JP2008138780A - Lubricating structure of differential device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lubricating structure of a differential device capable of enhancing lubricating performance by stably securing a lubricating oil starting at a low speed rotation to a high speed rotation. <P>SOLUTION: In this lubricating structure of the differential device rotatably installed on a transmission case and a torque converter case joined to each other at the mating surface through bearings, a chamber serving as an oil reservoir is formed between the transmission case and the torque converter case near the mating surface, and an opening is formed in both side lower parts. A transmission oil cooled by an oil cooler is introduced into the chamber. The transmission oil dripping from the opening is guided by an oil guide and supplied to the rear surface sides of the bearings to lubricate the bearings and an inboard part. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a lubricating structure for an automotive differential device.

  In a lubrication structure of a differential device integrated in an automatic transmission (AT) for automobiles, a differential device and a final driven gear attached to a differential case (difference case) of the differential device are generally arranged in the transmission case. Thus, the lubricating oil stored in the transmission case is lifted and lubricated by using the rotation of the final driven gear.

Lubricating oil is supplied to the inboard section of the differential device and the bearing that rotatably supports the differential device by collecting the oil pumped up by the final driven gear with a rib formed inside the transmission case, and the inboard portion and the bearing. It is structured to flow into.
JP-A-2005-106178 Japanese Patent Laid-Open No. 2005-180577

  In the conventional differential device lubrication structure, the oil pumped up by the final driven gear is collected by the ribs formed on the transmission case and poured into the places where lubrication is required, so the amount of lubricating oil due to fluctuations in the rotational speed of the final driven gear is reduced. There is a problem that the variation is large.

  The present invention has been made in view of the above points, and the object of the present invention is to provide a lubrication structure for a differential device that can ensure a stable amount of lubricating oil and improve lubricating performance regardless of fluctuations in rotational speed. Is to provide.

  According to the present invention, a bearing is mounted on a transmission case and a torque converter case that include a differential case that rotatably supports an axle by an inboard portion, and a final driven gear that is attached to the differential case, and that are coupled to each other at mating surfaces. A differential device lubricated structure rotatably mounted through the transmission case and the torque converter case in the vicinity of the mating surface, forming a chamber as an oil reservoir and opening at lower portions of both sides of the chamber A transmission oil cooled by an oil cooler is introduced into the chamber, and the transmission oil dripping from the opening is guided by an oil guide and supplied to the back side of the bearing. , Lubrication structure of a differential device, which comprises lubricating said bearing and said inboard portion are provided.

  According to the present invention, since the return oil from the oil cooler is semi-forcedly supplied to the inboard portion and the bearing of the differential device, the amount of lubricating oil that is stable from low to high rotation regardless of fluctuations in the rotational speed of the final driven gear. And the lubrication performance of the differential device can be improved.

  First, with reference to FIG. 1 and FIG. 2, an example of the configuration of the automatic transmission TM to which the lubricating structure of the differential device of the present invention can be applied will be described.

  The automatic transmission includes a torque converter TC connected to an engine output shaft (not shown), a parallel shaft transmission mechanism TM connected to an output member (turbine runner) of the torque converter TC, and a transmission housing HSG. A differential device (not shown) provided with a final driven gear meshing with the final drive gear 6a of the speed change mechanism TM is provided, and driving force is transmitted from the differential device to the left and right wheels.

  The parallel shaft transmission mechanism TM includes a first input shaft 1, a second input shaft 2, a counter shaft 3, and an idle shaft 5 extending in parallel with each other. , S2, S3 and S5, respectively.

  1 (A) and 1 (B) show the power transmission configuration of the parallel shaft type speed change mechanism TM. FIG. 1 (A) shows the first input shaft 1 ( S1), a cross section passing through the counter shaft 3 (S3) and the second input shaft (S2) is shown. FIG. 1B shows the first input shaft 1 (S1), idle along 1B-1B in FIG. A cross section passing through the shaft 5 (S5) and the second input shaft 2 (S2) is shown.

  The first input shaft 1 is connected to the turbine of the torque converter TC, is rotatably supported by bearings 41a and 41b, and receives the driving force from the turbine and rotates in the same direction. The first input shaft 1 includes a fifth speed drive gear 25a, a 5TH clutch 15, a 4TH clutch 14, a fourth speed drive gear 24a, a reverse drive gear 26a, and a first connection gear 31 in order from the torque converter TC side (right side in the figure). Is arranged.

  The fifth speed drive gear 25a is rotatably disposed on the first input shaft 1, and is engaged with and disengaged from the first input shaft 1 by a 5TH clutch 15 operated by hydraulic pressure. Further, the 4-speed drive gear 24a and the reverse drive gear 26a are integrally connected and rotatably disposed on the first input shaft 1, and the first input is performed by the 4TH clutch 14 operated by hydraulic pressure. The shaft 1 is engaged and disengaged. The first connecting gear 31 is located outside the bearing 41a that rotatably supports the first input shaft 1, and is coupled to the first input shaft 1 in a cantilever state.

  The second input shaft 2 is rotatably supported by bearings 42a and 42b. On this shaft, in order from the right side in the figure, the 2ND clutch 12, the second speed drive gear 22a, the LOW drive gear 21a, the LOW clutch 11, the 3RD clutch 13, A third speed drive gear 23a and a fourth connection gear 34 are provided.

  The second speed drive gear 22a, the LOW drive gear 21a, and the third speed drive gear 23a are rotatably disposed on the second input shaft 2, and are operated by hydraulic pressure, the 2ND clutch 12, the LOW clutches 11 and 3RD. The clutch 13 is engaged with and disengaged from the second input shaft 2. The fourth connecting gear 34 is coupled to the second input shaft 2.

  As shown in FIG. 1B, the idle shaft 5 is rotatably supported by bearings 45a and 45b, and a second connection gear 32 and a third connection gear 33 are disposed integrally with the shaft. The second connection gear 32 meshes with the first connection gear 33, and the third connection gear 33 meshes with the fourth connection gear 34. These first to fourth connection gears constitute a connection gear train 30, and the rotation of the first input shaft 1 is always transmitted to the second input shaft 2 via the connection gear train 30.

  The counter shaft 3 is rotatably supported by bearings 43a and 43b. On this shaft, the final reduction drive gear 6a, the second speed driven gear 22b, the LOW driven gear 21b, the fifth speed driven gear 25b, the third speed are sequentially arranged from the right side in the figure. A driven gear 23b, a fourth speed driven gear 24b, a dog-tooth clutch 16 and a reverse driven gear 26c are provided.

  The final reduction drive gear 6a, the second speed driven gear 22b, the LOW driven gear 21b, the fifth speed driven gear 25b and the third speed driven gear 23b are coupled to the counter shaft 3 and rotate integrally therewith. The fourth speed driven gear 24b is rotatably disposed on the counter shaft 3.

  Further, the reverse driven gear 26 c is also rotatably disposed on the counter shaft 3. The dog-tooth clutch 16 is actuated in the axial direction so that the 4-speed driven gear 24b and the counter shaft 3 can be engaged and disengaged, and the reverse driven gear 26c and the counter shaft 3 can be engaged and disengaged.

  As shown in the figure, the LOW drive gear 21a and the LOW driven gear 21b are engaged, the second speed drive gear 22a and the second speed driven gear 22b are engaged, and the third speed drive gear 23a and the third speed driven gear 23b are engaged. The four-speed drive gear 24a and the fourth-speed driven gear 24b are meshed, and the fifth-speed drive gear 25a and the fifth-speed driven gear 25b are meshed. Further, the reverse drive gear 26a meshes with the reverse driven gear 26c via an idler gear (not shown).

  In the transmission configured as described above, the setting of each speed stage and its power transmission path will be described below. In this transmission, in the forward range, the dog-tooth clutch 16 is moved to the right in the drawing, and the 4-speed driven gear 24b and the counter shaft 3 are coupled. On the other hand, in the reverse (reverse) range, the dog-tooth clutch 16 is moved leftward so that the reverse driven gear 26c and the counter shaft 3 are engaged.

  First, each speed stage in the forward range will be described. The LOW speed stage is set by engaging the LOW clutch 11. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30.

  Here, since the LOW clutch 11 is engaged, the LOW drive gear 21a is driven at the same rotation as the second input shaft 2, the LOW driven gear 21b meshing with the second input shaft 2 is driven to rotate, and the counter shaft 3 is driven. The This driving force is transmitted to a differential device (not shown) through a final reduction gear train.

  The second speed is set by engaging the 2ND clutch 12. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30. Here, since the 2LD clutch 12 is engaged, the second speed drive gear 22a is driven at the same rotation as the second input shaft 2, the second speed driven gear 22b meshing with the second input shaft 2 is driven to rotate, and the counter shaft 3 is driven. Driven. This driving force is transmitted to a differential device (not shown) through a final reduction gear train.

  The third speed is set by engaging the 3RD clutch 13. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30. Here, since the 3RD clutch 13 is engaged, the 3rd speed drive gear 23a is driven at the same rotation as the second input shaft 2, and the 3rd speed driven gear 23b meshing with the 3rd speed drive gear 23a is rotationally driven, so that the counter shaft 3 Is driven. This driving force is transmitted to a differential device (not shown) through a final reduction gear train.

  The fourth speed is set by engaging the 4TH clutch 14. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the fourth speed drive gear 24a via the 4TH clutch 14, and rotationally drives the fourth speed driven gear 24b engaged therewith.

  Here, in the forward range, the counter gear 3 is driven because the fourth-speed driven gear 24b is engaged with the counter shaft 3 by the dog-tooth clutch 16, and this driving force is illustrated via the final reduction gear train. Not transmitted to the differential device.

  The fifth gear is set by engaging the 5TH clutch 15. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the fifth speed drive gear 25a via the 5TH clutch 15, and rotationally drives the fifth speed driven gear 25b engaged therewith. Since the fifth speed driven gear 25b is coupled to the counter shaft 3, the counter shaft 3 is driven, and this driving force is transmitted to a differential device (not shown) via the final reduction gear train.

  On the other hand, the reverse (reverse) stage is set by engaging the 4TH clutch 14 and moving the dog-tooth clutch 16 leftward. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the reverse drive gear 26a via the 4TH clutch 14, and the reverse driven gear 26c meshes with the idler gear via a reverse idler gear (not shown). Is driven to rotate.

  Here, in the reverse (reverse) range, since the reverse driven gear 26c is engaged with the counter shaft 3 by the dog-tooth clutch 16, the counter shaft 3 is driven, and this driving force is transmitted through the final reduction gear train. To a differential device (not shown). As can be seen from this, the 4TH clutch 14 also functions as a reverse clutch.

  Referring to FIG. 3, an external view of the transmission case 50 is shown. The pipe 52 is connected to an oil cooler (not shown) to lead an ATF (automatic transmission fluid) to the oil cooler, and the ATF cooled by the oil cooler passes through the pipes 54 and 56 and passes from the oil supply unit 58 to the upper portion of the differential device 60. To be supplied.

  Since the ATF supplied to the oil cooler is supplied with a certain pressure, the ATF cooled by the oil cooler is also supplied to the upper portion of the differential device 60 with a certain pressure. Therefore, in this embodiment in which this ATF is used for lubrication of the differential device 60, this lubrication is referred to as semi-forced lubrication.

  Next, the differential device 60 and the lubricating structure thereof according to the present embodiment will be described in detail with reference to the cross-sectional view of FIG. The differential device 60 includes a differential case (differential case) 70 that is rotatably supported by a transmission case 50 and a torque converter case 62 that are integrally coupled by a mating surface 64 via a pair of ball bearings 66 and 68. .

  A final driven gear (final reduction driven gear) 72 is fixed to the differential case 70 by a plurality of bolts (only one is shown) 74. The differential case 70 has a pair of inboard portions (boss portions) 76 and 78 extending in the left-right direction of the vehicle body. A shaft end portion of the left axle 80 is rotatably supported on the inner periphery of the left inboard portion 76, and a shaft end portion of the right axle 82 is rotatably supported on the inner periphery of the right inboard portion 78.

  A pair of pinion shafts 84 and 86 that are orthogonal to each other are supported on the differential case 70 so as to be positioned between the opposed ends of the two axles 80 and 82 and to be orthogonal to the axis of the two axles 80 and 82. The pinion shafts 84 and 86 are fixed to the differential case 70 so that they cannot rotate and cannot be inserted and removed.

  A pair of pinion gears (differential pinions) 88 and 90 are rotatably supported on the pinion shaft 84. A pair of pinion gears (not shown) are also rotatably supported on the pinion shaft 86. A pair of side gears (drive pinions) 92 and 94 meshing with these pinion gears 88 and 90 are splined to the left axle 80 and the right axle 82, respectively.

  A curved raft washer 96 is interposed between the back surface of the pinion gear 88 and the differential case 70. Similarly, a curved raft washer (not shown) is also interposed between the back surface of the pinion gear 90 and the differential case 70.

  Similarly, a curved raft washer is also interposed between the back surface of the pinion gear supported by the pinion shaft 86 and the differential case 70. In addition, planar slat washers 98 and 100 are interposed between the side gears 92 and 94 and the differential case 70.

  An annular groove (annular space) 104 is formed between the oil seal 102 provided between the left axle 80 and the transmission case 50 and the left ball bearing 66. Similarly, an annular groove (annular space) 108 is formed between an oil seal 106 provided between the right axle 82 and the transmission case 50 and the right ball bearing 68.

  As shown in FIG. 5, a recess 110a is formed in an upper portion of the differential device 60 accommodating portion on the inner surface of the transmission case 50, and as shown in FIG. 6, the differential device 60 accommodating portion on the inner surface of the torque converter case 62 is formed. A depression 110b is formed in the upper part.

  In FIG. 5, 124 is an opening for accommodating the left axle 80, and the oil seal 102 is attached to the inner surface thereof. In FIG. 6, 126 is an opening for accommodating the right axle 82, and an oil seal 106 is attached to the inner surface thereof.

  Referring again to FIG. 4, the transmission case 50 and the torque converter case 62 are joined together at a mating surface 64 and are coupled to each other by a plurality of bolts. Thereby, a chamber (bag-like space) 110 formed by the depressions 110a and 110b is defined in the upper part of the differential device 60. The return oil from the oil cooler is supplied into the chamber 110 through the supply hole 112.

  In FIG. 4, the supply hole 112 is illustrated as being formed in the upper portion of the chamber 110, but this is for convenience of explanation, and in fact, the depression 110 a is defined as seen in FIG. 5. A supply hole 112 is formed in a side portion of the transmission case 50 formed.

  Openings 114 and 116 are formed at the lower portions of both sides of the chamber 110. Reference numerals 118 and 122 denote bearing spacers, which are formed with folded portions 118a and 122a, respectively. Reference numeral 120 denotes a guide plate that guides oil dropped from the chamber 110 through the opening 116 toward the bearing spacer 122.

  Hereinafter, the operation of the above-described lubrication structure of the differential device of the present embodiment will be described. Return oil from an oil cooler (not shown) is guided to the oil supply unit 58 through the pipes 54 and 56, supplied into the chamber 110 through the oil supply hole 112, and stored in the chamber 110.

  Since openings 114 and 116 are formed at the lower portions of both sides of the chamber 110, the oil accumulated in the chamber 110 is dripped downward from the openings 114 and 116.

  The oil dripped from the opening 114 is guided to the annular space 104 on the back surface (left side) of the bearing 66 by the bearing spacer 118 having the folded portion 118 a, lubricates the bearing 66, and is supplied to the inboard portion 76 of the differential case 70. Lubricate this.

  On the other hand, the oil dropped downward from the opening 116 is guided to the annular space 108 on the back surface (right side) of the bearing 68 by the bearing spacer 122 having the guide plate 120 and the turn-back portion 122a to lubricate the bearing 68 and the differential case. 70 is supplied to the inboard part 78 and lubricated.

  Further, the ATF accumulated in the transmission case 50 and the torque converter case 62 is lifted up by the final driven gear 72 and splashes against the case, but these oils are also annular spaces by ribs formed on the inner surfaces of the transmission case 50 and the torque converter case 62. The bearings 66 and 68 and the inboard portions 76 and 78 are lubricated.

  As described above, in this embodiment, the return oil from the oil cooler is once accumulated in the chamber 110, and is guided from there to the annular spaces 104 and 108 on the back surface of the bearings 66 and 68 by the guide plate 120 and the bearing spacers 118 and 122. The bearings 66 and 68 and the inboard portions 76 and 78 are semi-forcedly lubricated, and the ATF lifted up by the final driven gear 72 also contributes to the lubrication. Therefore, a stable amount of lubrication from the low rotation to the high rotation of the final driven gear 72 Can be ensured, and the lubricating performance can be improved.

It is a skeleton figure which shows the power transmission system of the automatic transmission which can apply the lubricating structure of the differential apparatus of this invention. It is the schematic which shows the shaft positional relationship of an automatic transmission. It is an external appearance perspective view of a transmission case. It is sectional drawing of the differential apparatus of this invention embodiment, and its lubrication structure. It is a figure which shows the principal part inner surface of a transmission case. It is a figure which shows the principal part inner surface of a torque converter case.

Explanation of symbols

50 transmission case 60 differential device 62 torque converter case 64 mating surface 66, 68 bearing 70 differential case 72 final driven gear 76, 78 inboard part 80 left axle 82 right axle 84, 86 pinion shaft 88, 90 pinion gears 92, 94 side gears 102, 106 Oil seal 104, 108 Annular space 110 Chamber (bag-shaped space)
112 Supply hole 114, 116 Opening 118, 122 Bearing spacer 120 Guide plate

Claims (1)

A differential case that rotatably supports an axle by an inboard portion and a final driven gear attached to the differential case, and can be rotated via a bearing to a transmission case and a torque converter case that are coupled to each other at a mating surface. A lubrication structure for the installed differential device,
Forming a chamber as an oil reservoir over the transmission case and the torque converter case in the vicinity of the mating surfaces;
Openings are provided at the bottom of both sides of the chamber,
Introducing the transmission oil cooled by the oil cooler into the chamber,
A lubricating structure for a differential device, wherein the transmission oil dripping from the opening is guided by an oil guide and supplied to the back side of the bearing to lubricate the bearing and the inboard portion.