JP2007016892A - Clutch structure for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch structure for a transmission capable of positively maintaining a function of a centrifugal balance chamber by improving cooling performance of a multiple disc clutch, and suppressing drag resistance of lubricant due to relative rotation of a clutch plate and a clutch disc of the multiple disc clutch. <P>SOLUTION: An orifice 60 formed to communicate a clutch housing chamber 8 with the centrifugal balance chamber 13, and an orifice adjusting mechanism 61 adjusting an opening ratio of the orifice 60 such that it is smaller as a rotational frequency of a clutch drum becomes larger are provided in a portion of a partition plate member 12 facing the multiple disc clutch 7. The orifice adjusting mechanism 61 has a C-shaped elastic blocking member 62 attached such that it can move in a radial direction to a substantially annular portion in a radial inner side than the orifice 60 of the partition plate member 12, and it is composed such that the elastic blocking member 62 is elastically deformed toward a diameter expanding side by centrifugal force of predetermined centrifugal force or more to block the orifice 60. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a clutch structure of a transmission.

  2. Description of the Related Art Conventionally, in a transmission of a vehicle such as an automobile, an input includes a multi-plate clutch in which a plurality of clutch plates and a plurality of clutch disks are alternately arranged, and a peripheral wall portion in which the plurality of clutch plates are spline-engaged in an inner fit. Side clutch drum, an output side clutch hub having a peripheral wall portion in which a plurality of clutch disks are spline-engaged in an external fitting manner, and a clutch piston capable of pressing a multi-plate clutch in the fastening direction, and actuates the clutch piston A clutch structure of a transmission that controls the fastening force of a multi-plate clutch by adjusting the hydraulic pressure is practically used.

  For example, in the hydraulic clutch for an automatic transmission disclosed in Patent Document 1, a plurality of clutch plates are spline-engaged with the outer peripheral wall portion of the clutch drum so as to fit inside, and the clutch is interposed between the outer peripheral wall portion and the inner peripheral wall portion of the clutch drum. A piston is slidably fitted in the axial direction, and a hydraulic working chamber is provided on the side opposite to the multi-plate clutch of the clutch piston. A cancel piston is fitted on the multi-plate clutch side of the clutch piston between the outer peripheral wall portion and the inner peripheral wall portion of the clutch drum, and a cancel chamber is provided between the cancel piston and the clutch piston.

  The cancellation chamber and the clutch housing chamber are partitioned by the cancellation piston, and the cancellation chamber and the hydraulic operation chamber are provided on both sides of the clutch piston. By supplying lubricating oil to the cancellation chamber, hydraulic pressure generated by centrifugal force is generated. Thus, the hydraulic pressure acting on the clutch piston can be balanced. The cancel chamber is provided with a return spring that urges the clutch piston toward the non-multiplate clutch.

By the way, in the clutch structure of the transmission, a structure in which lubricating oil is supplied to the clutch housing chamber and the multi-plate clutch is cooled by the lubricating oil is well known. In this type of clutch structure, generally, a lubricating oil passage for supplying lubricating oil from the rotational axis side of the clutch drum to the clutch housing chamber is provided, and this lubricating oil rotates as the clutch drum rotates, The centrifugal force is generated and moved toward the clutch housing chamber, and the greater the number of revolutions of the clutch drum, the greater the amount of lubricating oil supplied to the multi-plate clutch.
JP-A-11-182579

  In the clutch structure configured to be able to supply lubricating oil to the clutch housing chamber, when the clutch is released while the vehicle is running, that is, when the multi-plate clutch is in the non-engaged state, relative rotation occurs between the clutch plate and the clutch disc. When the amount of lubricating oil supplied to the clutch housing chamber is large, the drag resistance (viscosity resistance) of the lubricating oil due to the relative rotation increases, and the braking force of the clutch hub increases, resulting in poor fuel consumption. . Therefore, even when the clutch drum is rotating at a high speed, it is possible to reduce the amount of lubricating oil supplied to the clutch housing chamber.

  On the other hand, in order to achieve improved fuel efficiency during idling, reduction of engine load when the vehicle is idle in the driving range, and prevention of shock at start-up, for example, in a forward clutch, the multi-plate clutch is not fully released but slipped. So-called neutral idle control, in which a fine engagement state is established, is widely applied. However, in such a fine engagement state, the multi-plate clutch generates heat and becomes high temperature and is damaged when left for a long time. Therefore, it is necessary to actively cool the multi-plate clutch. However, in the finely engaged state, since the rotation speed of the clutch drum is small, the amount of lubricating oil supplied to the clutch housing chamber decreases, and the cooling performance of the multi-plate clutch cannot be improved. As described above, even when the clutch drum is rotating at a high speed, it is still more so when the amount of lubricating oil supplied to the clutch housing chamber is reduced.

  On the other hand, the inventor of the present application has proposed that an opening is formed in the cancel piston, and lubricating oil in the cancel chamber is positively supplied from the opening to the clutch housing chamber. However, when the clutch drum rotates at a high speed, a large amount of lubricating oil is supplied from the opening to the clutch housing chamber, which promotes an increase in drag resistance due to the lubricating oil when the clutch is released, and is also generated by centrifugal force. There is also a possibility that the function of the cancellation chamber for balancing the hydraulic pressure to be maintained cannot be maintained.

  The object of the present invention is to improve the cooling performance of the multi-plate clutch in the clutch structure of the transmission, to suppress the drag resistance of the lubricating oil due to the relative rotation between the clutch plate and the clutch disk of the multi-plate clutch, and to the centrifugal force. For example, to maintain the function of the centrifugal balance chamber to balance the generated hydraulic pressure.

  The clutch structure of the transmission according to claim 1 includes a multi-plate clutch in which a plurality of clutch plates and a plurality of clutch disks are alternately arranged, a clutch drum having an outer peripheral wall portion in which the plurality of clutch plates are spline-engaged, A clutch piston that is slidably fitted in the axial direction between the outer peripheral wall portion and the inner peripheral wall portion of the clutch drum and that can press the multi-plate clutch in the fastening direction, and adjusts the hydraulic pressure for operating the clutch piston. In the clutch structure of the transmission for controlling the fastening force of the multi-plate clutch, a centrifugal balance chamber provided on the multi-plate clutch side of the clutch piston for balancing hydraulic pressure generated by centrifugal force, and the multi-plate clutch A partition plate member for partitioning the clutch storage chamber and the centrifugal balance chamber, and a portion of the partition plate member facing the multi-plate clutch An orifice formed so as to communicate with the clutch housing chamber and the centrifugal balance chamber; and an orifice adjusting means for adjusting the opening ratio of the orifice so as to decrease as the rotational speed of the clutch drum increases. It is a thing.

  In this clutch structure of the transmission, when the multi-plate clutch is pressed in the engagement direction by the clutch piston and is brought into the engaged state, the driving force input to the clutch drum is transmitted and output via the multi-plate clutch. A centrifugal balance chamber is provided on the multi-plate clutch side of the clutch piston, and the clutch housing chamber and the centrifugal balance chamber are partitioned by a partition plate member. Lubricating oil is supplied to the centrifugal balance chamber by providing a hydraulic operating hydraulic chamber for operating the clutch piston on the side opposite to the multi-plate clutch of the clutch piston, and providing a centrifugal balance chamber and a hydraulic operating chamber on both sides of the clutch piston. Thus, the hydraulic pressure generated by the centrifugal force and acting on the clutch piston is balanced. Therefore, the engagement force of the multi-plate clutch is controlled without being affected by the hydraulic pressure generated by the centrifugal force, and in particular, a fine engagement state (so-called neutral idle state) for reducing the engagement force of the multi-plate clutch can be easily and reliably performed. Produced.

  Here, in order to supply the lubricating oil to the clutch housing chamber and cool the multi-plate clutch with the lubricating oil, the lubricating oil rotates with the rotation of the clutch drum to generate a centrifugal force and generate a centrifugal force. The amount of lubricating oil supplied to the clutch housing chamber increases as the rotational speed of the clutch drum increases. An orifice that communicates the clutch housing chamber and the centrifugal balance chamber is formed in a part of the partition plate member that faces the multi-plate clutch, and the orifice opening ratio increases as the rotational speed of the clutch drum increases by the orifice adjusting means. Is adjusted to be small.

  Therefore, when the rotational speed of the clutch drum is small, such as in the neutral idle state, the opening ratio of the orifice is increased, and the lubricating oil in the centrifugal balance chamber is easily supplied to the multi-plate clutch in the clutch housing chamber through the orifice. The cooling performance of the multi-plate clutch is enhanced. When the number of revolutions of the clutch drum is high, the opening ratio of the orifice becomes small, and the lubricating oil in the centrifugal balance chamber becomes difficult to be supplied to the clutch housing chamber through the orifice. When relative rotation occurs, the drag resistance (viscosity resistance) of the lubricating oil due to the relative rotation is suppressed, and the function of the centrifugal balance chamber for balancing the hydraulic pressure generated by the centrifugal force is reliably maintained.

Here, the following configuration can be appropriately adopted in the invention of claim 1.
A clutch hub having a peripheral wall portion in which the plurality of clutch discs are spline-engaged, and the orifice is formed so that the lubricating oil in the centrifugal balance chamber can be injected toward the clutch hub and the spline engaging portion of the clutch disc. (Claim 2).

  Predetermined spline engagement teeth of the clutch hub or the clutch disk in the spline engagement portion are missing.

  The orifice adjusting means has a C-shaped elastic blocking member that is movably mounted in a radial direction on a substantially annular portion radially inward of the partition member of the partition plate member, and the elastic blocking member has a predetermined centrifugal force or more. It is configured to be elastically deformed toward the diameter-expanded side by the centrifugal force of and to close the orifice (claim 4).

  The orifice adjusting means includes a closing member that is movably mounted in a radial direction at a position radially inward of the partition member of the partition plate member, and a biasing member that biases the closing member radially inward. The closing member is configured to move outward in the radial direction against the urging force of the urging member by a centrifugal force equal to or greater than a predetermined centrifugal force to close the orifice.

  According to the clutch structure of the transmission according to claim 1, in particular, since the orifice and the orifice adjusting means are provided, lubricating oil is supplied to the clutch housing chamber, and the multi-plate clutch is cooled by the lubricating oil. The oil rotates with the rotation of the clutch drum, generates centrifugal force and moves to the clutch housing chamber side, and the greater the number of revolutions of the clutch drum, the greater the amount of lubricating oil supplied to the clutch housing chamber. When the rotational speed of the clutch drum is small, such as in a neutral idle state, the opening ratio of the orifice increases, and the lubricating oil in the centrifugal balance chamber is easily supplied to the clutch housing chamber through the orifice. The cooling performance of the plate clutch can be improved. When the number of revolutions of the clutch drum is high, the opening ratio of the orifice is reduced, and the lubricating oil in the centrifugal balance chamber is difficult to be supplied to the clutch housing chamber through the orifice. When the plate clutch is in the non-engaged state, when the relative rotation between the clutch plate and the clutch disk occurs, the drag resistance of the lubricating oil due to the relative rotation can be suppressed, the braking force can be reduced, and the fuel consumption can be improved. The function of the centrifugal balance chamber for balancing the hydraulic pressure generated by the centrifugal force can be reliably maintained.

  According to the clutch structure of the transmission according to claim 2, the clutch hub having a peripheral wall portion in which a plurality of clutch discs are spline-engaged is provided, the orifice, the lubricating oil in the centrifugal balance chamber is spline-engaged between the clutch hub and the clutch disc. Because it is formed so that it can be injected toward the part, it becomes easy to supply lubricating oil from the side closer to the partition member of the multi-plate clutch to the far side, enabling effective cooling of the multi-plate clutch, It becomes possible to further improve the property.

  According to the clutch structure of the transmission of the third aspect, since the predetermined spline engagement teeth of the clutch hub or the clutch disc in the spline engagement portion are missing, the side closer to the partition plate member in the multi-plate clutch is used. Lubricating oil is more easily supplied to the far side.

  According to the clutch structure of the transmission of the fourth aspect, the orifice adjusting means has a C-shaped elastic blocking member that is movably mounted in a radial direction on a substantially annular portion radially inward of the partition plate member. Since the elastic closing member is elastically deformed toward the diameter-expanding side by a centrifugal force equal to or greater than a predetermined centrifugal force to close the orifice, the structure of the orifice adjusting means is simplified, and the rotation balance of the clutch drum is almost reduced. Without impairing, the opening rate of the orifice can be reliably adjusted so as to increase as the rotational speed of the clutch drum increases.

  According to the clutch structure of the transmission according to claim 5, the orifice adjusting means includes a closing member that is movably mounted in a radial direction on a part of the partition plate member that is radially inward of the orifice, and the closing member is arranged in the radial direction. An urging member that urges inward, and the closing member is configured to move radially outward against the urging force of the urging member by a centrifugal force equal to or greater than a predetermined centrifugal force to close the orifice. Therefore, the structure of the orifice adjusting means can be reduced in size, and can be reliably adjusted so that the opening ratio of the orifice decreases as the number of rotations of the clutch drum increases.

  A clutch structure of a transmission according to the present invention includes a multi-plate clutch in which a plurality of clutch plates and a plurality of clutch disks are alternately arranged, a clutch drum having an outer peripheral wall portion in which a plurality of clutch plates are spline-engaged, and a clutch A clutch piston that is slidably fitted in the axial direction between the outer peripheral wall portion and the inner peripheral wall portion of the drum and that can press the multi-plate clutch in the fastening direction, and adjusts the hydraulic pressure that operates the clutch piston. A clutch structure of a transmission for controlling the fastening force of a multi-plate clutch, a centrifugal balance chamber provided on the multi-plate clutch side of the clutch piston for balancing hydraulic pressure generated by centrifugal force, and the multi-plate clutch A partition plate member that partitions the clutch storage chamber and the centrifugal balance chamber, and a portion of the partition plate member that faces the multi-plate clutch, An orifice formed so as to communicate the clutch housing chamber and the centrifugal balance chamber, and an orifice adjusting means for adjusting the opening ratio of the orifice so as to decrease as the number of rotations of the clutch drum increases. Is.

  As shown in FIGS. 1 and 2, a clutch structure 1 (clutch device 1) of a transmission includes a case 2, an input shaft 3, a clutch drum 4, a clutch hub 5, a multi-plate clutch 7, a clutch housing chamber 8, a clutch piston. 9, a return spring 10, a hydraulic working chamber 11, a partition plate member 12 (also referred to as a seal plate 12 or a centrifugal balance piston 12), and a centrifugal balance chamber 13, and driving force is input to the input shaft 3. Is transmitted to the clutch hub 5 through the engaged multi-plate clutch 7 from the clutch drum 4 that is rotationally driven integrally, and the clutch hub 5 is rotationally driven and output. Hereinafter, the front shown in FIG. 1 will be described as the front.

  A thick cylindrical clutch support 20 is integrally formed on the case 2. The input shaft 3 is fitted into the clutch support 20 and is rotatably supported via bearings 21a to 21c. 4 is externally fitted through three sets of annular seal members 22 and is rotatably supported. In the case 2, hydraulic passages 23 a to 23 c are formed for supplying hydraulic pressure supplied from a hydraulic control unit (not shown) including an external hydraulic circuit to the hydraulic working chamber 11 for operating the clutch piston 9. ing.

  A flange portion 25 is formed integrally with the input shaft 3, and the flange portion 25 is located on the rear side of the clutch support 20. A rear end portion of the inner peripheral wall portion 31 of the clutch drum 4 is formed on the outer peripheral portion of the flange portion 25. The partition plate member 12 is externally fitted and fixed to the rear portion of the flange portion 25 of the input shaft 3. The input shaft 3 is formed with a lubricating oil passage 26 a at the shaft center portion, from the lubricating oil passage 26 a between the input shaft 3 and the clutch support 20, between the centrifugal balance chamber 13 and between the input shaft 3 and the clutch hub 5. Lubricating oil passages 26 b to 26 d for supplying lubricating oil are formed, and a lubricating oil passage 26 e for supplying lubricating oil from the centrifugal balance chamber 13 between the input shaft 3 and the clutch support 20 is formed in the flange portion 25.

  The clutch drum 4 has an outer peripheral wall portion 30, an inner peripheral wall portion 31, and a front end wall portion 32. About 2/3 of the rear side of the outer peripheral wall portion 30 is formed in a plate mounting portion having a slightly larger diameter than the remaining about 1/3 portion, and a plurality of (for example, multiple plate clutches 7) (for example, Five ring plate-like clutch plates 45 are spline-engaged in an inner fitting shape so as to be movable in the axial direction. For this reason, the inner surface portion of the outer peripheral wall portion 30 and the outer peripheral portion of each clutch plate 45 are respectively A plurality of spline engaging teeth 30a and 45a are formed.

  The rear end portion of the inner peripheral wall portion 31 is located inside the center portion in the front-rear direction of the outer peripheral wall portion 30, and the front end wall portion 32 is formed integrally with the front end side portion of the inner peripheral wall portion 31 and thickly in the front and rear. The outer peripheral portion of the front end wall portion 32 is coupled to the front end portion of the outer peripheral wall portion 30. Hydraulic passages 33a and 33b for supplying hydraulic pressure from the hydraulic passages 23b and 23c of the clutch support 20 to the first and second hydraulic working chambers 11a and 11b of the clutch support 20 are provided in the front end wall portion 32 and the inner peripheral wall portion 31. Is formed.

  The clutch hub 5 has a peripheral wall portion 40 and a cylindrical portion 41, and a rear end inner peripheral portion of the peripheral wall portion 40 and a front end outer peripheral portion of the cylindrical portion 41 are coupled, and the cylindrical portion 41 is on the output side. It is connected to a member (not shown). The peripheral wall portion 40 has a diameter of about 3/5 of the outer peripheral wall portion 30 of the clutch drum 4, and a plurality of (for example, four) ring plate-like clutch disks 46 of the multi-plate clutch 7 are formed on the peripheral wall portion 40. A plurality of spline engaging teeth 40a, 46a are formed on the outer surface of the peripheral wall 40 and the inner peripheral portion of each clutch disk 46, respectively, so that the spline is engaged in an axially movable manner. (See FIG. 7).

  The multi-plate clutch 7 includes a plurality of clutch plates 45, a plurality of clutch disks 46, and a retaining plate 47, and a space for housing the multi-plate clutch 7 is a clutch housing chamber 8. The plurality of clutch plates 45 and the plurality of clutch disks 46 are alternately arranged in the front-rear direction so that the clutch plates 45 are positioned at the front end and the rear end of the clutch plates 45 and the clutch drum 45 and the clutch plate 46 as described above. The outer peripheral wall portion 30 of the clutch drum 4 and the peripheral wall portion 40 of the clutch hub 5 are respectively spline-engaged.

  The retaining plate 47 is formed in the shape of a thick ring plate in the front-rear direction, and is disposed in contact with the rear side of the clutch plate 45 at the rear end. The outer peripheral portion of the retaining plate 47 is spline-engaged with the outer peripheral wall portion 30 of the clutch drum 4, is fixed to the outer peripheral wall portion 30 so as not to move rearward, and is regulated by the regulating member 48. The portion engages with an annular member 49 fixed to the rear end portion of the peripheral wall portion 40 of the clutch hub 5 so as to be relatively rotatable.

  The clutch piston 9 is slidably fitted in the axial direction between the outer peripheral wall portion 30 and the inner peripheral wall portion 31 of the clutch drum 4, and between the clutch piston 9 and the outer peripheral wall portion 30 by the seal member 50, The space between the clutch piston 9 and the inner peripheral wall portion 31 is sealed. The clutch piston 9 has a first piston portion 9 a that bulges slightly forward in the vicinity of the outer periphery thereof, and a remaining second piston portion 9 b, and a cylindrical pressing member that protrudes rearward to the outer periphery of the clutch piston 9. A portion 9c is formed, and the rear end portion of the pressing portion 9c comes into contact with the clutch plate 45 to press the multi-plate clutch 7.

  The seal member 50 includes a bulky first seal portion 50a attached to the front side of the first piston portion 9a, and a sheet-like second seal portion 50b attached to the front side of the second piston portion 9b. The first seal portion 50a is fitted between the outer peripheral wall portion 30 of the clutch drum 4 and the rear projecting portion 32a of the front end wall portion 32 so as to be movable in the front-rear direction, and the first seal portion 50a and the outer peripheral wall portion. A portion surrounded by 30 and the front end wall portion 32 is formed in the first hydraulic working chamber 11a, and a portion surrounded by the first seal portion 50a, the second seal portion 50b, the front end wall portion 32, and the inner peripheral wall portion 31. Is formed in the second hydraulic working chamber 11b.

  The partition plate member 12 is formed by integrally forming a rear end wall portion 55, a cylindrical portion 56, and a front end wall portion 57, and the outer peripheral portion of the rear end wall portion 55 is connected to the rear end portion of the cylindrical portion 56. The front end portion of the portion 56 is connected to the inner peripheral portion of the front end wall portion 57. The rear end wall portion 55 is fixed to the input shaft 3 so as to be fitted onto the input shaft 3, and the partition plate member 12 is disposed with a predetermined gap with respect to the clutch drum 4, the clutch hub 5, and the multi-plate clutch 7. The front end wall portion 57 is positioned on the front side of the multi-plate clutch 7, and an annular pressing portion 9c of the clutch piston 9 is fitted on the outer peripheral portion of the front end wall portion 57 via an annular seal member 58 so as to be movable in the axial direction. ing.

  A portion surrounded by the partition plate member 12, the clutch piston 9 and the input shaft 3 is formed in the centrifugal balance chamber 13. The centrifugal balance chamber 13 is provided on the side of the multi-plate clutch 7 of the clutch piston 9 for balancing the hydraulic pressure generated by the centrifugal force. The centrifugal balance chamber 13 and the clutch housing chamber 8 are separated by the partition plate member 12. It is partitioned by. In the centrifugal balance chamber 13, a return spring 10 is mounted between the vicinity of the outer periphery of the rear end wall portion 55 of the partition plate member 12 and the vicinity of the inner periphery of the clutch piston 9, and the return spring 10 causes the clutch piston 9 to move forward. In other words, the multi-plate clutch 7 is biased in the direction of releasing the engagement. As the return spring 10, various springs such as one or a plurality of disc springs or coil springs that are annular or non-annular can be applied. A plurality of lubricating oil passage ports 59 are formed in the rear end wall portion 55 of the partition plate member 12.

  In the clutch structure 1 of the transmission, an orifice 60 formed so as to communicate the clutch housing chamber 8 and the centrifugal balance chamber 13 with a portion of the partition plate member 12 facing the multi-plate clutch 7, and this An orifice adjusting mechanism 61 is provided for adjusting the opening ratio of the orifice 60 so as to decrease as the rotational speed of the clutch drum 4 increases. Next, the orifice 60 and the orifice adjusting mechanism 61 will be described in detail.

  As shown in FIGS. 1 to 6, the orifice 60 has a diameter of several millimeters to several tens of millimeters, and is provided at one location on the front end wall portion 57 of the partition plate member 12, and the lubricating oil in the centrifugal balance chamber 13 is splined on the clutch hub 5. It is formed so as to be able to inject toward the spline engaging portion between the tooth 40 a and the spline engaging tooth 46 a of the clutch disk 46. In the present embodiment, the orifice 60 is provided substantially on the front side of the spline engaging portion. Therefore, the orifice 60 is formed in the front-rear direction so that the lubricating oil can be injected toward the spline engaging portion. become.

  Here, as shown in FIG. 7, one or more predetermined spline engagement teeth 46 a of the clutch disc 46 in the spline engagement portion are missing, and lubricating oil is lost by the missing tooth portion 46 b of the clutch disc 46. A passage opening 46c is formed.

  As shown in FIG. 3 to FIG. 6, the orifice adjusting mechanism 61 is an elastic made of C-shaped spring steel that is movably mounted in the radial direction on a substantially annular portion radially inward of the partition plate member 12 from the orifice 60. A closing member 62 is provided, and the elastic closing member 62 is configured to be elastically deformed to the enlarged diameter side by a centrifugal force equal to or greater than a predetermined centrifugal force to close the orifice 60. The elastic closing member 62 is provided, for example, at about 345 degrees in the circumferential direction.

  A substantially annular C-shaped groove 63 centering on the axial center of the partition plate member 12 is formed in the rear surface portion of the rear end wall portion 57 of the partition plate member 12, and the elastic closing member 62 is disposed on the rear side in the C-shaped groove 63. The annular cover member 64 that covers the rear side of the elastic closing member 62 and the C-shaped groove 63 is provided on the rear surface of the rear end wall portion 57 so that the elastic closing member 62 is not detached from the C-shaped groove 63. It is joined to. The radial width of the C-shaped groove 63 is about twice the radial width of the elastic blocking member 62, and the orifice 60 faces the radially outer portion of the C-shaped groove 63. In a state where at least the elastic closing member 62 is not subjected to centrifugal force, substantially all of the elastic closing member 62 comes into contact with the inner peripheral side wall surface of the C-shaped groove 63 by the return spring force of the elastic closing member 62, and the opening ratio of the orifice 60 Becomes 100%, and the orifice 60 is fully opened. In the cover member 64, a notch portion 64 a that is notched from the outside in the radial direction is formed in the rear portion of the orifice 60.

  The pair of end wall portions 63a at both ends in the circumferential direction of the C-shaped groove 63 are slightly displaced in the circumferential direction with respect to the orifice 60 (for example, about 15 to 30 degrees around the axis of the partition plate member 12). Therefore, one end portion of the elastic closing member 62 to which the C-shaped groove 63 is attached is closer to the orifice 60 and is slightly displaced in the circumferential direction with respect to the orifice 60. Accordingly, when the elastic blocking member 62 receives a centrifugal force equal to or greater than a predetermined centrifugal force, the elastic blocking member 62 is elastically deformed toward the diameter expansion side so that both ends thereof open, and at least the vicinity of both ends of the elastic blocking member 62 is the outer periphery of the C-shaped groove 63. Although it moves until it abuts against the side wall surface, the opening ratio of the orifice 60 becomes 0% by the vicinity of one end of the elastic closing member 62, and the orifice 60 is fully closed.

The operation and effect of the clutch structure 1 of the transmission will be described.
When no hydraulic pressure is supplied to the hydraulic working chamber 11 and the clutch piston 9 is in the return state by the return spring 10, the multi-plate clutch 7 is in the non-engaged state. When hydraulic pressure is supplied to the hydraulic operation chamber 11 and the multi-plate clutch 7 is pressed in the engagement direction by the clutch piston 9 to be engaged, the driving force input from the input shaft 3 to the clutch drum 4 is transmitted via the multi-plate clutch 7. And transmitted to the clutch hub 5 for output.

  A centrifugal balance chamber 13 is provided on the side of the multi-plate clutch 7 of the clutch piston 9, the clutch housing chamber 8 and the centrifugal balance chamber 13 are partitioned by the partition plate member 12, and lubricating oil is supplied to the centrifugal balance chamber 13 and is centrifuged. The balance chamber 13 and the hydraulic operation chamber 11 are provided on both sides of the clutch piston 9, and the hydraulic pressure generated by centrifugal force and acting on the clutch piston 9 is balanced. Therefore, the fastening force of the multi-plate clutch 7 is controlled without being affected by the hydraulic pressure generated by the centrifugal force, and in particular, a fine fastening state (so-called neutral idle state) in which the fastening force of the multi-plate clutch 7 is reduced can be easily achieved. Can be produced reliably.

  Here, in order to supply the lubricating oil to the clutch housing chamber 8 and cool the multi-plate clutch 7 with the lubricating oil, the lubricating oil rotates with the rotation of the clutch drum 4 to generate a centrifugal force and generate the clutch. The amount of lubricating oil supplied to the clutch housing chamber 8 increases as the rotational speed of the clutch drum 4 increases as it moves to the housing chamber 8 side, but in the part of the partition plate member 12 facing the multi-plate clutch 7, An orifice 60 that communicates between the clutch housing chamber 8 and the centrifugal balance chamber 13 is formed, and the orifice adjusting mechanism 61 can be adjusted so that the opening ratio of the orifice 60 decreases as the rotational speed of the clutch drum 4 increases. it can.

  Therefore, when the rotational speed of the clutch drum 4 is small, such as in a neutral idle state, the opening ratio of the orifice 60 is increased, and the lubricating oil in the centrifugal balance chamber 13 is easily supplied to the clutch housing chamber 8 through the orifice 60. The cooling performance of the multi-plate clutch 7 can be improved. When the rotational speed of the clutch drum 4 is large, the opening ratio of the orifice 60 becomes small, and the lubricating oil in the centrifugal balance chamber 13 becomes difficult to be supplied to the clutch housing chamber 8 through the orifice 60. In other words, when the multi-plate clutch 7 is not engaged, when the relative rotation between the clutch plate 45 and the clutch disc 46 occurs, the drag resistance of the lubricating oil due to the relative rotation is suppressed, and the clutch hub 5 The fuel consumption can be improved by reducing the braking force, and the function of the centrifugal balance chamber 13 for balancing the hydraulic pressure generated by the centrifugal force can be reliably maintained.

  The orifice 60 is formed so that the lubricating oil in the centrifugal balance chamber 13 can be injected toward the spline engaging portion of the clutch hub 5 and the clutch disc 46, and further, the predetermined spline engagement of the clutch disc 46 in this spline engaging portion. Since the teeth 46a are missing, the lubricating oil is easily supplied to the side farther from the side closer to the partition plate member 12 in the multi-plate clutch 7, and the multi-plate clutch 7 can be effectively cooled. It becomes possible to further improve cooling performance.

  The orifice adjusting mechanism 61 has a C-shaped elastic blocking member 62 that is movably mounted in a radial direction on a substantially annular portion radially inward of the partition member 12 of the partition plate member 12. Since the orifice 60 is closed by being elastically deformed toward the diameter-expanding side by a centrifugal force equal to or greater than the centrifugal force, the structure of the orifice adjusting mechanism 61 is simplified and the rotational balance of the clutch drum 4 is hardly impaired. The opening rate of the orifice 60 can be reliably adjusted to decrease as the rotational speed of the clutch drum 4 increases.

The clutch structure 1 may be partially changed as follows.
1] As shown in FIG. 8, the orifice 60 </ b> A is formed in an inclined shape that is inclined from the centrifugal balance chamber 13 toward the clutch housing chamber 8 toward the axial center of the partition plate member 12. Thereby, the lubricating oil in the centrifugal balance chamber 13 can be more reliably injected from the orifice 60A toward the spline engaging portion, and even when the orifice 60A is provided at a position radially outward from the orifice 60, It is possible to exert the effect, and it is possible to reliably inject the high-pressure lubricating oil due to the centrifugal force from the orifice 60A.

2] As shown in FIG. 9, the orifice 60B and the orifice adjusting mechanism 61B are provided symmetrically with the orifice 60 and the orifice adjusting mechanism 61 in the front-rear direction, and are formed in a C shape on the front surface portion of the rear end wall portion 57 of the partition plate member 12. A groove 63B is formed, and an elastic closing member 62B is fitted and attached to the C-shaped groove 63B from the front side, and the elastic closing member 62B and the C-shaped groove 63B are prevented from being detached from the C-shaped groove 63B. A cover member 64 </ b> B that covers the front side of the rear end wall portion 57 is joined to the front surface of the rear end wall portion 57. In particular, even if high oil pressure of lubricating oil due to centrifugal force acts on the cover member 64B in a state where the orifice 60B is closed, the oil pressure can be received by the sturdy partition plate member 12, The elastic blocking member 62B can be configured in a small size.

3] As shown in FIG. 10, in the multi-plate clutch 7C, one or more predetermined spline engaging teeth 40a of the clutch hub 5C are missing, and lubrication is performed by the missing tooth portion 40b of the clutch hub 5C. An oil passage port 40c is formed. That is, it becomes easy to supply lubricating oil to the side far from the side close to the partition plate member 12 in the multi-plate clutch 7C, and the multi-plate clutch 7C can be effectively cooled, and the cooling performance can be further improved. Become.
4] Note that a plurality of orifices may be provided in the partition plate member 12. For example, a plurality of orifices may be provided at regular intervals in the circumferential direction. In this case, the elastic closing member can be configured as a common member.

  As shown in FIGS. 11 to 17, the clutch structure 70 of the transmission of the second embodiment is obtained by changing the orifice adjustment mechanism of the clutch structure 1 of the transmission of the first embodiment, and is otherwise the same as the first embodiment. Therefore, the same reference numerals are given and the description is omitted. The orifice adjusting mechanism 71 of the clutch structure 70 includes a metal blocking member 72 that is movably mounted in a radial direction at a position radially inward of the partition plate member 12 with respect to the orifice 60, and the blocking member 72 in the radial direction. And an urging member 73 (spring member 73) that urges inward, and the closing member 72 moves radially outward against the urging force of the urging member 73 by a centrifugal force equal to or greater than a predetermined centrifugal force. The orifice 60 is configured to be closed.

  A first recess 74a and a second recess 74b connected to the first recess 74a are formed in the rear surface portion of the rear end wall portion 57 of the partition plate member 12, and the first and second recesses 74a and 74b as a whole are seen in the rear view L. It is formed into a shape. The first recess 74a is formed in a rectangular shape as viewed from the rear, and a rectangular thick plate-like blocking member 72 is fitted and attached to the first recess 74a from the rear side so that the blocking member 72 does not come off the first recess 74a. A rectangular plate-like cover member 75 that covers the rear side of the closing member 72 and the first recess 74 a is joined to the rear surface of the rear end wall portion 57.

  The radial width of the first recess 74a is a little less than about twice the radial width of the closing member 72, and the orifice 60 faces the radially outer portion of the first recess 74a. The closing member 72 is formed with a notch 72a cut out from the outside in the radial direction, and at least the closing member 72 is not subjected to a centrifugal force, and the closing member 72 is energized by the biasing force of the biasing spring 73. Abutting against the side wall surface, the orifice 60 and the cutout portion 72a of the closing member 72 coincide with each other, the opening ratio of the orifice 60 becomes 100%, and the orifice 60 is fully opened. In the cover member 75, a rear portion of the orifice 60 is formed with a notch 75 a that is notched from the outside in the radial direction.

  The second recess 74b extends in a tangential direction from the radially outer portion of the first recess 74a, and a biasing member 73 (spring member 73) made of an elongated plate-shaped spring steel is disposed in the second recess 74b. The base end portion of the biasing member 73 is fixed to the partition plate member 12 from the second recess 74b so as to be inserted, the tip end of the biasing member 73 projects into the first recess 74a, and the tip end of the biasing member 73 is the closing member. The abutting member 72 is urged inward in the radial direction by coming into contact with the radially outer end portion of 72. When the blocking member 72 receives a centrifugal force equal to or greater than a predetermined centrifugal force, the blocking member 72 moves against the urging force of the urging member 73 until it comes into contact with the outer peripheral side wall surface of the first recess 74a. As a result, the opening ratio of the orifice 60 becomes 0%, and the orifice 60 is fully closed.

  According to the clutch structure 1D, the structure of the orifice adjusting mechanism 71 can be reduced in size, and the opening ratio of the orifice 60 can be reliably adjusted to decrease as the rotational speed of the clutch drum 4 increases. Other operations and effects are the same as those of the first embodiment.

The clutch structure 1D may be partially changed as follows.
1] As shown in FIG. 18, in this orifice adjusting mechanism 71A, the closing member 72A is guided by the cover member 75A so as to be movable in the radial direction, and the urging member 73A moves the closing member 72A radially inward. The closing member 72A, the urging member 73A, and the cover member 75A are integrally assembled in advance so as to be biased, and the cover member 75A is joined to the rear surface of the rear end wall portion 57 of the partition plate member 12. . Thereby, the partition plate member 12 can be simplified, and the assembly | attachment property which assembles the closure member 72A, the urging member 73A, and the cover member 75A to this partition plate member 12 can be improved. The functions and basic configurations of the closing member 72A, the urging member 73A, and the cover member 75A are the same as those in the second embodiment.

2] As shown in FIG. 19, in the orifice adjusting mechanism 71B, both the closing member 72B and the cover member 75B are fitted and mounted in the first recess 74a. Thereby, the protrusion of the cover member 75B from the partition plate member 12 to the clutch housing chamber 8 side can be eliminated, and the rotational resistance of the partition plate member 12 due to the lubricating oil in the clutch housing chamber 8 can be reduced.
3] A plurality of orifices, closing members, urging members, and cover members may be provided on the partition plate member 12. For example, these may be provided at equal intervals in the circumferential direction.
4] As in the first embodiment, a closing member and a cover member may be provided on the centrifugal balance chamber 13 side.

  In addition, various modifications other than the matters disclosed in the first and second embodiments can be added without departing from the present invention, and the transmission clutch structure of the present invention can be applied to various automobiles and The present invention can be applied to various vehicles other than automobiles and various prime movers.

It is a longitudinal cross-sectional view of the clutch structure (orifice open state) of the transmission of Example 1. It is a longitudinal cross-sectional view of the clutch structure (orifice closed state) of a transmission. It is a rear view of a partition plate member and an orifice adjustment mechanism (orifice open state). It is a rear view of a partition plate member and an orifice adjusting mechanism (orifice closed state). It is the VV sectional view taken on the line of FIG. FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 5. It is a front view of a multi-plate clutch. It is a longitudinal cross-sectional view of the partition plate member and orifice adjustment mechanism of a change form. It is a longitudinal cross-sectional view of the partition plate member and orifice adjustment mechanism of a change form. It is a rear view of the partition plate member and orifice adjustment mechanism of a modified form. It is a longitudinal cross-sectional view of the clutch structure (orifice open state) of the transmission of Example 2. It is a longitudinal cross-sectional view of the clutch structure (orifice obstruction | occlusion state) of a transmission. It is a rear view of a partition plate member and an orifice adjustment mechanism (orifice open state). It is a rear view of a partition plate member and an orifice adjusting mechanism (orifice closed state). It is the XV-XV sectional view taken on the line of FIG. It is the XVI-XVI sectional view taken on the line of FIG. It is the XVII-XVII sectional view taken on the line of FIG. It is a longitudinal cross-sectional view of the partition plate member and orifice adjustment mechanism of a change form. It is a rear view of the partition plate member and orifice adjustment mechanism of a modified form.

Explanation of symbols

1, 70 Clutch structure 4 Clutch drum 5 Clutch hub 7, 7C Multi-plate clutch 8 Clutch housing chamber 9 Clutch piston 12 Partition plate member 13 Centrifugal balance chamber 30 Outer peripheral wall 31 Inner peripheral wall 45 Clutch plate 46 Clutch discs 60, 60A, 60B Orifice 61, 61B, 71, 71A, 71B Orifice adjustment mechanism 62, 62B Elastic closing member 72, 72A, 72B Closing member 73, 73A Energizing member

Claims (5)

A multi-plate clutch in which a plurality of clutch plates and a plurality of clutch disks are alternately arranged; a clutch drum having an outer peripheral wall portion in which a plurality of clutch plates are spline-engaged; and an outer peripheral wall portion and an inner peripheral wall portion of the clutch drum; And a clutch piston that is slidably fitted in the axial direction and can press the multi-plate clutch in the fastening direction, and controls the fastening force of the multi-plate clutch by adjusting the hydraulic pressure that operates the clutch piston. In the clutch structure of the transmission,
A centrifugal balance chamber provided on the multi-plate clutch side of the clutch piston for balancing hydraulic pressure generated by centrifugal force;
A partition plate member that partitions the clutch housing chamber and the centrifugal balance chamber for housing the multi-plate clutch;
An orifice formed so as to communicate the clutch housing chamber and the centrifugal balance chamber at a portion facing the multi-plate clutch of the partition plate member;
Orifice adjusting means for adjusting the opening ratio of the orifice so as to decrease as the number of rotations of the clutch drum increases;
A clutch structure for a transmission, comprising: A clutch hub having a peripheral wall portion in which the plurality of clutch disks are spline-engaged;
2. The clutch structure of a transmission according to claim 1, wherein the orifice is formed to be able to inject lubricating oil in the centrifugal balance chamber toward a spline engaging portion of a clutch hub and a clutch disk.   The clutch structure of the transmission according to claim 2, wherein predetermined spline engagement teeth of a clutch hub or a clutch disk in the spline engagement portion are missing.   The orifice adjusting means has a C-shaped elastic blocking member that is movably mounted in a radial direction on a substantially annular portion radially inward of the partition member of the partition plate member, and the elastic blocking member has a predetermined centrifugal force or more. The clutch structure for a transmission according to any one of claims 1 to 3, wherein the clutch is configured to be elastically deformed toward the diameter-expanded side by a centrifugal force to close the orifice.   The orifice adjusting means includes a closing member that is movably mounted in a radial direction at a position radially inward of the partition member of the partition plate member, and a biasing member that biases the closing member radially inward. The blocking member is configured to move outward in the radial direction against the biasing force of the biasing member by a centrifugal force equal to or greater than a predetermined centrifugal force to close the orifice. A clutch structure of the transmission according to any one of the above.

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