JP2007139065A - Pressure oil supply device in automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To minimize a phase shift of first and second oil holes when optionally installing a second drum in a first drum without indiscriminately increasing the number of oil holes. <P>SOLUTION: This pressure oil supply device of an automatic transmission supplies pressure oil to a hydraulic servo of a second clutch C-4 via a pressure oil supply passage 60 to the first drum 31 and the second drum 32. The pressure oil supply passage 60 is composed of a plurality of first oil holes 65 formed at an equal interval in the peripheral direction in the first drum 31, a plurality of second oil holes 66 at an equal angle interval on the circumference formed at an equal interval in the peripheral direction in the second drum 32 and an annular oil passage 67 formed in the first sand second drums and mutually communicating the first oil hole with the second oil hole. The number of other oil holes is increased more than the number of oil holes formed in one. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a pressure oil supply device in an automatic transmission that supplies pressure oil to a hydraulic servo of a clutch constituting the automatic transmission.

  In an automatic transmission, there is a clutch constituted by a drum, a piston, a canceller and the like as disclosed in Patent Document 1.

  Further, in general, two or more clutches are provided to achieve a plurality of shift speeds. At this time, as a means for achieving the compactness of the automatic transmission, a clutch multiple structure is considered as one of the methods.

  In an automatic transmission having a plurality of clutches having a multiple structure, the inner drum is normally assembled to the outer drum so as to be integrally rotatable by spline engagement or the like, and is housed in the inner drum. Pressure oil is supplied to the hydraulic servo of the clutch through oil holes formed in the outer drum and the inner drum.

Further, oil holes formed in the drum for supplying hydraulic oil to the hydraulic servo are generally formed at equal intervals on the circumference.
Japanese Patent Laid-Open No. 9-210088 (FIG. 2)

  In this type of automatic transmission, when the automatic transmission is assembled, the inner drum is assembled to the outer drum by spline engagement or the like at an arbitrary angle. At that time, a supply path (supply length) for supplying pressure oil to the hydraulic servo of the clutch housed in the inner drum via the first and second oil holes for each unit due to a phase shift at the time of assembly There is a problem in that there is a variation in the supply time of pressure oil to the hydraulic servo due to the variation, and there is a variation in the engagement time of the clutch. For example, as shown in FIG. 10A, in the case where four first oil holes 65 and four second oil holes 66 are provided on the circumference, the first oil holes 65 and the second oil holes are provided. The angle phase of the hole 66 causes a phase shift of 45 degrees at the maximum. Compared to the case where the phases of the first oil hole 65 and the second oil hole 66 coincide (phase shift 0), the angle to the hydraulic servo is changed. The pressure oil supply path (supply length) increases, and the clutch engagement time is delayed.

  In order to eliminate such variation in clutch engagement time, when the inner drum is assembled to the outer drum, the second oil hole 66 is rotated in the rotational direction so as to match the first oil hole 65. Although positioning is conceivable, not only is it necessary to mark the drum for positioning, but there is a problem that the assembly becomes troublesome and causes an increase in cost.

  The present invention has been made in view of the above-described conventional problems, and the first and second when the second drum is arbitrarily assembled to the first drum without increasing the number of oil holes unnecessarily. An object of the present invention is to provide a pressure oil supply device in an automatic transmission that can minimize the phase shift of the oil hole.

  In order to solve the above-mentioned problem, the invention described in claim 1 includes a transmission mechanism that disengages and disengages a plurality of clutches and brakes and shifts to a plurality of speeds. And a first hydraulic servo having a first piston that forms a first cylinder chamber, a second drum disposed on the outer periphery of the boss portion of the first drum and rotated integrally with the first drum, And a second hydraulic servo having a second piston that forms a second cylinder chamber together with the second drum, and the second cylinder via a pressure oil supply passage provided in the first drum and the second drum. In the pressure oil supply device in the automatic transmission configured to supply pressure oil to the chamber, the pressure oil supply passage includes a plurality of first oil holes formed in the first drum at equal angular intervals on the circumference, Circumference formed on the second drum A plurality of second oil holes having equiangular intervals and a pair of seal rings disposed between the first and second drums are formed to communicate with each other. It is composed of an annular oil passage, and the number of the other oil holes is increased with respect to the number of the oil holes formed in one of the first and second oil holes. .

  According to a second aspect of the present invention, in the first aspect, the first and second oil holes are constituted by a plurality different from each other excluding multiples.

  According to a third aspect of the present invention, in the second aspect, any one of the first and second oil holes is four and the other is six.

  According to the first aspect of the present invention, the pressure oil supply passages provided in the first drum and the second drum have a plurality of first oil holes formed in the first drum at equal angular intervals on the circumference, The first oil hole and the second oil hole are formed by a plurality of second oil holes formed at equal angular intervals on the circumference of the two drums and a pair of seal rings disposed between the first and second drums. Since the oil hole is formed of an annular oil passage communicating with each other, the number of the other oil holes is increased with respect to the number of the oil holes formed in one of the first and second oil holes. The phase shift of the first and second oil holes when the first drum is arbitrarily assembled to the first drum is suppressed as compared with the case where the number of the first and second oil holes is the same. It is possible to reduce variations in the oil supply path (supply length) to the clutch due to phase shift during assembly. So as to.

  According to the second aspect of the present invention, since the first and second oil holes are configured by a plurality different from each other excluding multiples, the second drum can be connected to the second drum without increasing the number of oil holes. The phase shift of the first and second oil holes when arbitrarily assembled to one drum can be kept small.

  According to the invention of claim 3, since one of the first and second oil holes is set to four and the other is set to six, the second oil hole is formed without unnecessarily drilling the oil holes. The phase shift of the first and second oil holes when the drum is arbitrarily assembled to the first drum can be suppressed to a sufficiently small value of 15 degrees or less.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an automatic transmission 10 suitable for use in, for example, a front engine rear drive type vehicle. The automatic transmission 10 includes a torque converter 12 and a transmission mechanism 13 in a transmission case 11 attached to a vehicle body. The output from the engine is input to the input shaft 15 of the automatic transmission 10 via the pump impeller of the torque converter 12 and the turbine liner. The speed change mechanism 13 shifts the rotation input from the input shaft 15 and outputs it to the output shaft 16 connected to the drive wheels. The torque converter 12 is provided with a lock-up clutch 17. In this embodiment, the torque converter side in the axial direction of the automatic transmission is called “front”, and the output shaft side is called “rear”.

  The speed change mechanism 13 includes an input shaft 15 that is sequentially supported coaxially within the transmission case 11, a planetary gear 20 for reduction, a planetary gear set 21 composed of a plurality of planetary gears, an output shaft 16, and first to fourth clutches C−. 1 to C-4 and first and second brakes B-1 and B-2.

  A speed reduction planetary gear 20 that decelerates the rotation of the input shaft 15 and transmits it to the speed reduction rotating member is a sun gear S1 that is always fixed to the transmission case 11 and restricted in rotation, a carrier C1 that is directly connected to the input shaft 15, and a carrier C1. The first pinion 23A is engaged with the sun gear S1, is engaged with the carrier C1, and the second pinion 23B is engaged with the first pinion 23A. The ring gear R1 is engaged with the second pinion 23B.

  As an example, the planetary gear set 21 is configured by a Ravigneaux type gear set in which a single pinion planetary gear and a double pinion planetary gear are combined.

  The first sun gear S2 having a small diameter of the planetary gear set 21 is detachably connected to the ring gear R1 of the planetary gear 20 for reduction by the first clutch C-1, and the second sun gear S3 having a large diameter is connected to the third clutch C-. 3 is detachably connected to the ring gear R1 of the speed reduction planetary gear 20 and is detachably connected to the input shaft 15 via the carrier C1 of the speed reduction planetary gear 20 by the fourth clutch C-4. The short pinion 25 is meshed with the first sun gear S2. Further, the long pinion 26 meshes with the second sun gear S3 and meshes with the short pinion 25. The short pinion 25 and the long pinion 26 are rotatably supported by carriers C2 and C3 having a direct connection structure. The ring gear R2 meshes with the long pinion 26 and is connected to the output shaft 16 as an output element.

  The second sun gear S3 is detachably connected to the transmission case 11 by the first brake B-1. The carrier C2 (C3) is detachably connected to the input shaft 15 by the second clutch C-2. The carrier C2 (C3) is detachably coupled to the transmission case 11 by the second brake B-2 and can be locked by the one-way clutch F-1.

  The automatic transmission 10 configured as described above selectively disengages and inputs the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2. By selectively connecting or fixing the elements of the shaft 15, the output shaft 16, the speed reduction planetary gear 20, and the planetary gear set 21, a gear ratio of 8 forward speeds and 2 reverse speeds can be established. In FIG. 2, when the circles of the clutches and brakes corresponding to the respective gear stages are marked with ◯, the engaged state of the clutches and brakes is indicated.

  Hereinafter, the operation of each gear stage will be described. When the shift range is the P (parking) range and the N (neutral) range, all the clutches C-1 to C-4 and the brakes B-1 and B-2 are in the released state, so the input shaft 15 and the output shaft The power transmission with 16 is cut off.

  In the case of the first forward speed, as shown in FIG. 2, the first clutch C-1 is engaged and the one-way clutch F-1 is engaged. Thus, the reduced rotation of the ring gear R1 of the speed reduction planetary gear 20 is input to the first sun gear S2 of the planetary gear set 21 via the first clutch C-1. The decelerated rotation of the first sun gear S2 is further decelerated via the carrier C2 (C3), whose rotation in one direction is restricted by the one-way clutch F-1, and input to the ring gear R2, and the output shaft 16 is in the first speed. It is decelerated at a gear ratio of 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 fixed.

  In the case of the second forward speed, the first clutch C-1 is engaged and the first brake B-1 is engaged. As a result, the reduced rotation of the ring gear R1 of the speed reduction planetary gear 20 is input to the first sun gear S2 via the first clutch C-1, and the second sun gear S3 is fixed by the first brake B-1. Therefore, the ring gear R2 and the output shaft 16 are decelerated at a gear ratio of 2nd speed and rotated forward.

  In the case of the third forward speed, the first and third clutches C-1 and C-3 are engaged. As a result, the reduced rotation of the ring gear R1 of the speed reduction planetary gear 20 is input to the first sun gear S2 via the first clutch C-1, and to the second sun gear S3 via the third clutch C-3. As a result, the planetary gear set 21 is rotated as a unit, and the ring gear R2 and the output shaft 16 are decelerated at a gear ratio of 3rd speed where the rotation of the input shaft 15 is decelerated by the decelerating planetary gear 20 and is rotated forward. .

  In the case of the fourth forward speed, the first and fourth clutches C-1 and C-4 are engaged. As a result, the reduced rotation of the ring gear R1 of the speed reduction planetary gear 20 is input to the first sun gear S2 via the first clutch C-1, and the rotation of the carrier C1 of the speed reduction planetary gear 20 is the fourth clutch C. -4 is input to the second sun gear S3, and the ring gear R2 and the output shaft 16 are rotated forward at a gear ratio of the fourth speed.

  In the case of the fifth forward speed, the first and second clutches C-1 and C-2 are engaged. As a result, the decelerated rotation of the ring gear R1 of the speed reduction planetary gear 20 is input to the first sun gear S2 via the first clutch C-1, and the rotation of the input shaft 15 is transmitted via the second clutch C-2. Therefore, the ring gear R2 and the output shaft 16 are decelerated at a gear ratio of 5th speed and rotated forward.

  In the case of the sixth forward speed, the second and fourth clutches C-2 and C-4 are engaged. Thereby, the input rotation of the input shaft 15 is input to the second sun gear S3 via the fourth clutch C-4 via the carrier C1 of the speed reduction planetary gear 20, and the rotation of the input shaft 15 is the second rotation. Since it is input to the first and second carriers C2 and C3 directly connected via the clutch C-2, the planetary gear set 21 is rotated integrally with the input shaft 15, and the ring gear R2 and the output shaft 16 are connected to the sixth speed. It is rotated forward with the gear ratio.

  In the case of the seventh forward speed, the second and third clutches C-2 and C-3 are engaged. As a result, the rotation of the input shaft 15 is input to the first and second carriers C2 and C3 directly connected via the second clutch C-2, and the reduction rotation of the ring gear R1 of the reduction planetary gear 20 is the third. Is input to the second sun gear S3 via the clutch C-3, the ring gear R2 and the output shaft 16 are increased in speed by a gear ratio of 7th speed and rotated forward.

  In the case of the eighth forward speed, the second clutch C-2 is engaged and the first brake B-1 is engaged. As a result, the rotation of the input shaft 15 is input to the first and second carriers C2 and C3 that are directly connected via the second clutch C-2, and the second sun gear S3 is moved by the first brake B-1. Since it is fixed, the ring gear R2 and the output shaft 16 are increased in speed by a gear ratio of 8th speed and rotated forward.

  In the case of the first reverse speed, the third clutch C-3 and the second brake B-2 are engaged. As a result, the rotation of the input shaft 15 is input to the second sun gear S3 via the third clutch C-3, and the first and second carriers C2 and C3 directly connected to each other by the second brake B-2. Since it is fixed, the ring gear R2 and the output shaft 16 are decelerated at the gear ratio of the first reverse speed and rotated reversely.

  In the case of the second reverse speed, the fourth clutch C-4 and the second brake B-2 are engaged. As a result, the rotation of the input shaft is input to the second sun gear S3 via the fourth clutch C-4 via the carrier C1 of the speed reduction planetary gear 20, and the first and second carriers C2, C3 that are directly connected to each other. Is fixed by the second brake B-2, so that the ring gear R2 and the output shaft 16 are decelerated at a gear ratio of reverse 2nd speed and rotated in reverse.

  3 and 4 are mechanism diagrams showing specific configurations of the speed reduction planetary gear 20, the third and fourth clutches C-3 and C-4, and the first brake B-1. In the figure, the transmission case 11 is rotatably supported by the transmission case 11, the oil pump body 27 fixed to the transmission case 11, and the stator shaft 30. The stator shaft 30 is press-fitted and fixed to the inner periphery of the boss portion 27 a of the oil pump body 27. A reduction planetary gear 20 is disposed on the outer peripheral side of the rear end portion of the stator shaft 30, and the sun gear S1 of the reduction planetary gear 20 is made non-rotatable by spline engagement.

  The transmission case 11 houses a third clutch C-3 having a bottomed cylindrical first drum 31 and a fourth clutch C-4 having a bottomed cylindrical second drum 32. . The fourth clutch C-4 is accommodated on the inner peripheral side of the first drum 31. The first drum 31 is rotatably supported on the outer periphery of the sleeve member 33 press-fitted on the outer periphery of the boss portion 27 a of the oil pump body 27. The second drum 32 is supported by a boss portion 31a extending on the inner peripheral side of the first drum 31, and is engaged with a spline engaging portion 95 described later so as to be integrally rotatable.

  A plurality of seal members are interposed between the inner periphery of the boss portion 31 a of the first drum 31 and the outer periphery of the sleeve member 33. One end on the rear side of the boss portion 31 a of the first drum 31 is rotatable by a main bearing 36 disposed on a fixed sleeve 35 fitted on the outer periphery of the rear end portion of the boss portion 27 a of the oil pump body 27. It is supported. The main bearing 36 alone has a sufficient axial length to rotatably support the first drum 31.

  An auxiliary bearing 37 having a shorter axial length than the main bearing 36 is press-fitted into the inner periphery of the front end portion of the boss portion 31a. The auxiliary bearing 37 is loosely fitted on the outer periphery of the sleeve member 33 with a gap, and normally does not function as a bearing. The auxiliary bearing 37 functions as a bearing by contacting the outer periphery of the sleeve member 33 only when the first drum 31 is tilted by a predetermined amount or more in the axial direction.

  One end of the outer peripheral portion 31b of the first drum 31 on the opening side is detachably connected to the ring gear R1 of the speed reduction planetary gear 20 via the third clutch C-3. The third clutch C-3 includes a friction engagement element including a separate plate spline-engaged with the outer peripheral portion 31b and a friction plate spline-engaged with the ring gear R1, and a first hydraulic servo. The first hydraulic servo includes a first piston 44 slidably housed in a first cylinder chamber 43 formed at the bottom of the first drum 31, and a canceller plate disposed on a boss 31a of the first drum 31. 91 and a return spring 45 that urges the first piston 44.

  The inner peripheral portion of the canceller plate 91 is locked to the outer periphery of the boss portion 31a of the first drum 31 by the snap ring 90 so as to be restricted from moving in one axial direction. A first cancel chamber 92 is formed between the canceller plate 91 and the first piston 44 by being fluid-tightly fitted to the inner peripheral surface of the piston 44. Between the canceller plate 91 and the first piston 44, there is disposed a return spring 45 that urges the first piston 44 so as to open the third clutch C-3 in the axial direction.

  The first cancel chamber 92 is supplied with cancel oil (lubricating oil) from a cancel oil supply hole 93 formed in the radial direction in the boss portion 27 a of the oil pump body 27, the sleeve member 33 and the first drum 31. It has become. The cancel oil supplied to the first cancel chamber 92 is discharged to the outside through a cancel oil discharge groove 91 a formed in the inner peripheral portion of the canceller plate 91. The first cancel chamber 92 has a function of canceling the centrifugal hydraulic pressure generated by the oil in the first cylinder chamber 43.

  The first piston 44 extends along the inner periphery of the outer peripheral portion 31b of the first drum 31, and the tip portion thereof is disposed corresponding to the side of the friction engagement element of the third clutch C-3. . The first cylinder chamber 43 of the hydraulic servo has oil formed in the boss portion 27a of the oil pump body 27 through a supply passage 47 formed by oil holes formed in the boss portion 31a of the first drum 31 and the sleeve member 33, respectively. It is in communication with the road. The oil passage formed in the boss portion 27a is connected to a hydraulic control device (not shown), and the first piston 44 is slid against the spring force of the return spring 45 by the pressure oil supplied from the hydraulic control device, The friction engagement element of the third clutch C-3 is frictionally engaged. Further, when the supply of pressure oil is stopped, the frictional engagement of the frictional engagement element is released by the spring force of the return spring 45.

  The second drum 32 is disposed inside the first piston 44 of the third clutch C-3. A boss portion 32 a disposed on the boss portion 31 a of the first drum 31 is provided on the inner peripheral side of the second drum 32, and an outer peripheral portion 32 b is provided on the outer peripheral side. As shown in FIG. 4, an inner spline 32 c is formed on the inner periphery of the rear side end of the boss portion 32 a of the second drum 32, and this inner spline 32 c is the front side of the boss portion 31 a of the first drum 31. The outer spline 31c formed on the outer periphery of the end portion is spline-engaged. A spline engaging portion 95 is constituted by the first spline teeth formed by the outer spline 31c and the second spline teeth formed by the inner spline 32c.

  The opening (rear side) end of the outer peripheral portion 32b of the second drum 32 is detachably connected to the carrier C1 of the speed reduction planetary gear 20 via the fourth clutch C-4. . The fourth clutch C-4 includes a friction plate including a separate plate 51 splined to the inner periphery of the outer peripheral portion 32b and a friction plate 52 splined to the outer periphery of the clutch hub 56 coupled to the carrier C1. The combination element and the second hydraulic servo are configured. The second hydraulic servo includes a second piston 54 slidably housed in a second cylinder chamber 53 formed at the bottom of the second drum 32, and a canceller plate disposed on the boss portion 31 a of the first drum 31. 97 and a return spring 55 that urges the second piston 54. One end of the second piston 54 is spline-engaged with the inner periphery of the outer peripheral portion 32b of the second drum 32, and is disposed behind the friction engagement element of the fourth clutch C-3. The second piston 54 is disposed on the outer peripheral side of the boss portion 32a of the second drum 32 in which the spline engaging portion 95 is formed.

A canceller plate 97 is disposed on the outer periphery of the rear end portion of the boss portion 31a of the first drum 31 while being restricted from moving in one axial direction by a snap ring 96. The outer diameter side of the canceller plate 97 is A second cancel chamber 98 is formed between the canceller plate 97 and the second piston 54 by being fitted to the inner peripheral surface of the second piston 54. Between the canceller plate 97 and the second piston 54, a return spring 55 that urges the second piston 54 in the axial direction so as to open the fourth clutch C-4 is disposed.
The second cylinder chamber 53 of the hydraulic servo includes a pressure oil supply passage 60 formed between the boss portions 31a and 32a of the first and second drums 31 and 32, and an annular oil passage 61 formed in the fixed sleeve 33. The oil pump body 27 is connected to a hydraulic control device (not shown) via oil holes 62 formed in the boss portions 27a of the oil pump body 27, respectively.

  As shown in FIG. 5, the pressure oil supply passage 60 includes a plurality of first oil holes 65 formed in the boss portion 31 a of the first drum 31 in the radial direction and formed at equal intervals in the circumferential direction. Between the plurality of second oil holes 66 formed in the boss portion 32a of the second drum 32 in the radial direction and formed at equal intervals in the circumferential direction, and both the boss portions 31a and 32a, The first and second oil holes 65 and 66 are communicated with each other through the annular oil passage 67. The annular oil passage 67 is formed by a pair of seal rings.

  The outer periphery of the outer peripheral portion 31b of the first drum 31 is detachably connected to the transmission case 11 via the first brake B-1. The first brake B-1 is a friction engagement composed of a separate plate 71 splined to the inner periphery of the transmission case 11 and a friction plate 72 splined to the outer periphery of the outer peripheral portion 31b of the first drum 31. It is composed of elements and a hydraulic servo. The hydraulic servo is configured by a piston 74 slidably housed in a cylinder chamber 73 formed in the mission case 11 and a return spring 75 that biases the piston 74.

  The tip of the piston 74 extends to the side of the friction engagement element of the first brake B-1. The cylinder chamber 73 of the hydraulic servo is connected to the hydraulic control device via an unillustrated oil passage formed in the mission case 11, and the piston 74 is a spring of the return spring 75 by the pressure oil supplied from the hydraulic control device. It is slid against the force and frictionally engages the frictional engagement element of the first brake B-1. When the supply of pressure oil is stopped, the frictional engagement of the frictional engagement element is released by the spring force of the return spring 75.

  Further, a supply passage 81 for lubrication is formed, and lubricating oil discharged from an unillustrated oil pump is supplied to the supply passage 81 via the hydraulic control device and the supply hole 83. A plurality of rows of supply holes 84, 85 communicate with the supply passage 81, and lubricating oil is supplied to each part in the transmission case 11 through these supply holes 84, 85. Lubricating oil supplied into the mission case 11 is scattered radially outward by centrifugal force action, and supplied to various parts such as the planetary gear for reduction 20, the clutches C-3 and C-4, the brake B-1, and the bearings. The

  FIG. 6 shows a plurality of circumferential first oil holes 65 formed in the boss portion 31 a of the first drum 31 and a plurality of circumferential first holes formed in the boss portion 32 a of the second drum 32. The phase relationship with the second oil hole 66 is shown. For easy understanding, the first oil hole 65 is indicated by a white circle and the second oil hole 66 is indicated by a black circle. As shown in the figure, six first oil holes 65 are formed at equal intervals on the circumference, and four second oil holes 66 are formed at equal intervals on the circumference.

  The second drum 32 is spline-engaged with the first drum 31 at an arbitrary angle phase at the time of its assembly. However, the worst combination of the number of the first and second oil holes 65 and 66 causes a worst case. Also in the combination, the phase difference (phase shift) θ1 between the oil holes 65 and 66 at least at two locations on the circumference can be made 15 degrees or less.

  As a result, a supply hole 63 formed in the input shaft 15 from an unillustrated hydraulic control device, an oil passage 62 formed in the cylindrical support portion 27 a of the lid-like member 27, and an annular oil passage 61 formed in the fixing ring 33. The pressure oil is distributed to the six first oil passages 65 on the circumference via the cylinder, and the pressure oil distributed to the first oil passage 65 is formed in the annular oil passage formed on the inner periphery of the second drum 32. It is distributed to four second oil passages 66 on the circumference via 67 and supplied to the second cylinder chamber 54 of the second hydraulic servo.

  At this time, the pressure oil that has passed through the first oil passage 65 can reach the second oil passage 66 only by flowing through the annular oil passage 67 in the circumferential direction θ1 (15 degrees) even in the maximum case. The variation in the supply path (supply length) can be reduced.

  As described above, the phase shift of the first and second oil holes 65 and 66 when the second drum 32 is arbitrarily assembled to the first drum 31 can be minimized. The variation of the oil supply path (supply length) to the second cylinder chamber 54 of the hydraulic servo of the fourth clutch C-4 due to the phase shift of the fourth clutch C-4 can be reduced, and the engagement of the friction engagement element due to the phase shift during assembly It will be possible to reduce the variation in time.

  The first and second oil holes 65 and 66 at least at two positions on the circumference are in phase with each other, and the second hydraulic servo second via the first and second oil holes 65 and 66 at the two positions. If pressure oil can be supplied to the cylinder 54, problems such as a response delay of the hydraulic servo do not occur. Therefore, the first and second oil holes 65, 66 other than the two places on the circumference are not provided. Even if the phase shift is large, there is no particular problem.

  FIG. 10 shows, as a comparative example, the case where the number of first and second oil holes 65 and 66 is the same number (4) (A) and 6 (B), but four each. In the case of (5), a phase shift of 45 degrees at maximum is generated, and in the case of 6 each, a phase shift of 30 degrees at maximum is generated. Therefore, the variation in the oil supply path (supply length) due to the phase shift at the time of assembly becomes large, and the engagement time of the friction engagement element varies.

  Of course, when the four cases (A) and the six cases (B) in FIG. 10 are compared, the phase shift is smaller when the number of the first and second oil holes 65 and 66 is six. If the number of the first and second oil holes 65 and 66 is increased, the phase shift can be reduced. However, increasing the number of oil holes unnecessarily increases the processing cost. Further, since the strength of the drum decreases as the number of oil holes to be drilled increases, the drum thickness must be increased to compensate for the decrease in strength, which causes an increase in weight as a whole. Therefore, it is important to reduce the phase shift between the first and second oil holes 65 and 66 without increasing the number of oil holes as much as possible.

  7 to 9 show other embodiments of the present invention, in which the combination of the first oil hole 65 and the second oil hole 66 is varied.

  In the combination shown in FIG. 7, the number of the first and second oil holes 65 and 66 is 8 and 4, respectively. In this case, the second drum 32 is used as the first drum 31. The phase difference θ2 between the first and second oil holes 65 and 66 when arbitrarily assembled can be set to a maximum of 22.5 degrees or less at least at two locations on the circumference. However, in this embodiment, since the number (8) of the first oil holes 65 is a multiple of the second oil holes 66 (4), the phase of the second oil holes 66 is the two first oil holes 66. When the phase is intermediate between the oil holes 65, the phases of all the second oil holes 66 are intermediate between the phases of the first oil holes 65, and the first phase shown in FIG. Compared to the case where four oil holes 65 and six second oil holes 66 are provided, the second oil holes are increased, but the phase difference θ is increased. Therefore, it is more preferable that the relationship between the number of the first oil holes 65 and the number of the second oil holes 66 is not a multiple relationship.

  Further, the combination shown in FIG. 8 is an odd number and an even number of first and second oil holes 65, 66. Specifically, the first oil holes 65 are arranged at equal angular intervals on the circumference. An example is shown in which four and five second oil holes 66 are arranged at equal angular intervals on the circumference.

  Further, the combination shown in FIG. 9 is an odd number of first and second oil holes 65, 66. Specifically, three first oil holes 65 are arranged at equal angular intervals on the circumference. An example in which the number of the second oil holes 66 is five at equal angular intervals on the circumference is shown.

  In the combination of FIG. 8 and FIG. 9, the oil holes are not point-symmetric and are unbalanced in the circumferential direction, and the even number of oil holes shown in FIGS. 6 and 7 are provided. Although different, there is a similar effect in that the phase differences θ3 and θ4 of the first and second oil holes 65 and 66 when the second drum 32 is arbitrarily assembled to the first drum 31 can be reduced. .

  According to the above-described embodiment, the hydraulic servo of the fourth clutch C-4 is provided through the first oil hole 65 formed in the first drum 31 and the second oil hole 66 formed in the second drum 32. When supplying pressure oil to the first oil hole 65, a plurality of first and second oil holes 65, 66 are formed in different numbers, for example, six at equal angular intervals on the circumference, Since the second oil holes 66 are formed at four equal angular intervals, the first and second oil holes 65 when the second drum 32 is arbitrarily assembled to the first drum 31, The phase shift of 66 can be minimized. As a result, the variation in the oil supply path (supply length) to the second cylinder chamber 54 of the hydraulic servo of the fourth clutch C-4 due to the phase shift at the time of assembly can be reduced, and the phase shift at the time of assembly. Variations in the engagement time of the friction engagement elements can be reduced.

  The number of the first and second oil holes 65 and 66 may be a combination of multiples such as 8 and 4, or an odd number and an even number such as 5 and 4. Furthermore, even when combining odd numbers such as 5 and 3, the number of first and second oil holes 65 and 66 is the same as the number of the first and second oil holes 65 and 66. It is possible to reduce variations in the oil supply path (supply length) to the second cylinder chamber 54 of the hydraulic servo of the fourth clutch C-4 due to the phase shift.

  In the above-described embodiment, the example in which the number of the first oil holes 65 is larger than the number of the second oil holes 66 has been described, but any one of the first and second oil holes 65 and 66 is described. Increasing the number is a design problem and does not cause any difference in effect.

  In the above-described embodiment, an automatic transmission that can achieve a gear ratio of eight forward speeds and two reverse speeds has been described. However, the present invention is not limited to such an automatic transmission, and a single clutch is used. It can be applied to a wide range of automatic transmissions that supply lubricating oil to other clutches.

  In the above-described embodiment, the planetary gear set 21 has been described by taking a Ravigneaux type gear set in which a single pinion planetary gear and a double pinion planetary gear are combined as an example. However, the planetary gear set 21 in the present invention is limited to a Ravigneaux type gear set. Any configuration can be adopted as long as it is a planetary gear set having a plurality (two or more) of planetary gears.

  Since the stator shaft 30, the oil pump body 27, the sleeve member 33 and the like are integrally coupled to the transmission case 11, the stator shaft 30, the oil pump body 27, the sleeve member 33 and the like are connected to the transmission case 11. Part of it.

  Thus, the specific configuration described in the above embodiment is merely an example of the present invention, and the present invention is not limited to such a specific configuration. Of course, various embodiments can be employed without departing from the scope.

It is a skeleton figure which shows the automatic transmission which concerns on this invention. It is a figure which shows the engagement state of the brake and clutch in each gear stage of the automatic transmission in FIG. It is sectional drawing which shows the lubricating device of the automatic transmission which concerns on embodiment of this invention. It is the figure which expanded and showed a part of FIG. It is sectional drawing seen from the arrow along the AA line of FIG. It is explanatory drawing which shows the relationship between the 1st oil hole and 2nd oil hole which are shown in FIG. It is explanatory drawing which shows the relationship between the 1st oil hole which concerns on other embodiment of this invention, and a 2nd oil hole. It is explanatory drawing which shows the relationship between the 1st oil hole which concerns on further another embodiment of this invention, and a 2nd oil hole. It is explanatory drawing which shows the relationship between the 1st oil hole which concerns on further another embodiment of this invention, and a 2nd oil hole. It is explanatory drawing which shows the relationship between the 1st oil hole as a comparative example, and a 2nd oil hole.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Automatic transmission, 11 ... Transmission case, 13 ... Transmission mechanism, 15 ... Input shaft, 16 ... Output shaft, 20 ... Planetary gear for deceleration, 21 ... Planetary gear set 27 ... Oil pump cover, 27a ... Boss part, 31 ... First drum, 31a ... Boss part, 32 ... Second drum, 32a ... Boss part, 43, 53, 73 ... Cylinder chamber, 44, 54, 74 ... Piston, 60 ... Pressure oil supply passage, 61 ... Annular oil passage, 62, 63 ... Oil hole, 65 ... First Oil hole, 66 ... second oil hole, 67 ... annular oil passage, S1, S2, S3 ... sun gear, C1, C2, C3 ... carrier, R1, R2 ... ring gear, C -1 ... 1st clutch, C-2 ... 2nd clutch, C-3 ... 3rd Latches, C-4 · · · fourth clutch, B-1 · · · first brake, B-2 · · · second brake.

Claims (3)

A transmission mechanism for engaging and disengaging a plurality of clutches and brakes and shifting to a plurality of stages;
The speed change mechanism includes a first hydraulic servo having a first drum and a first piston that forms a first cylinder chamber together with the first drum;
A second hydraulic pressure that is disposed on the outer periphery of the boss portion of the first drum and has a second drum that rotates integrally with the first drum and a second piston that forms a second cylinder chamber together with the second drum. With a servo,
In a pressure oil supply device in an automatic transmission configured to supply pressure oil to the second cylinder chamber via a pressure oil supply passage provided in the first drum and the second drum,
The pressure oil supply passage includes a plurality of first oil holes formed at equal circumferential intervals on the first drum and a plurality of second oil holes formed at equal circumferential intervals on the second drum. An annular oil passage formed by a hole and a pair of seal rings disposed between the first and second drums and communicating with the first oil hole and the second oil hole. 2. A pressure oil supply device in an automatic transmission, wherein the number of second oil holes is increased with respect to the number of oil holes formed in one of the second oil holes.   2. The pressure oil supply device in an automatic transmission according to claim 1, wherein the first and second oil holes are constituted by a plurality different from each other excluding multiples.   3. The pressure oil supply device in an automatic transmission according to claim 2, wherein one of the first and second oil holes is four and the other is six.

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