutch C-1 in the first sun gear S2. The rotation of the input shaft 15 is also input to the first and second carriers C2, C3 directly coupled via the second clutch C-2. Thus, the ring gear R2, and therefore the output shaft 16 , is rotated forward at a reduced speed corresponding to a gear ratio of a fifth gear.

In the sixth forward speed, the second and fourth clutches C-2, C-4 are engaged. As a result, the rotation of the input shaft 15 in the carrier C1 of the speed-reducing planetary gear 20 is input and is then input via the fourth clutch C-4 in the second sun gear S3. The rotation of the input shaft 15 is also input to the first and second carriers C2, C3, which are directly coupled via the second clutch C-2. Thus, the first planetary gear set rotates 21 integral with the input shaft 15 and the ring gear R2, and therefore the output shaft 16 , is turned forward with a gear ratio of a sixth gear.

In the seventh forward speed, the second and third clutches C-2, C-3 are engaged. As a result, the rotation of the input shaft 15 input to the first and second carriers C2, C3 directly coupled via the second clutch C-2 and the reduced speed of the ring gear R1 in the speed-reducing planetary gear 20 is input via the third clutch C-3 in the second sun gear S3. Thus, the ring gear R2, and therefore the output shaft 16 , is rotated forward at an increased speed corresponding to a gear ratio of a seventh gear.

In the eighth forward speed, the second clutch C-2 and the first brake B1 are engaged. As a result, the rotation of the input shaft 15 are inputted to the first and second carriers C2, C3 directly coupled via the second clutch C-2, and the second sun gear S3 is fixed by the first brake B-1. Thus, the ring gear R2, and therefore the output shaft 16 , rotated forward at a reduced speed corresponding to a gear ratio of an eighth gear.

In the first reverse gear, the third clutch C-3 and the second brake B-2 are engaged. As a result, the reduced speed of the ring gear R1 is input to the second sun gear S3 via the third clutch C-3, and the directly coupled first and second carriers C2, C3 are fixed by the second brake B-2. Thus, the ring gear R2, and therefore the output shaft 16 , reversed at a reduced speed corresponding to a gear ratio of a first reverse gear.

In the second reverse gear, the fourth clutch C-4 and the second brake B-2 are engaged. As a result, the rotation of the input shaft 15 via the carrier C1 of the speed-reducing planetary gear 20 is input to the fourth clutch C-4, and the rotation is then input to the second sun gear S3 while the directly coupled first and second carriers C2, C3 are fixed by the second brake B-2. Thus, the ring gear R2, and therefore the output shaft 16 , reversed at a reduced speed corresponding to a gear ratio of a second reverse gear.

3 and 4 are structural drawings showing the specific structure of the speed reducing planetary gear 20 , the third and fourth clutches C-3, C-4 and the first brake B1. In the drawings, the input shaft 15 through the gearbox 11 , an oil pump body 27 that is attached to the gearbox 11 is fixed, and a stator shaft 30 rotatably supported. The stator shaft 30 is at the inner periphery of a protruding portion 27a of the oil pump body 27 press-fit. The speed-reducing planetary gear 20 is on the outer peripheral side of a rear end portion of the stator shaft 30 arranged and the sun gear S1 of the speed-reducing planetary gear 20 is made non-rotatable by wedging. The carrier C1 of the speed-reducing planetary gear 20 is with a flange portion of the input shaft 15 protrudes, joined by welding, to be integral with the input shaft 15 to be able to turn. Further, the carrier C1 has a shaft of the first planetary gear and a shaft of the second planetary gear, which is the first planetary gear 23A or the second planetary gear 23B rotatably store. The ring gear R1 of the speed-reducing planetary gear 20 meshes with the second planetary gear 23B and is determined by the input rotation of the input shaft 15 rotated at a decreasing speed. The ring gear R1 has a spline on its outer circumferential surface, and is thereby provided with a friction plate 42 the third clutch C-3 in wedging. When the third clutch C-3 is engaged, the ring gear R1 may be at a reduced speed to a first drum 31 transfer.

Lubricating oil passing through an oil hole 85 from a lubrication supply passage 81 is fed into the the input shaft 15 is formed passes through a lubricating oil passage formed in the carrier C1, and a lubricating oil passage formed in the shaft of the first planetary gear and in the shaft of the second planetary gear to the first planetary gear 23A and the second planetary gear 23B to lubricate. After lubricating the ring gear R1, the lubricating oil is supplied to a frictional engagement element of the third clutch C-3.

The third clutch C-3, which is the first drum 31 has a cylindrical shape with a closed end, and the fourth clutch C-4, which is a second drum 32 has a cylindrical shape with a closed end are in the gear box 11 accommodated. The fourth clutch C-4 is on the inner peripheral side of the first drum 31 added. The first drum 31 is on the outer periphery of a sleeve member 33 rotatably mounted, which on the outer circumference of the projecting portion 27a of the oil pump body 27 pressed. The second drum 32 is by a protrusion section 31a which is arranged to extend along the inner peripheral side of the first drum 31 to extend, and is by a wedges engaging portion 95 hereby engaged, as described above, in order to be able to rotate integrally therewith.

The protrusion section 31a attached to the outer periphery of the sleeve member 33 is rotatably mounted, is on the inner peripheral side of the first drum 31 provided and a plurality of sealing elements are between the inner periphery of the projecting portion 31a and the outer periphery of the sleeve member 33 interposed. A rear end portion of the protrusion portion 31a the first drum 31 is through an iron fixing sleeve 35 rotatably mounted on the outer periphery at the rear end portion of the projecting portion 27a on the oil pump body 27 via a metal bush-shaped main bearing 36 is fit. The main camp 36 has a sufficient axial length to the first drum 31 to be stored alone rotatable.

It is noted that a metal sleeve-shaped auxiliary bearing 37 that has a shorter axial length than the main bearing 36 has, in the inner periphery of a front end portion of the protrusion portion 31a pressed. The additional warehouse 37 is on the outer circumference of the sleeve member 33 with a gap in between and usually does not work as a bearing. The additional warehouse 37 contacts the outer periphery of the sleeve member 33 to function only as a bearing when an oblique force, such as a gyroscopic moment, on the first drum 31 is applied, so that the first drum 31 is moved to or beyond a predetermined inclination.

One end on an outer peripheral portion 31b on the open side of the first drum 31 is via the third clutch C-3 with the ring gear R1 of the speed-reducing planetary gear 20 releasably connected. The third clutch C-3 is formed by a frictional engagement element including a separator plate 41 connected to the outer peripheral portion 31b is in wedging engagement, and the separator plate 42 formed, which is in wedge engagement with the ring gear R1, and a first hydraulic servo formed. The first hydraulic servo is by a first piston 44 in a first cylinder chamber 43 placed in the bottom section of the first drum 31 is formed, slidably received, a Aufhebungsplatte 91 at the projection portion 31a the first drum 31 is arranged, and a return spring 45 formed the first piston 44 biases.

An inner peripheral portion of the cancel plate 91 is with the outer periphery of the protrusion portion 31a the first drum 31 latched so that its movement in an axial direction by a spring ring 90 is limited. The outer peripheral portion of the cancel plate 91 is in the inner peripheral surface of the first piston 44 fitted in a fluid-tight manner and a first cancellation chamber 92 is between the suspension plate 91 and the first piston 44 educated. The return spring 45 that the first piston 44 in the axial direction to open the third clutch C-3 is between the cancellation plate 91 and the first piston 44 arranged.

The first suspension chamber 92 is used with suspension oil (lubricating oil) through a cancellation oil supply hole 93 that in the radial direction of the protrusion portion 31a the first drum 31 is formed, the sleeve member 33 and the first drum 31 fed. The repealing oil that goes to the first repeal chamber 92 is supplied by a cancellation oil dispenser 91a issued outwardly, in the inner peripheral portion of the Aufhebungsplatte 91 is trained. The first suspension chamber 92 acts to cancel a centrifugal oil pressure caused by the oil in the first cylinder chamber 43 is generated.

The first piston 44 has a cylindrical section 44a large diameter, which extends along the inner periphery of the outer peripheral portion 31b the first drum 31 extends, and a front end portion of the large-diameter cylindrical portion 44a is disposed along the frictional engagement element of the third clutch C-3. The first cylinder chamber 43 The hydraulic servo is connected to an oil passage 48 which is in the protrusion section 27a of the oil pump body 27 is formed, via a feed passage 46 . 47 formed by oil holes formed in the projecting portion 31a that of the first drum 31 or the sleeve element 33 are trained in connection. The oil passage in the protrusion section 27a is formed is connected to an oil pressure control device, which is not shown in the drawings, and due to a pressurized oil, which is supplied to the oil pressure control device slides, the first piston 44 against the spring force of the return spring 45 to frictionally engage the frictional engagement element of the third clutch C-3. When the supply of pressurized oil is interrupted, the frictional engagement with the frictional engagement element is by the spring force of the return spring 45 solved.

The second drum 32 is on the inside of the large diameter cylindrical section 44a of the first piston 44 the third clutch C-3 arranged. A projection section 32a at the outer circumference in the radial direction of the projecting portion 31a the first drum 31 is disposed on the side of the inner periphery of the second drum 32 provided and an outer peripheral portion 32b is provided on the side of its outer periphery. As in 4 is shown is an inner wedge 32c on the inner periphery of the rear end portion of the protrusion portion 32a on the second drum 32 educated. The inner wedge 32c is with an outer wedge 31c on the outer periphery of the end portion of the front side of the protrusion portion 31a is formed on the first drum 31 in wedges and thus rotates the second drum 32 integral with the first drum 31 ,

The end portion of the open side (rear side) of the outer peripheral portion 32b the second drum 32 is via the fourth clutch C-4 with the carrier C1 of the speed-reducing planetary gear 20 releasably connected. The fourth clutch C-4 is formed by a frictional engagement element, which is a separator plate 51 connected to the inner periphery of the outer peripheral portion 32b is in wedging, and a friction plate 52 having, with the outer periphery of a clutch hub 56 is in wedge engagement, which is coupled to the carrier C1, and formed a second hydraulic servo. The second hydraulic servo is through a second piston 54 in a second cylinder chamber 53 is received in the bottom portion of the second drum 32 is formed, a Aufhebungsplatte 97 at the projection portion 31a the first drum 31 is arranged, and a return spring 55 formed the second piston 54 biases. One end of the second piston 54 is with the inner periphery of the outer peripheral portion 32b the second drum 32 in spline engagement and is disposed on the rear side of the frictional engagement element of the fourth clutch C-4. The second piston 54 is on the side of the outer periphery of the protrusion portion 32a the second drum 32 arranged with the wedges engaging portion 95 is trained.

The suspension plate 97 is on the outer periphery of the end portion of the rear side of the protrusion portion 31a at the first drum 31 arranged so that its movement in an axial direction through a spring washer 96 is limited. The outside of the circumference of the cancellation plate 97 is in the inner peripheral surface of the second piston 54 fitted and a second repeal chamber 98 is between the suspension plate 97 and the second piston 54 educated. The return spring 55 that the second piston 54 in the axial direction to open the fourth clutch C-4 is between the cancel plate 97 and the second piston 54 arranged.

The third clutch C-3 is through the first drum 31 , the frictional engagement element passing through the separator plate 41 and the friction plate 42 is formed, the first cylinder chamber 43 , the first piston 44 , the return spring 45 and the hydraulic servo formed to the first drum 31 and the first piston 44 is liquid-tight. The friction engagement element, the first piston 44 and the return spring 45 are inside the first drum 31 accommodated.

Likewise, the fourth clutch C-4 is through the second drum 32 , the frictional engagement element passing through the separator plate 51 and the friction plate 52 is formed, the second piston 54 , the return spring 55 and the hydraulic servo formed by the second drum 32 and the second piston 54 is liquid-tight. The friction engagement element, the second piston 54 and the return spring 55 are inside the second drum 32 accommodated.

A pressure oil feed passage 60 is through a variety of second working oil supply holes 65 which are in the projecting section 31a the first drum 31 are formed circumferentially at positions at equal angles in the radial direction, a plurality of third working oil supply holes 66 which are in the projecting section 32a the second drum 32 are formed circumferentially at positions at equal angles in the radial direction, and an annular oil passage 67 formed between the two protrusion sections 31a . 32a is trained. The second and third working oil supply holes 65 . 66 stand together over the annular oil passage 67 in connection. A pair of sealing rings 99 is on the sleeve element 33 on both sides of the second working oil supply holes 65 arranged in its axial direction. Likewise, a sealing ring (O-ring) 100 at the protrusion portion 31a the first drum 31 on each side of the second and third working oil supply holes 65 . 66 in its axial direction arranged around the annular oil passage 67 train.

The outer circumference of the outer diameter section 31b the first drum 31 is releasably connected to the gearbox via the first brake B-1. The first brake B-1 is engaged by a frictional engagement element including a separator plate 71 that fit with the inner circumference of the gear box 11 is in wedging, and a friction plate 72 connected to the outer circumference of the outer diameter section 31b the first drum 31 is in wedge engagement, and formed a hydraulic servo. The hydraulic servo is by a piston 74 in an oil chamber 73 in the gearbox 11 is formed, slidably housed, and a return spring 75 formed the piston 74 biases.

The front end of the piston 74 extends to the side of the frictional engagement element of the first brake B-1. The oil chamber 73 The hydraulic servo is connected to the oil pressure control device via an oil passage or the like, which is not shown in the drawing, in the gear box 11 is formed, and due to the pressurized oil, which is supplied by the oil pressure control device, the piston slides 74 against the spring force of the return spring 75 to frictionally engage the frictional engagement element of the first brake B-1. When the supply of pressurized oil is interrupted, the frictional engagement with the frictional engagement element is frictionally engaged by the spring force of the return spring 75 solved.

A lubricating oil passage 81 is in the input shaft 15 formed and lubricating oil, which is discharged by an oil pump, which is not shown in the drawing, via the oil pressure control device and a supply hole 83 to the feed passage 81 fed. A variety of rows of feed holes 84 . 85 stand with the feed passage 81 and the lubricating oil goes to each section in the interior of the gear box 11 through these holes 84 . 85 fed. The lubricating oil that goes to the inside of the gearbox 11 is distributed radially outwards by the action of a centrifugal force, and thereby to various locations including the speed-reducing planetary gear 20 , the clutches C-3, C-4, the brake B-1 and the bearings supplied.

As in details in 5 shown is an oil reservoir 87 in the shape of an annular groove in the inner periphery of the large-diameter cylindrical portion 44a of the first piston 44 formed in the third clutch C-3. An opening 88 corresponding to the oil reservoir 87 is in the outer peripheral portion 32b the second drum 32 is formed and thus the lubricating oil, which is supplied from the inner peripheral side of the frictional engagement element of the fourth clutch C-4, via a gap in the frictional engagement element and the opening 88 in the outer peripheral portion 32b the oil reservoir 87 fed.

Barriers that have different diameters are in the axial direction at the front and the rear of the oil reservoir 87 provided and the inner diameter of an opening portion side barrier 87a is smaller than the inner diameter of a bottom portion side barrier 87b established. In particular, as in 5 is shown, the inner diameter of the opening portion side barrier 87a as D1, while the inside diameter of the bottom portion side barrier 87b is set as D2, which is larger than D1 by ΔD. Thus, at normal times, the lubricating oil leading to the oil reservoir is prevented 87 is fed and in the oil reservoir 87 is collected by a centrifugal force, the opening portion side barrier 87a of the oil reservoir 87 overflows, and causes it to be in the direction of the bottom portion side of the bottom portion side barrier 87b flows. As a result, lubricating oil becomes the frictional engagement element of the first brake B-1 through an opening 89 that in the first piston 44 is formed, and an opening 90 supplied in the other peripheral portion 31b the first drum 31 is trained.

Here is the amount of lubricating oil in the oil reservoir 87 from the side of the inner periphery of the frictional engagement element of the fourth clutch C-4 via the opening 88 in the coupling housing section 32b flows, decreases when the fourth clutch C-4 is engaged, and when the fourth clutch C-4 is released, the lubricating oil amount is increased, so that more lubricating oil to the oil reservoir 87 is supplied. The reason for this is that when the fourth clutch C-4 is engaged, the flow passage that allows the lubricating oil to pass through the frictional engagement element is limited. Therefore, when the fourth clutch C-4 is released, the lubricating oil amount leading to the oil reservoir 87 is added, and as a result, the lubricating oil overflows the opening portion side barrier 87a of the oil reservoir 87 and the overflowing lubricating oil is supplied to the third clutch C-3.

During an upshift performed by the automatic transmission, the rotational speed is absorbed by the engagement side clutches, and therefore, a large amount of heat is typically generated by the engagement side clutches.

In the automatic transmission according to this embodiment, as shown in FIG 2 shown engagement table, the third clutch C-3 and the fourth clutch C-4 never simultaneously engaged. In other words, when the fourth clutch C-4 is engaged, the third clutch C-3 is released, and when the third clutch C-3 is engaged, the fourth clutch C-4 is released. Here, only the third clutch C-3 is engaged in three gears, the third gear, the seventh gear and the first reverse gear. When an upshift to the third speed is performed, the fourth clutch C-4 is open in the previous shift speed (first speed or second speed). Therefore, a larger amount of lubricating oil becomes the oil reservoir via the released fourth clutch C-4 87 as a result, and as a result, a sufficient amount of lubricating oil over the opening portion side barrier 87a supplied to the third clutch C-3, so that the third clutch C-3 can be effectively cooled. Therefore, when switched to the third speed, at which time a comparatively large amount of heat can be generated, the third clutch C-3 is brought into engagement after being sufficiently cooled by the lubricating oil, and as a result, the durability of the frictional engagement element can third clutch C-3 can be ensured. When switched to the first reverse speed, the first reverse speed is obtained from a neutral state, and therefore, similarly to the third speed, the engagement of the third clutch C-3 can be sufficiently cooled.

It is noted that lubricating oil to the third clutch C-3 from other places than the oil reservoir 87 is supplied. Therefore, when the third clutch C-3 is engaged to generate a large amount of heat, lubricating oil from the oil reservoir 87 supplied and therefore a larger amount of lubricating oil is supplied thereto.

When an upshift to the seventh speed is performed (during a shift from the sixth to the seventh speed), the fourth clutch C-4 is engaged in the sixth speed, and therefore, the amount of lubricating oil that is above the port is engaged 88 in the coupling housing section 32b the second drum 32 in the oil storage 87 flows small immediately before engagement of the third clutch C-3. Accordingly, the lubricating oil flowing to the brake B-1 is prioritized, resulting in a reduction in the amount of lubricating oil that is the opening portion side barrier 87a of the first piston 44 overflows.

Thus, the amount of lubricating oil supplied to the third clutch C-3 immediately after the third clutch C-3 is engaged is temporarily insufficient. However, this condition occurs during the shift pattern from the sixth forward speed to the seventh forward speed, as shown in FIG 2 1, and in this shift pattern, the amount generated by the third clutch C-3 to obtain a comparatively high shift speed such as the seventh speed is small. Therefore, the third clutch C-3 can be lubricated by oil from other places than the oil reservoir 87 is supplied, sufficiently cooled, and therefore, there are no practical problems.

According to the embodiment described above, when the third clutch C-3 is engaged, the fourth clutch C-4 is released, and therefore, the amount of lubricating oil that flows via the released fourth clutch C-4 to the oil reservoirs increases 87 is supplied, causing the lubricating oil to be the opening portion side barrier 87a of the oil reservoir 87 flows over to be supplied to the third clutch C-3, in which a large amount of heat is generated. Accordingly, lubricating oil can be accurately allocated to the required clutch without increasing the total supply flow rate of the lubricating oil.

Further, when the fourth clutch C-4 is engaged, the amount of lubricating oil flowing via the fourth clutch C-4 to the oil reservoir decreases 87 is supplied, and therefore lubricating oil stops the opening portion side barrier 87a of the oil reservoir 87 to flow over, so that the lubricating oil to the side of the first brake B-1 from the bottom portion side barrier 87b is supplied. In this case, however, the third clutch C-3 is released and does not require a large amount of lubricating oil, and therefore, not more than the required amount of lubricating oil is supplied.

Conventionally, a drum or the like that rotates at a high speed, such as the second drum, may be used 32 , deform so that its base end portion is opened radially outwardly by a centrifugal force, and therefore, a sufficient gap must be provided between members to prevent interference between the members when such deformation occurs. In this embodiment, however, the oil reservoir 87 on the outer peripheral side of the base end portion of the second drum 32 is formed and therefore serves as a clearance, so that even if the base end portion of the second drum 32 is deformed by a centrifugal force, a disturbing engagement between elements can be prevented. Therefore, the need to provide a separate clearance is eliminated, and a more compact structure in the radial direction can be obtained.

In the embodiment described above, an automatic transmission capable of obtaining various gear ratios for eight forward speeds and two reverse speeds is described, but the present invention is not limited thereto and can be applied to any automatic transmission in which lubricating oil is supplied via a clutch to another clutch becomes.

Further, in the above-described embodiment, the planetary gear set 21 a gear set of the Ravigneaux type, which combines a planetary gear with a single planetary gear and a planetary gear with a double planetary gear, but the planetary gear set 21 The present invention is not limited to the gear set of Ravigneaux type, but any planetary gear set can be used as long as it has a plurality of (two or more) planetary gear wheels.

The specific structure of the above-described embodiment is just one example of the present invention. The present invention is not limited to such a specific structure and, of course, may employ various aspects within a scope that does not deviate from its core.

Industrial applicability

The lubricant device in an automatic transmission according to the present invention is suitable for application to an automatic transmission having a speed change mechanism for shifting between a plurality of gears by engaging and disengaging a plurality of clutches and brakes.

Claims (4)

Lubricating device in an automatic transmission ( 10 ) with a gear change mechanism ( 13 ) for shifting between a plurality of gears by engaging and disengaging a plurality of clutches (C-1 to C-4) and brakes (B-1, B-2), wherein the speed change mechanism (FIG. 13 ) a first clutch (C-3) having a first drum ( 31 ), a first frictional engagement element in the first drum ( 31 ), and a first piston ( 44 ), which at a projecting portion ( 31a ) of the first drum ( 31 ) is arranged displaceably, a first cylinder chamber ( 43 ) together with the first drum ( 31 ) and the first frictional engagement element using pressurized oil supplied to the first cylinder chamber ( 43 ), and a second clutch (C-4) having a second drum ( 32 ), in the first drum ( 31 ), a second frictional engagement element which is in the second drum ( 32 ) is arranged, and a second piston ( 54 ), which at a projection portion of the second drum ( 32 ) is arranged displaceably, a second cylinder chamber ( 53 ) together with the second drum ( 32 ) and the second frictional engagement element using pressurized oil supplied to the second cylinder chamber ( 53 ), can press, the second drum ( 32 ) a drain hole ( 88 ), which can discharge a lubricating oil supplied to the second frictional engagement element, and a discharge amount of the lubricating oil, when the second clutch (C-4) is engaged, the first piston (14) 44 ) the first frictional engagement element of between an outer peripheral portion of the first drum (10) 31 ) and the second drum ( 32 ), an oil reservoir ( 87 ), which stores the lubricating oil passing through the drain hole ( 88 ) is discharged after lubricating the second clutch (C-4), on an inner circumferential surface of the first piston (FIG. 44 ), and a first barrier ( 87a ) on the side of the first frictional engagement element of the oil reservoir ( 87 ) in an axial direction, characterized in that a second barrier ( 87b ), which has a larger inner diameter than the first barrier ( 87a ), on the cylindrical inner peripheral surface of the first piston ( 44 ) on the side of the first cylinder chamber of the oil reservoir ( 87 ) is formed in the axial direction, and the oil reservoir ( 87 ) in the form of an annular groove in the axial direction between the first and the second barrier ( 87a . 87b ) is provided, and when the second clutch (C-4) is released, so that a large amount of oil to the oil reservoir ( 87 ) is caused causing the lubricating oil to be the first barrier ( 87a ), so that the lubricating oil is allocated to the first frictional engagement element. Lubricating device in an automatic transmission ( 10 ) according to claim 1, characterized in that a brake (B-1) on an outer circumference of the first drum ( 31 ) and the lubricating oil from the second barrier ( 87b ) via an opening portion formed in the first piston ( 44 ) and the first drum ( 31 ) is formed, the brake (B-1) is supplied. Lubricating device in an automatic transmission according to claim 1 or 2, characterized in that the structure of the automatic transmission is such that the first clutch (C-3) is engaged at a predetermined low shift gear and is engaged at a predetermined high shift gear and the second Clutch (C-4) is released when is switched to the predetermined low switching gear, and is engaged when switched to the predetermined high gear shift. Lubricating device in an automatic transmission ( 10 ) according to one of claims 1 to 3, characterized in that the gear change mechanism is a planetary gear ( 20 ), wherein a ring gear (R1) of the planetary gear ( 20 ) is disposed on an inner peripheral side of the first frictional engagement element in a radial direction, and the lubricating oil is supplied to the first frictional engagement element after lubrication of the ring gear (R1).

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