JP2007132421A - Fastening member of automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fastening member of an automatic transmission for a vehicle for uniformly contacting a thrust bearing with a bearing support surface of the fastening member even if the fastening member is deformed by its fastening when fastening the fastening member. <P>SOLUTION: When fastening a lock nut 70, the arranging side of a female screw 76 is pulled in the axial direction by the female screw 76, and the lock nut 70 is deformed, and since its bearing support surface 72b becomes a plane after completing the fastening by arranging an inclined face 78 of taking into consideration its deformation as the bearing support surface 72b, the thrust bearing 62 can be uniformly supported, and reduction in durability of the thrust bearing 62 can be checked. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a fastening member of an automatic transmission for a vehicle, and particularly to a fastening member that is disposed between a non-fastening member and a thrust bearing and is brought into contact with the thrust bearing.

  In a vehicular automatic transmission, a fastening member such as a nut is known, in which one end surface is brought into contact with a non-fastening member and functions as a pressing surface for pressing the non-fastening member, and the other end surface is brought into contact with a thrust bearing. It has been.

  For example, in Patent Document 1, the bearing member of the thrust bearing (176 in the above document) is brought into direct contact with the rolling element of the thrust bearing as a supporting surface of the thrust bearing, thereby eliminating the thrust bearing support member and automatic shifting. This makes it possible to shorten the length of the machine in the axial direction.

JP 2003-106407 A

  By the way, the fastening member such as a nut is deformed so that the fastening member is tilted microscopically by being pulled in the axial direction from the radial screw side by the fastening force of the screw. It is done. For example, when one end surface of the fastening member is brought into direct contact with the rolling element of the thrust bearing as a support surface of the thrust bearing as in Patent Document 1, a part of the support surface of the fastening member is caused by the deformation of the fastening member as described above. The thrust bearing is supported only by this, and the rolling elements of the thrust bearing are likely to be worn, so that the durability of the thrust bearing may be reduced. This problem is caused by the fact that the fastening member does not directly contact the rolling element of the thrust bearing but also contacts the rotating race of the thrust bearing. There was a problem that the durability of the resin deteriorated.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to provide a thrust bearing and a fastening member bearing even when the fastening member is deformed by fastening when the fastening member is fastened. An object of the present invention is to provide a fastening member for an automatic transmission for a vehicle that makes contact with a support surface uniformly.

  To achieve the above object, the gist of the invention according to claim 1 is that (a) the pressing surface and the bearing support surface are provided on both sides, and one of the inner peripheral surface and the outer peripheral surface is provided with a screw. A fastening member of an automatic transmission for a vehicle that forms an annulus and is pressed between the non-fastening member and the thrust bearing by being screwed toward the non-fastening member. (B) In the non-fastened state, the screw-provided side of the bearing support surface is provided on the side where the screw is provided, so that the bearing support surface is flat when the fastening is completed. An inclined surface having a shape positioned on the thrust bearing side rather than the non-side is formed on the bearing support surface.

  A gist of the invention according to claim 2 is that in the fastening member of the automatic transmission for vehicle according to claim 1, (a) the pressing surface is a surface parallel to a plane orthogonal to the axis. (B) Of the thickness dimension in the axial direction between the pressing surface and the bearing support surface, the thickness dimension of the inner circumference side and the outer circumference side where the screw is provided is provided by the screw. It is characterized by being larger than the thickness dimension on the side that is not provided.

  A gist of the invention according to claim 3 is that in the fastening member of the automatic transmission for a vehicle according to claim 1 or 2, (a) the non-fastening member has an outer peripheral screw at a shaft end. (B) The fastening member includes a screw on an inner peripheral surface thereof, and the pressing surface is not fastened by screwing the screw and the outer peripheral screw. (C) an inclined surface having a shape in which the inner peripheral side of the bearing support surface is positioned closer to the thrust bearing side than the outer peripheral side is formed on the bearing support surface. To do.

  The gist of the invention according to claim 4 is that in the fastening member of the automatic transmission for vehicle according to claim 3, of the thickness dimension in the axial direction between the pressing surface and the bearing support surface. The thickness dimension on the inner peripheral side is larger than the thickness dimension on the outer peripheral side.

  The gist of the invention according to claim 5 is the fastening member of the automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the bearing support surface is the thrust bearing after the fastening is completed. It is characterized by being in surface contact.

  According to the fastening member of the automatic transmission for a vehicle according to the first aspect, when the fastening member is fastened, the side on which the screw is provided is pulled in the axial direction by the screw, and the fastening member is deformed. However, since the inclined surface considering the deformation is provided on the bearing support surface side, the bearing support surface becomes flat after completion of the fastening, so that the thrust bearing can be supported uniformly, and the durability of the thrust bearing The decline in sex can be prevented.

  According to the fastening member of the automatic transmission for a vehicle of the invention according to claim 2, the thickness dimension in the axial direction on the screw side is larger than the thickness dimension on the side where the screw is not provided. The inclined surface is formed, and after completion of the fastening of the fastening member, both sides of the pressing surface and the bearing support surface become planes orthogonal to the axial center, so that the thrust bearing can be uniformly supported, and the durability of the thrust bearing The decline in sex can be prevented.

  According to the fastening member of the automatic transmission for a vehicle according to the third aspect of the present invention, when the screw is provided on the inner peripheral surface of the fastening member, the screw is engaged with the outer peripheral screw and pressed by the non-fastening member. The inner peripheral side of the screw is pulled in the axial direction and is deformed from the inner peripheral side of the fastening member, but an inclined surface considering the deformation is provided on the bearing support surface side, so that the bearing support surface is Since it becomes a flat surface, the thrust bearing can be supported uniformly, and a decrease in the durability of the thrust bearing can be prevented.

  According to the fastening member of the automatic transmission for a vehicle of the invention according to claim 4, the thickness dimension in the axial direction on the inner peripheral side where the screw of the fastening member is provided is larger than the thickness dimension on the outer peripheral side. Therefore, the inclined surface is formed, and after the fastening of the fastening member is completed, both sides of the pressing surface and the bearing support surface become planes orthogonal to the axial center, and the thrust bearing can be uniformly supported. A decrease in the durability of the bearing can be prevented.

  According to the fastening member of the automatic transmission for a vehicle according to the fifth aspect of the present invention, the bearing support surface is in surface contact with the thrust bearing so that the thrust bearing can be uniformly supported. A decrease in durability can be prevented.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a vehicle drive device 10 to which the present invention is applied. The vehicle drive device 10 is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as a driving source for traveling. The output of the engine 12 composed of an internal combustion engine is output to the left and right drive wheels via a torque converter 14 that functions as a fluid transmission device, a vehicle automatic transmission 16, a differential gear device (not shown), a pair of axles, and the like. It is to be transmitted.

  The torque converter 14 is connected to the housing case 36 via a pump impeller 14p connected to the crankshaft of the engine 12, a turbine impeller 14t connected to the input shaft 32 of the automatic transmission 16, and a one-way clutch. The stator impeller 14s is provided to transmit power via a fluid. A lockup clutch 38 is provided between the pump impeller 14p and the turbine impeller 14t. When the lockup clutch 38 is engaged, the pump impeller 14p and the turbine impeller 14t are integrated. It can be rotated to.

  The vehicular automatic transmission 16 includes a first transmission unit 24 mainly composed of a single pinion type first planetary gear unit 22, a single pinion type second planetary gear unit 26, and a double pinion type third planetary unit. A second transmission unit 30 mainly composed of the gear device 28 is provided on the coaxial line, and the rotation of the input shaft 32 is shifted and output from the output gear 34. The input shaft 32 corresponds to an input member, is a turbine shaft that is rotated integrally with the turbine impeller 14t of the torque converter 14, and the output gear 34 corresponds to an output member. The right and left drive wheels are driven to rotate by meshing with the differential gear device via a shaft or directly. The vehicle automatic transmission 16 and the torque converter 14 are substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The first planetary gear unit 22 constituting the first transmission unit 24 includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is connected to the input shaft 32 for rotational driving. And the ring gear R1 is selectively coupled to the housing case 36, which is a non-rotating member, via the third brake B3, whereby the carrier CA1 is rotated at a reduced speed with respect to the input shaft 32 as an intermediate output member. Output. Further, the second planetary gear device 26 and the third planetary gear device 28 constituting the second transmission unit 30 are partially connected to each other to constitute four rotating elements RM1 to RM4. Specifically, the first rotating element RM1 is configured by the sun gear S3 of the third planetary gear device 28, and the ring gear R2 of the second planetary gear device 26 and the ring gear R3 of the third planetary gear device 28 are connected to each other to perform the second rotation. The element RM2 is configured, and the carrier CA2 of the second planetary gear unit 26 and the carrier CA3 of the third planetary gear unit 28 are coupled to each other to form a third rotating element RM3. A four-rotation element RM4 is configured. In the second planetary gear device 26 and the third planetary gear device 28, the carrier CA2 and the carrier CA3 are constituted by a common member, the ring gear R2 and the ring gear R3 are constituted by a common member, and The pinion gear of the two planetary gear unit 26 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear unit 28.

  The first rotation element RM1 (sun gear S3) is selectively connected to the housing case 36 by the brake B1 and stopped rotating, and the second rotation element RM2 (ring gears R2, R3) is selectively housing by the second brake B2. The fourth rotation element RM4 (sun gear S2) is selectively connected to the input shaft 32 via the first clutch C1, and the second rotation element RM2 (ring gears R2, R3) is connected to the case 36 and stopped. Is selectively connected to the input shaft 32 via the second clutch C2, and the first rotating element RM1 (sun gear S3) is connected to the carrier CA1 of the first planetary gear unit 22 which is an intermediate output member, and the third rotating element RM3 (carriers CA2, CA3) is integrally connected to the output gear 34 to output rotation. Each of the first to third brakes B1 to B3, the first clutch C1, and the second clutch C2 is a multi-plate hydraulic friction engagement device that is frictionally engaged by a hydraulic cylinder. By switching the release state, each of the six forward speeds and one reverse speed is established.

  The operation table of FIG. 2 collectively shows the relationship between the operation states of the clutch and the brake and the respective shift stages, and “◯” represents engagement. In the vehicle automatic transmission 16 according to the present embodiment, a forward six-stage multi-speed transmission is achieved by engaging any two of the two clutches C1 and C2 and the three brakes B1 to B3.

  FIG. 3 is a cross-sectional view of a principal part for explaining in detail the structure of a part of the vehicle automatic transmission 16 to which the present invention is applied.

  As shown in FIG. 3, an output gear 34 is disposed between the first planetary gear device 22 and the third planetary gear device 28 arranged around the axis of the input shaft 32. The output gear 34 corresponds to the non-fastening member of the present invention.

  On the outer peripheral edge of the ring gear R1 of the first planetary gear device 22, one friction plate 42 constituting the friction engagement element 40, which is a constituent member of the third brake B3, is fitted with a plurality of splines so as to be movable in the axial direction. Are combined. The friction engagement element 40 includes a plurality of friction plates 42 and the other plurality of friction plates interposed between the friction plates 42 and spline-fitted to the transmission case 36 so as to be movable in the axial direction. 44.

  The third brake B3 includes a friction engagement element 40, a bottomed cylindrical piston 46 that is fitted to the transmission case 36 so as to be slidable in the axial direction, and one of the pistons 46 is the friction engagement element 40. And a disc spring 48 biased in a direction not to press.

  When the hydraulic oil is supplied from the hydraulic oil supply hole (not shown) to the oil chamber 50 formed by the transmission case 36 and the piston 46 in response to an instruction from an electronic control device (not shown), the third brake B3 uses the hydraulic pressure of the hydraulic oil. The piston 46 is moved to the first planetary gear unit 22 side and presses the friction engagement element 40. Here, the snap ring 52 that prevents the frictional engagement element 40 from moving in the axial direction is fitted to the transmission case 36 on the opposite side of the frictional engagement element 40 from the piston 46 side. Three brake B3 is engaged.

  A disk-shaped disk member 58 is fixed to the inner peripheral side of the ring gear R1 of the first planetary gear device 22. Thrust bearings 60 and 62 are disposed on both axial sides of the inner peripheral portion of the disk member 58. The disc member 58 is rotatably supported by these two thrust bearings 60 and 62 and supports the ring gear R1 so as not to move in the axial direction. The thrust bearing 62 corresponds to the thrust bearing of the present invention.

  The output rotation of the carrier CA1 of the first planetary gear device 22 is transmitted to the sun gear member 56 that functions as an input member of the sun gear S3 of the third planetary gear device 28 via the hub 54 connected to the carrier CA1. The hub 54 and the sun gear member 56 are prevented from rotating relative to each other by the spline fitting between the inner peripheral surface of the hub 54 and the outer peripheral surface of the sun gear member 56.

  In addition, a tubular rotation transmission member 64 that transmits the rotation of the carrier CA3 to the output gear 34 is connected to the carrier CA3 of the third planetary gear device 28. The rotation transmission member 64 includes a cylindrical cylindrical portion 64a and a flange portion 64b that protrudes radially outward from a shaft end portion of the cylindrical portion 64a on the third planetary gear device 28 side.

  The collar portion 64b is connected to the carrier CA3 of the third planetary gear device 28, and the rotation transmitting member 64 is rotated integrally with the carrier CA3. Further, the output gear 34 is fitted on the outer peripheral surface of the cylindrical portion 64a, and the spline teeth provided on the outer peripheral surface of the cylindrical portion 64a and the inner peripheral surface of the output gear 34 are fitted to each other, The rotation transmitting member 64 and the output gear 34 are not rotatable relative to each other and are movable in the axial direction. Further, a male screw 74 is provided at the shaft end of the cylindrical portion 64a on the first planetary gear device 22 side.

  The output gear 34 is spline-fitted to the rotation transmission member 64 as described above, and protrudes radially outward from the cylindrical cylindrical portion 34a and the outer peripheral surface of the cylindrical portion 34 on the first planetary gear device 22 side. It is comprised with the gear part 34b. The outer peripheral surface of the gear portion 34b is provided with outer peripheral teeth. The outer peripheral teeth mesh with the outer peripheral teeth provided on the counter shaft (not shown) or the outer peripheral teeth of the final reduction gear (not shown). Is driven to rotate.

  A radial bearing 66 that receives the rotation of the output gear 34 is interposed between the outer peripheral surface of the cylindrical portion 34 a and the transmission case 36. The outer peripheral surface of the outer ring 66 a of the radial bearing 66 is fitted to the transmission case 36, and by a retaining ring 68 fitted in an annular groove provided on the outer peripheral surface of the outer ring 66 a and the inner peripheral surface of the transmission case 36. The outer ring 66a is supported so as not to move in the axial direction.

  On the other hand, the inner peripheral surface of the inner ring 66b of the radial bearing 66 is fitted to the outer peripheral surface of the output gear 34, and both ends in the axial direction of the inner ring 66b are connected to the gear portion 34b of the output gear 34 and the rotation transmission member 64. It is supported by being brought into contact with the flange portion 64b.

  The output gear 34 is brought into contact with an annular lock nut 70 in which both ends of the gear portion 34 b of the output gear 34 are screwed to the inner ring 66 b of the radial bearing 66 and the male screw 74 of the shaft end portion of the rotation transmission member 64. As a result, movement in the axial direction is prevented. The lock nut 70 corresponds to the fastening member of the present invention.

  The lock nut 70 includes a pressing surface 72 a that presses the output gear 34 and a bearing support surface 72 b that contacts the thrust bearing 62 on both sides, and is provided at the shaft end of the rotation transmission member 64 on the first planetary gear device 22 side. When the male screw 74 and the female screw 76 provided on the inner peripheral surface of the lock nut 70 are screwed together, the pressing surface 72 a is pressed against the output gear 34. The bearing support surface 72 b of the lock nut 70 is in contact with the rotating race 62 a of the thrust bearing 62. The male screw 74 corresponds to the outer peripheral screw of the present invention, and the female screw 76 corresponds to the screw of the present invention.

  FIG. 4 is a front view of the lock nut 70 of FIG. 3 viewed from the third planetary gear unit 28 side in parallel with the axis, and FIG. 5 is a cross-sectional view of the lock nut 70 of FIG. 4 viewed from the arrow A side. . Since the lock nut 70 is symmetrical with respect to the axis, the lower half is omitted in FIG.

  As shown in FIG. 5, in the non-fastened state, the pressing surface 72a of the lock nut 70 is a surface parallel to a surface orthogonal to the shaft center, whereas the bearing support surface 72b has a radial direction. A tapered inclined surface 78 is formed such that the inner peripheral side where the female screw 76 of the lock nut 70 is provided is inclined to a shape located on the thrust bearing 62 side of FIG. 3 than the outer peripheral side. Due to the inclined surface 78, the thickness dimension in the axial direction between the pressing surface 72a on the inner peripheral side of the lock nut 70 and the bearing support surface 72b is larger than the thickness dimension on the outer peripheral side. Further, as shown in FIG. 4, a plurality of tool fitting grooves 80 are provided on the outer peripheral surface of the lock nut 70 at equal angular intervals in the circumferential direction. When the fastening tool (not shown) of the lock nut 70 is engaged with the tool fitting groove 80, the lock nut 70 is fastened with a predetermined fastening torque.

  As shown in FIG. 3, when the lock nut 70 is screwed into the male screw 74 of the rotation transmitting member 64, the pressing surface 72 a of the lock nut 70 is pressed against the output gear 34. At this time, the inner peripheral portion of the lock nut 70 is elastically deformed so as to be drawn toward the output gear 34 by the fastening force of the screw as the female screw 76 is screwed. For this deformation, by providing a tapered inclined surface 78 as shown by the solid line in FIG. 5, after the completion of the fastening of the lock nut 70, it is orthogonal to the axis as shown by the broken line in FIG. It becomes a flat bearing support surface 72b. As a result, the bearing support surface 72b and the rotating race 62a of the thrust bearing 62 can be brought into surface contact. Note that the slope of the inclined surface 78 is determined so that the inclined surface 78 becomes a surface orthogonal to the axis after completion of the fastening, and when the lock nut 70 is fastened, a fastening force such as a torque wrench is applied. A fastening tool that always has a constant value is used.

  As described above, according to the above-described embodiment, when the lock nut 70 is fastened, the side on which the female screw 76 is provided is pulled in the axial direction by the female screw 76 and the lock nut 70 is deformed. Is provided as the bearing support surface 72b, so that the bearing support surface 72b becomes flat after the completion of the fastening, so that the thrust bearing 62 can be supported uniformly in the radial direction. Further, it is possible to prevent the durability of the thrust bearing 62 from being lowered. For example, when the internal thread 76 is provided on the inner peripheral surface of the lock nut 70, the internal thread 74 is engaged with the external thread 74 provided on the rotation transmission member 64 and pressed against the output gear 34, and the internal thread 76 is pulled in the axial direction. The inner peripheral portion of the screw 70 is deformed in the screwing direction. Since the tapered inclined surface 78 considering the deformation in advance is provided as the bearing support surface 72b, the bearing support surface 72b becomes a flat surface. 62 can be supported uniformly, and a decrease in the durability of the thrust bearing 62 can be prevented.

  Further, according to the above-described embodiment, since the thickness dimension of the lock nut 70 in the axial direction on the female screw 76 side is larger than the thickness dimension on the side where the female screw 76 is not provided, the inclined surface 78 is formed. After the fastening of the lock nut 70 is completed, both sides of the pressing surface 72a and the bearing support surface 72b become planes orthogonal to the shaft center, so that the thrust bearing 62 can be supported uniformly, and the durability of the thrust bearing 62 is improved. Decline can be prevented. For example, when the female screw 76 is provided on the inner peripheral side of the lock nut 70, a tapered inclined surface 78 is formed in advance so that the thickness dimension in the axial direction on the inner peripheral side of the lock nut 70 is larger than the thickness dimension on the outer peripheral side. After the fastening of the lock nut 70 is completed, both sides of the pressing surface 72a and the bearing support surface 72b become planes orthogonal to the shaft center, so that the thrust bearing 62 can be supported uniformly, and the durability of the thrust bearing 62 is reduced. Can be prevented.

  Further, according to the above-described embodiment, the bearing support surface 72b comes into surface contact with the thrust bearing 62 after completion of the fastening, so that the thrust bearing 62 can be supported uniformly, and the durability of the thrust bearing 62 is reduced. Can be blocked.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the screw is the lock nut 70 provided on the inner peripheral side. However, the screw may be a fastening member provided on the outer peripheral side. In addition, when a screw is provided on the outer peripheral side, the outer peripheral portion is pulled in by fastening the screw at the time of fastening. Therefore, the inclined surface is formed so that the outer peripheral side has a larger axial dimension than the inner peripheral side. Provided.

  In the above-described embodiment, the FF type vehicle drive device 10 is used. However, other types of vehicle drive devices such as an RR (rear engine / rear drive) type may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

1 is a skeleton diagram of an automatic transmission for a vehicle to which the present invention is applied. FIG. 2 is a diagram illustrating engagement of a clutch and a brake for establishing each gear position of the vehicle automatic transmission of FIG. 1. It is principal part sectional drawing explaining the structure of the automatic transmission for vehicles of FIG. 1 in detail. It is the front view which looked at the lock nut of Drawing 3 in parallel with the axis. It is sectional drawing which looked at the lock nut of FIG. 4 from the arrow A direction.

Explanation of symbols

16: Automatic transmission 34 for vehicle 34: Output gear (non-fastening member) 62: Thrust bearing 70: Lock nut (fastening member) 72a: Pressing surface 72b: Bearing support surface 74: Male screw (outer peripheral screw) 76: Female screw (screw) 78: Inclined surface

Claims (5)

A pressing surface and a bearing support surface are provided on both sides, and a screw is provided on one of the inner peripheral surface and the outer peripheral surface to form an annular shape, which is located between the non-fastening member and the thrust bearing and toward the non-fastening member side. A fastening member of an automatic transmission for a vehicle that is pressed against the non-fastening member by being screwed together,
In the non-fastened state, the side on which the screw is provided is the side on which the screw is not provided among the inner peripheral side and the outer peripheral side of the bearing support surface so that the bearing support surface is flat when the fastening is completed. A fastening member of an automatic transmission for a vehicle, wherein an inclined surface having a shape positioned closer to the thrust bearing is formed on the bearing support surface. The pressing surface is a surface parallel to a plane orthogonal to the axis,
Of the thickness dimension in the axial direction between the pressing surface and the bearing support surface, the thickness dimension on the inner circumferential side and the outer circumferential side on which the screw is provided is on the side where the screw is not provided. The fastening member of the automatic transmission for a vehicle according to claim 1, wherein the fastening member is larger than a thickness dimension. The non-fastening member is fitted on a tubular shaft having an outer peripheral screw at the shaft end,
The fastening member is provided with a screw on its inner peripheral surface, and the pressing surface is pressed against the non-fastening member by screwing the screw and the outer peripheral screw,
The vehicular automatic according to claim 1 or 2, wherein an inclined surface having a shape in which an inner peripheral side of the bearing support surface is positioned closer to the thrust bearing side than an outer peripheral side is formed on the bearing support surface. Fastening member for transmission.   4. The automatic transmission for a vehicle according to claim 3, wherein among the thickness dimensions in the axial direction between the pressing surface and the bearing support surface, the inner circumferential thickness dimension is larger than the outer circumferential thickness dimension. Fastening member of the machine. The fastening member of an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the bearing support surface comes into surface contact with the thrust bearing after completion of fastening.

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