JP2013190026A - Transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress performance degradation of a bearing caused by inclination of a brake drum of a parking brake, and an adverse effect on another member around the bearing.SOLUTION: On an outer peripheral side of a sleeve member 240 integrated with a transmission case 22 of an automatic transmission 25, a radial bearing 91 for rotatably supporting a drum member 11 is arranged; on an inner peripheral side of the sleeve member 240, a radial bearing 92 for rotatably supporting an input shaft 26 is arranged; the radial bearing 92 includes a plurality of rollers 921 arranged in a recessed part 26a of the input shaft 26, and a race member 922 arranged between an inner periphery of the sleeve member 240 and the plurality of rollers 921; movement to both sides in an axial direction of the race member 922 is regulated by a step part 242 and retaining parts 245 of the sleeve member 240.

Description

  The present invention relates to a transmission capable of forming a plurality of shift stages by changing the diameter of a plurality of engagement elements accommodated in a case.

  Conventionally, as this type of transmission, one having a band brake having a brake band and a brake drum is known (see, for example, Patent Document 1). In this transmission, the brake drum is rotatably supported by a single first bearing disposed on the outer peripheral side of a boss portion extending from an oil pump cover integrated with the case. Further, a sleeve member is fixed to the inner peripheral surface of the boss portion, and a second bearing that rotatably supports the input shaft of the transmission is disposed on the inner peripheral side of the sleeve member. The second bearing includes a plurality of rollers disposed in a recess formed on the outer peripheral surface of the input shaft, and a race member disposed between the inner peripheral surface of the sleeve member and the plurality of rollers. Further, a sun gear of a planetary gear mechanism constituting the transmission is spline-fitted to the free end portion of the sleeve member, and a third bearing is interposed between the sun gear and the input shaft via an annular race member. Has been placed.

JP 2009-243626 A

  In the transmission configured as described above, since the brake drum of the band brake is rotatably supported by one first bearing, it swings around the supporting portion supported by the first bearing as a fulcrum (inclined). ) The band brake drum may rotate in this state. When the brake drum that rotates while swinging is tightened by the brake band, a load is applied from the brake drum to the first bearing, and further, a load is applied from the first bearing to the second bearing on the inner peripheral side via the boss portion and the sleeve member. Is added. At this time, depending on how the load is applied to the second bearing, the race member of the second bearing may move in the axial direction and hit the race member of the third bearing. If such a state occurs, there is a risk that the performance of the second bearing may be deteriorated, but if the race member of the third bearing is pushed and tilted by the race member of the second bearing, the third bearing There is a risk of performance degradation. That is, if the race member of the bearing moves due to the inclination of the brake drum as described above, not only the performance of the bearing is deteriorated, but also other peripheral members may be adversely affected. is there.

  In view of the above, the main purpose of the transmission according to the present invention is to suppress the deterioration of the performance of the bearing caused by the inclination of the brake drum of the band brake and the adverse effects on other members around the bearing.

  The transmission according to the present invention adopts the following means in order to achieve the main object.

A transmission according to the present invention includes:
A plurality of engagement elements including a band brake having a brake band and a brake drum, and a case for accommodating the plurality of engagement elements, and a plurality of shift speeds can be formed by deviating the plurality of engagement elements. In the transmission,
A sleeve portion integrated with the case and extending in the axial direction of the transmission within the case;
A first bearing disposed on an outer peripheral side of the sleeve portion and rotatably supporting the brake drum;
A rotating member disposed inside the sleeve portion;
A plurality of rollers disposed in a recess formed on the outer peripheral surface of the rotating member; and a race member disposed between the inner peripheral surface of the sleeve portion and the plurality of rollers. And a second bearing that rotatably supports
The movement of the race member to both sides in the axial direction is restricted by the sleeve portion.

  In this transmission, the brake drum of the band brake is rotatably supported by the first bearing disposed on the outer peripheral side of the sleeve portion, and the rotating member is rotated by the second bearing disposed on the inner peripheral side of the sleeve portion. It is supported freely. As described above, when the brake drum is rotatably supported by the one first bearing, the brake drum may rotate in a shaken (tilted) state. When the brake drum rotating while swinging is tightened by the brake band, a load is applied from the brake drum to the first bearing, and further, a load is applied from the first bearing to the second bearing on the inner peripheral side via the sleeve portion. And an axial force may be applied to the race member of the second bearing. For this reason, this transmission is comprised so that the movement to the both sides in the axial direction of a race member can be controlled by a sleeve part. This suppresses the performance degradation of the second bearing due to the movement of the race member in the axial direction due to the inclination of the brake drum of the band brake, and the race member moves in the axial direction to prevent other peripheral members from moving around. It is possible to suppress an adverse effect caused by hitting the member.

  The sleeve portion includes a step portion formed on an inner peripheral surface so as to restrict movement of the race member to one side, and a sleeve portion of the sleeve portion so as to restrict movement of the race member to the other side. You may have the securing part which protrudes toward a shaft center from a free end part. Thereby, it is possible to reliably suppress the race member from moving to both sides in the axial direction due to the inclination of the brake drum of the band brake.

  Furthermore, a gap may be formed at least in the axial direction between the race member and the retaining portion. As a result, the race member basically does not come into contact with the retaining portion, so that the race member is prevented from being distorted or deformed by contact with the retaining portion, and the performance of the second bearing is improved. Can be maintained. Further, when the race member moves in the axial direction due to the inclination of the brake drum of the band brake, the axial movement of the race member can be satisfactorily suppressed by the retaining portion.

  The retaining portion may be formed by caulking the free end portion of the sleeve portion at a plurality of locations spaced in the circumferential direction. Accordingly, it is possible to satisfactorily suppress the deformation of the free end portion as compared with the case where the stop portion is formed on the entire circumference of the free end portion of the sleeve portion while easily forming the stop portion by caulking.

  Furthermore, the first bearing and the second bearing may be arranged so as to overlap each other when viewed from the radial direction of the brake drum. Thus, when the first and second bearings are arranged so as to overlap each other when viewed from the radial direction of the brake drum, the load applied from the first bearing to the second bearing is larger than when both do not overlap. growing. Therefore, in the transmission in which the first and second bearings are arranged so as to overlap each other when viewed from the radial direction, it is extremely useful to restrict the movement of the race member to both sides in the axial direction by the sleeve portion.

  The transmission may further include a planetary gear mechanism that is disposed in the brake drum and includes a sun gear, and the sun gear is fitted to the free end portion of the sleeve portion so as to be integrally rotatable. Alternatively, a third bearing may be arranged between the sun gear and the rotating member so as to be aligned with the second bearing in the axial direction. In such a configuration, if the movement of the second bearing race member to both sides in the axial direction is restricted by the sleeve portion, the adverse effect of the race member moving in the axial direction and hitting the third bearing component member. Can be suppressed.

  In this case, the sun gear of the planetary gear mechanism may be fitted to a spline formed on the outer peripheral surface of the sleeve portion, and there is no spline near the free end surface of the sleeve portion, and the chamfering process is performed obliquely. May be applied. This makes it possible to easily form a retaining portion at the free end portion of the sleeve portion.

  Further, the tooth portion of the sun gear may be disposed on the outer peripheral side of the first and second bearings. If the movement of the race member to both sides in the axial direction is restricted by the sleeve portion as described above, the space for restricting the movement of the race member in the axial direction is prevented from increasing in the radial direction of the brake drum. Can do. Accordingly, in the transmission in which the planetary gear mechanism is arranged so that the main elements are positioned on the outer peripheral sides of the first and second bearings, the gap between the members in the brake drum is narrowed particularly in the radial direction. It is very useful to restrict the movement of the two sides in the axial direction by the sleeve portion.

It is a schematic block diagram of the power transmission device 20 provided with the automatic transmission 25 which concerns on one Example of this invention. 3 is an operation table showing a relationship between each gear position of the automatic transmission 25 and operation states of clutches and brakes. 3 is a partial cross-sectional view showing an automatic transmission 25. FIG. 2 is an enlarged cross-sectional view showing an automatic transmission 25. FIG. FIG. 3 is a schematic diagram showing a main part of an automatic transmission 25. FIG. 3 is an enlarged cross-sectional view of a main part of the automatic transmission 25.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a power transmission device 20 including an automatic transmission 25 according to an embodiment of the present invention. A power transmission device 20 shown in the figure is connected to a crankshaft of an engine (not shown) mounted on a vehicle and transmits power from the engine to left and right drive wheels (not shown). A torque converter 23, an oil pump 24, an automatic transmission 25, a differential mechanism (differential gear) 29, and the like housed in the transmission case 22 are provided.

  The torque converter 23 is disposed inside the input-side pump impeller 23p connected to the crankshaft of the engine, the output-side turbine runner 23t, the pump impeller 23p, and the turbine runner 23t connected to the input shaft 26 of the automatic transmission 25. It includes a stator 23s that is arranged to rectify the flow of hydraulic oil from the turbine runner 23t to the pump impeller 23p, a one-way clutch 23o that restricts the rotational direction of the stator 23s in one direction, a lock-up clutch 23c, and the like. The oil pump 24 is configured as a gear pump including a pump assembly including a pump body and a pump cover, and an external gear connected to a pump impeller 23p of the torque converter 23 via a hub. The oil pump 24 is driven by power from the engine, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).

  The automatic transmission 25 is configured as an eight-speed transmission, and as shown in FIG. 1, in addition to the input shaft 26 and the output shaft 27, a double pinion type first planetary gear mechanism 30 and a Ravigneaux Second planetary gear mechanism 35, four clutches C1, C2, C3 and C4 for changing the power transmission path from the input side to the output side, two brakes B1 and B2, and a one-way clutch F1 . The output shaft 27 of the automatic transmission 25 is formed in a hollow shape and is connected to drive wheels (not shown) via a gear mechanism 28 and a differential mechanism 29.

  The first planetary gear mechanism 30 includes a sun gear 31 that is an external gear, a ring gear 32 that is an internal gear disposed concentrically with the sun gear 31, and meshes with each other, one being the sun gear 31 and the other being the ring gear 32. And a planetary carrier 34 that holds a plurality of pairs of pinion gears 33a and 33b that mesh with each other so as to rotate and revolve. As shown in the drawing, the sun gear 31 of the first planetary gear mechanism 30 is fixed to the transmission case 22, and the planetary carrier 34 of the first planetary gear mechanism 30 is connected to the input shaft 26 so as to be integrally rotatable. The first planetary gear mechanism 30 is configured as a so-called reduction gear, and decelerates the power transmitted to the planetary carrier 34 as an input element and outputs it from the ring gear 32 as an output element.

  The second planetary gear mechanism 35 includes a first sun gear 36a and a second sun gear 36b which are external gears, a ring gear 37 which is an internal gear disposed concentrically with the first and second sun gears 36a and 36b, A plurality of short pinion gears 38a meshing with one sun gear 36a, a plurality of long pinion gears 38b meshing with the second sun gear 36b and the plurality of short pinion gears 38a and meshing with the ring gear 37, a plurality of short pinion gears 38a and a plurality of long pinion gears 38b And a planetary carrier 39 that holds the motor in a rotatable (rotatable) and revolving manner. The ring gear 37 of the second planetary gear mechanism 35 is connected to the output shaft 27, and the planetary carrier 39 of the second planetary gear mechanism 35 is supported by the transmission case 22 via the one-way clutch F1.

  The clutch C1 is a hydraulic clutch (engagement element) capable of fastening the ring gear 32 of the first planetary gear mechanism 30 and the first sun gear 36a of the second planetary gear mechanism 35 and releasing the fastening of both. The clutch C2 is a hydraulic clutch that can fasten the input shaft 26 and the planetary carrier 39 of the second planetary gear mechanism 35 and release the fastening of both. The clutch C3 is a hydraulic clutch that can fasten the ring gear 32 of the first planetary gear mechanism 30 and the second sun gear 36b of the second planetary gear mechanism 35 and release the fastening of both. The clutch C4 is a hydraulic clutch that can fasten the planetary carrier 34 of the first planetary gear mechanism 30 and the second sun gear 36b of the second planetary gear mechanism 35 and release the fastening of both. The brake B1 is a hydraulic brake (engagement element) that can fix the second sun gear 36b of the second planetary gear mechanism 35 to the transmission case 22 in a non-rotatable manner and can release the fixing of the second sun gear 36b to the transmission case 22. is there. The brake B2 is a hydraulic brake that can fix the planetary carrier 39 of the second planetary gear mechanism 35 to the transmission case 22 in a non-rotatable manner and can release the fixation of the planetary carrier 39 to the transmission case 22.

  The clutches C1 to C4 and the brakes B1 and B2 operate by receiving and supplying hydraulic oil from a hydraulic control device (not shown). FIG. 2 shows an operation table showing the relationship between the respective speeds of the automatic transmission 25 and the operating states of the clutches C1 to C4, the brakes B1 and B2, and the one-way clutch F1. The automatic transmission 25 provides the forward 1st to 8th gears and the reverse 1st and 2nd gears by setting the clutches C1 to C4 and the brakes B1 and B2 to the states shown in the operation table of FIG. .

  FIG. 3 is a partial cross-sectional view showing the automatic transmission 25. As shown in the figure, the clutches C1, C3 and C4 of the automatic transmission 25 are all configured as multi-plate friction hydraulic clutches. The brake B1 is configured as a band brake including a brake band 10 having one end fixed to the transmission case 22 and the other end pressed by a hydraulic actuator (not shown). The automatic transmission 25 includes a bottomed cylindrical drum member 11 that is also used as a clutch drum of the clutch C3 (first clutch) and a brake drum of the brake B1, and the clutches C1, C3, C4 and the first planetary gear mechanism 30 are arranged. That is, inside the drum member 11, the clutch C4 (second clutch), the first planetary gear mechanism 30, and the clutch C1 (third clutch) are arranged in this order from the engine side (right side in the figure) (not shown) in this order. Arranged in the axial direction of the (drum member 11), the clutch C3 is arranged on the outer peripheral side of the clutch C4. In addition, the brake band 10 of an Example has what is called a double winding structure so that it may show in figure.

  The drum member 11 includes an inner drum 12 and an outer drum (cylindrical portion) 15 fixed to the outer periphery of the inner drum 12. The inner drum 12 is formed by cutting a metal material. The inner drum 12 extends in the axial direction of the automatic transmission 25, and one end of the inner cylinder 121 (the right end in the figure). And an annular side wall 122 extending radially outward. The inner cylinder portion 121 of the inner drum 12 is a hollow boss portion that extends from the pump cover of the oil pump 24 integrated with the transmission case 22 and extends in parallel with the input shaft 26 on the outer peripheral side of the input shaft 26. 24a is rotatably fitted through the sleeve 13. Further, the free end portion of the boss portion 24a is located in the vicinity of the substantially central portion in the longitudinal direction of the drum member 11, and the free end portion of the boss portion 24a and the free end portion of the inner cylinder portion 121 of the inner drum 12 (the left end in the figure). 1 radial bearing (first bearing) 91 is disposed between the first and second bearings. Thereby, the drum member 11 is rotatably supported by the radial bearing 91 with respect to the boss | hub part 24a (transmission case 22). Further, from the side wall portion 122 of the inner drum 12, a short cylindrical fixing portion 123 is extended inward in the axial direction (left side in the drawing) so as to be positioned between the inner cylinder portion 121 and the outer drum 15. Yes.

  The outer drum 15 of the drum member 11 has, for example, a spline 151 on the inner peripheral side and an outer peripheral side by flow forming that presses a die having a spline forming tooth mold on the outer periphery while rotating a circular plate material. It is formed so as to have a cylindrical engaging surface 152 fastened by the brake band 10. The engaging surface 152 has an axial length longer than the maximum width of the brake band 10, and the engaging surface 152 is smoothed after the flow forming process. Further, the base end portion of the outer drum 15 extends radially inward and is fixed to the outer periphery of the side wall portion 122 of the inner drum 12 by welding. As shown in the figure, the outer drum 15 is connected to the second sun gear 36b of the second planetary gear mechanism 35 via the connecting member 16 fitted to the spline 151 in the vicinity of the opening end thereof so as to be integrally rotatable. .

  The clutch C1 includes a clutch drum 101 coupled to the first sun gear 36a of the second planetary gear mechanism 35 via the coupling member 100, a clutch hub 102 integrated with the ring gear 32 of the first planetary gear mechanism 30, A plurality of annular clutch plates (mating plates) 103 fitted to splines formed on the inner peripheral surface of the drum 101, and a plurality of annular clutches fitted to splines formed on the outer peripheral surface of the clutch hub 102 A plate (friction plate) 104 and a clutch piston 105 capable of pressing the clutch plates 103 and 104 are included. The clutch piston 105 is slidably fitted into a cylindrical portion 100 a formed on the connecting member 100, and defines an engagement side oil chamber 106 together with the connecting member 100. Further, a cancel plate 107 is fixed to the tubular portion 100 a of the connecting member 100 so as to be positioned on the engine side (right side in the drawing) with respect to the clutch piston 105. The cancel plate 107 defines a cancel oil chamber 108 for canceling centrifugal oil pressure generated in the engagement side oil chamber 106 together with the clutch piston 105, and a return spring is interposed between the clutch piston 105 and the cancel plate 107. 109 is arranged.

  The clutch C3 uses the above-described drum member 11 as a clutch drum, and also uses the clutch hub 102 integrated with the ring gear 32 of the first planetary gear mechanism 30 also as the clutch C3. The clutch C3 is fitted to a plurality of annular clutch plates (mating plates) 303 fitted to the splines 151 formed on the inner peripheral surface of the outer drum 15 of the drum member 11 and the splines of the clutch hub 102. A plurality of annular clutch plates (friction plates) 304 and a clutch piston 305 capable of pressing the clutch plates 303 and 304. The clutch piston 305 is slidably fitted to the outer periphery of the fixed portion 123 formed on the side wall portion 122 of the inner drum 12, and engages with the spline 151 formed on the inner peripheral surface of the outer drum 15. An engagement side oil chamber 306 is defined together with the inner drum 12 and the outer drum 15.

  Further, a cancel plate 307 is fixed to the fixing portion 123 formed on the side wall portion 122 of the drum member 11 so as to be positioned on the clutch C1 side (left side in the drawing) with respect to the clutch piston 305. The cancel plate 307 defines a cancel oil chamber 308 for canceling centrifugal oil pressure generated in the engagement side oil chamber 306 together with the clutch piston 305, and a return spring is interposed between the clutch piston 305 and the cancel plate 307. 309 is arranged. In the automatic transmission 25 of the embodiment, a cylindrical aligning portion (not shown) extends inward in the axial direction from the inner peripheral side of the free end portion of the fixed portion 123, and the inner peripheral portion of the cancel plate 307 is It is fitted to the outer periphery of the aligning part. The cancel plate 307 is fastened to the fixed portion 123 via the rivet 14 extending in the axial direction of the automatic transmission 25 (drum member 11). Further, a seal member is disposed between the outer periphery of the cancel plate 307 and the clutch piston 305.

  As shown in FIG. 3, the clutch C4 is disposed inside the clutch C3 so that at least a part thereof overlaps the clutch C3 when viewed from the radial direction. The clutch C4 is a clutch hub 401 integrated with the clutch drum 401 fastened to the fixing portion 123 of the drum member 11 through the rivet 14 together with the cancel plate 307 of the clutch C3, and the planetary carrier 34 of the first planetary gear mechanism 30. A plurality of annular clutch plates (mating plates) 403 fitted to splines formed on the inner peripheral surface of the clutch drum 401, and a plurality of splines fitted to splines formed on the outer peripheral surface of the clutch hub 402. An annular clutch plate (friction plate) 404 and a clutch piston 405 capable of pressing the clutch plates 403 and 404 are included.

  The clutch piston 405 is slidably fitted to the outer periphery of the inner cylindrical portion 121 of the inner drum 12 via a seal member, and is engaged with a spline formed on the inner peripheral surface of the clutch drum 401, The engagement side oil chamber 406 is defined together with the twelve inner cylinder portions 121 and the side wall portions 122. Further, a cancel plate 407 is fixed to the inner cylinder portion 121 of the inner drum 12 so as to be positioned on the clutch C1 side (left side in the drawing) with respect to the clutch piston 405. The cancel plate 407 defines a cancel oil chamber 408 for canceling centrifugal hydraulic pressure generated in the engagement side oil chamber 406 together with the clutch piston 405, and a return spring is interposed between the clutch piston 405 and the cancel plate 407. 409 is arranged. The engagement-side oil chamber 406 of the clutch C4 is connected to a hydraulic control device (not shown) through an oil passage formed in the input shaft 26, the boss portion 24a, the sleeve 13, the inner cylinder portion 121 of the inner drum 12, and the like. The The cancel oil chamber 408 of the clutch C4 is connected to a hydraulic control device (drain oil passage) via an oil passage formed in the input shaft 26, the boss portion 24a, the sleeve 13, the inner cylinder portion 121 of the inner drum 12, and the like. Is done.

  On the other hand, as shown in FIG. 3, the engagement side oil chamber 306 and the cancellation oil chamber 308 of the clutch C3 overlap with the engagement side oil chamber 406 and the cancellation oil chamber 408 on the outer peripheral side of the clutch C4 as viewed from the radial direction. In addition, it is difficult to directly supply and discharge hydraulic oil from the inner cylinder portion 121 of the inner drum 12 to the engagement side oil chamber 306 and the cancel oil chamber 308. For this reason, in the automatic transmission 25 according to the embodiment, the hydraulic oil can be supplied to and discharged from the engagement side oil chamber 306 and the cancel oil chamber 308 of the clutch C3 in the radial direction and radially to the side wall portion 122 of the inner drum 12. A plurality of first oil passages 124 that extend, and a plurality of second oil passages 125 that alternately extend radially and radially so as not to overlap with the plurality of first oil passages 124 when viewed from the axial direction are formed.

  Each first oil passage 124 is connected to a hydraulic control device (not shown) via an oil passage formed in the input shaft 26, the boss portion 24 a, the sleeve 13, the inner cylinder portion 121 of the inner drum 12, and the like. 12 communicates with the engagement-side oil chamber 306 through an axial oil passage 126 formed in the side wall portion 122 so as to be positioned on the outer peripheral side of the 12 fixing portions 123. Each second oil passage 125 is connected to a hydraulic control device (drain oil passage) through an oil passage formed in the input shaft 26, the boss portion 24a, the sleeve 13, the inner cylinder portion 121 of the inner drum 12, and the like. And communicates with the cancel oil chamber 308 through an axial oil passage (not shown) formed in the fixing portion 123 of the inner drum 12. In this manner, the first oil passage 124 and the second oil passage 125 are formed on substantially the same plane inside the side wall portion 122 of the inner drum 12, thereby increasing the axial length of the drum member 11 and thus the clutches C3 and C4. Can be suppressed. Further, the first oil passage 124 and the second oil passage 125 are alternately formed when viewed from the axial direction, so that the hydraulic oil is supplied to the annular engagement side oil chamber 306 and the cancel oil chamber 308 substantially evenly. It becomes possible. Note that the first and second oil passages 124 and 125 have openings in the holes located on the outer peripheral side of the side wall 122 after the holes are formed from the outer peripheral side of the side wall 122 toward the radially inner side. Can be easily formed by closing with a plug.

  Further, as described above, the first planetary gear mechanism 30 is disposed between the clutch C1 and the clutch C4 inside the drum member 11, and the sun gear 31 of the first planetary gear mechanism 30 is 3 is fixed to the free end portion (left end portion in FIG. 3) of a sleeve member (stator shaft) 240 that is disposed on the inner peripheral side of the boss portion 24a and constitutes the sleeve portion of the transmission case 22. The sleeve member 240 is spline-fitted inside the boss portion 24a and integrated with the boss portion 24a. Further, as shown in FIG. 4, the free end portion of the sleeve member 240 protrudes to the second planetary gear mechanism 35 side (left side in the drawing) from the free end portion of the boss portion 24a, and the outer periphery of the free end portion A spline 240s is formed on the surface. The sun gear 31 of the first planetary gear mechanism 30 is integrated with the sleeve member 240 by being fitted to the spline 240 s of the sleeve member 240, thereby being fixed to the transmission case 22 so as not to rotate. Further, as shown in FIG. 4, a missing tooth portion 241 having no spline 240 s is formed in the vicinity of the free end surface of the sleeve member 240, and the missing tooth portion 241 is chamfered obliquely from the outer peripheral side. It has been subjected. As shown in FIG. 4, the end surface on the engine side (right side in the drawing) of the spline 240 s abuts on the end surface of the boss portion 24 a, thereby moving the sleeve member 240 in the axial direction (moving toward the engine side). Be regulated.

  As shown in FIGS. 3 and 4, the sleeve member 240 is disposed between the inner peripheral surface of the boss portion 24 a and the outer peripheral surface of the input shaft 26, and the input shaft 26 is disposed on the inner peripheral side of the sleeve member 240. A radial bearing (second bearing) 92 that is rotatably supported is disposed so as to overlap the radial bearing 91 on the outer peripheral side when viewed from the radial direction of the drum member 11. As shown in FIG. 4, the radial bearing 92 includes a plurality of rollers 921 disposed in a recess 26 a formed on the outer peripheral surface of the input shaft 26, and a space between the inner peripheral surface of the sleeve member 240 and the plurality of rollers 921. And a lace member (outer lace) 922 disposed on the surface. As shown in FIG. 3, a race member 932 is interposed between the hook-shaped portion formed on the input shaft 26 and the end surface (the end surface on the left side in the drawing) of the sun gear 31 of the first planetary gear mechanism 30. A thrust bearing (third bearing) 93 is disposed. Then, the tooth portion of the sun gear 31 is disposed on the outer peripheral side of the radial bearings 91 and 92.

  Further, on the inner peripheral surface of the sleeve member 240, a step portion 242 that restricts the movement of the radial bearing 92 in one direction (right side in the drawing), that is, the inside of the sleeve member 240, is formed. . Further, as shown in FIG. 5, the free end portion of the sleeve member 240, that is, the missing tooth portion 241 that does not have the spline 240s, is caulked at a plurality of positions spaced in the circumferential direction. Thus, a plurality of (in the embodiment, four at 90 ° intervals) retaining portions 245 are formed. As shown in FIGS. 4 to 6, each retaining portion 245 protrudes from the toothless portion 241 toward the axial center of the sleeve member 240 and exits from the other side of the race member 922 (left side in the figure), that is, from the sleeve member 240. It is possible to contact the end surface 922a of the race member 922 so as to restrict the movement of the race member 922. That is, at least an axial gap G is formed between the end surface 922a of the race member 922 and the retaining portion 245 when the automatic transmission 25 is stopped, as shown in FIG.

  As described above, in the automatic transmission 25, the drum member 11 of the brake B1 is rotatably supported by the radial bearing 91 disposed on the outer peripheral side of the sleeve member 240, that is, the outer peripheral side of the boss portion 24a. The input shaft 26 as a rotating member is rotatably supported by a radial bearing 92 disposed on the circumferential side. As described above, when the drum member 11 is rotatably supported by the single radial bearing 91, the drum member 11 may rotate in a shaken (tilted) state. When the drum member 11 that rotates while swinging is tightened by the brake band 10, a load is applied from the drum member 11 to the radial bearing 91, and further from the radial bearing 91 via the boss portion 24 a and the sleeve member 240, A load is applied to the radial bearing 92, and an axial force may be applied to the race member 922 of the radial bearing 92. For this reason, in the automatic transmission 25, the sleeve member 240 is formed with a step portion 242 and a plurality of retaining portions 245 so that the movement of the race member 922 to both sides in the axial direction can be restricted by the sleeve member 240. The This suppresses performance degradation of the radial bearing 92 due to the movement of the race member 922 in the axial direction due to the inclination of the drum member 11 of the brake B1, and the race member 922 is in the axial direction (right side in FIG. 3). For example, it is possible to suppress an adverse effect caused by hitting other peripheral members such as the race member 932 of the thrust bearing 93.

  As described above, the automatic transmission 25 according to the embodiment forms a plurality of shift stages by changing the diameters of the clutches C1 to C3, the brake B2, and the brake B1 that is a band brake including the brake band 10 and the drum member 11. It is possible. Further, the transmission case 22 of the automatic transmission 25 is integrated with a hollow sleeve member 240 extending in the axial direction of the automatic transmission 25 inside the transmission case 22. A radial bearing 91 that rotatably supports the drum member 11 is disposed on the outer peripheral side of the sleeve member 240, and a radial bearing that rotatably supports the input shaft 26 as a rotating member is disposed on the inner peripheral side of the sleeve member 240. 92 is arranged. The radial bearing 92 includes a plurality of rollers 921 disposed in a recess 26 a formed on the outer peripheral surface of the input shaft 26, and a race disposed between the inner peripheral surface of the sleeve member 240 and the plurality of rollers 921. And the movement of the race member 922 to both sides in the axial direction is restricted by the sleeve member 240.

  As a result, the performance degradation of the radial bearing 92 due to the movement of the race member 922 in the axial direction due to the inclination of the drum member 11 of the brake B1 is suppressed, and the race member 922 moves in the axial direction, for example, thrust It is possible to suppress adverse effects caused by hitting other peripheral members such as the race member 932 of the bearing 93. Here, in the automatic transmission 25 in which the radial bearings 91 and 92 are arranged so as to overlap each other when viewed from the radial direction of the drum member 11, the radial bearing 91 on the outer peripheral side is closer to the inner peripheral side than the transmission on which the both do not overlap. The load applied to the radial bearing 92 is increased. Therefore, in the automatic transmission 25 in which the radial bearings 91 and 92 are arranged so as to overlap each other when viewed from the radial direction, it is extremely useful to restrict the movement of the radial bearing 92 to both sides in the axial direction of the race member 922 by the sleeve member 240. It is.

  Further, the sleeve member 240 of the above-described embodiment includes a step portion 242 formed on the inner peripheral surface so as to restrict movement in one side of the race member 922, that is, the inside of the sleeve member 240, and the race member 922. A plurality of retaining portions 245 projecting from the missing tooth portion 241 (free end portion) of the sleeve member 240 toward the axial center so as to restrict movement in the direction of coming out from the other side, that is, the sleeve member 240. Thus, the sleeve member 240 can reliably prevent the race member 922 from moving to both sides in the axial direction due to the inclination of the drum member 11 of the brake B1.

  Further, in the above embodiment, at least the axial gap G is formed between the race member 922 and each retaining portion 245. As a result, the race member 922 basically does not come into contact with each retaining portion 245, so that the race member 922 is prevented from being distorted or deformed by each retaining portion 245, and the performance of the radial bearing 92 is good. Can be maintained. And when it moves to the race member 922 in the axial direction due to the inclination of the drum member 11 of the brake B1, the axial movement of the race member 922 can be satisfactorily suppressed by each retaining portion 245.

  Further, in the above embodiment, each retaining portion 245 is formed by caulking a missing tooth portion (free end portion) 241 in the vicinity of the free end surface of the sleeve member 240 at a plurality of locations spaced in the circumferential direction. Thus, the deformation of the free end portion of the sleeve member 240 is suppressed more satisfactorily than the case where the retaining portion is formed on the entire circumference of the missing tooth portion 241 of the sleeve member 240 while the retaining portion 245 is easily formed by caulking. It becomes possible. The missing tooth portion 241 does not have the spline 240s into which the sun gear 31 of the first planetary gear mechanism 30 is fitted, and is chamfered obliquely. As a result, it is possible to easily form a retaining portion in the missing tooth portion 241 near the free end surface of the sleeve member 240.

  Furthermore, in the above-described embodiment, the sun gear 31 of the first planetary gear mechanism 30 is fitted to the free end portion of the sleeve member 240 so as to be integrally rotatable, and a radial is provided between the sun gear 31 and the input shaft 26 as the rotating member. A thrust bearing 93 is arranged so as to be aligned with the bearing 92 in the axial direction. In the automatic transmission 25 configured as described above, when the movement of the radial bearing 92 to both sides in the axial direction of the race member 922 is restricted by the sleeve member 240, the race member 922 moves in the axial direction and the thrust bearing 93 is moved. It is possible to satisfactorily suppress adverse effects caused by hitting the race member 932. Further, in the automatic transmission 25, the tooth portion of the sun gear 31 is disposed on the outer peripheral side of the radial bearings 91 and 92, and main elements such as the pinion gears 33a and 33b, the planetary carrier 34, and the ring gear 32 of the first planetary gear mechanism 30 are also radial. By being arranged on the outer peripheral side of the bearings 91 and 92, the gap between the members in the drum member 11 is narrowed particularly in the radial direction. On the other hand, when the movement of the race member 922 in both axial directions is restricted by the sleeve member 240 as described above, the space for restricting the movement of the race member 922 in the axial direction becomes the diameter of the drum member 11. An increase in the direction can be suppressed. Therefore, in the automatic transmission 25 in which the first planetary gear mechanism 30 is disposed inside the drum member 11 of the brake B1, it is extremely useful to restrict the movement of the race member 922 in both axial directions by the sleeve member 240. is there.

  In the above drum member 11, only the outer drum 15 is formed by flow forming. However, when it is not necessary to form an oil passage in the side wall 122, the entire drum member 11 is flowed. Needless to say, it may be formed by forming. Further, the clutch drum 401 and the cancel plate 307 may be fastened to the drum member 11 via bolts and nuts instead of the rivets 14.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the automatic transmission 25 including the brake B1, the clutches C1 to C3, the brake B2, and the transmission case 22 which are band brakes having the brake band 10 and the drum member 11 as a brake drum is “transmission device”. The sleeve member 240 that is integrated with the transmission case 22 and extends in the axial direction of the automatic transmission 25 within the transmission case 22 corresponds to the “sleeve portion” and is disposed on the outer peripheral side of the sleeve member 240. The radial bearing 91 that rotatably supports the drum member 11 corresponds to the “first bearing”, the input shaft 26 disposed inside the sleeve member 240 corresponds to the “rotating member”, and the input shaft 26 A plurality of rollers 921 and sleeve members arranged in the recess 26a A radial bearing 92 having a race member 922 disposed between the inner peripheral surface of 40 and the plurality of rollers 921 and rotatably supporting the input shaft 26 corresponds to a “second bearing”. A step portion 242 formed on the inner peripheral surface so as to restrict movement of the race member 922 to one side corresponds to a “step portion”, and the sleeve member 240 is configured to restrict movement of the race member 922 to the other side. A retaining portion 245 that protrudes from the toothless portion 241 of the free end portion toward the axial center corresponds to a “preventing portion”, and a radial bearing 92 is provided between the sun gear 31 of the first planetary gear mechanism 30 and the input shaft 26. The thrust bearing 93 arranged so as to be aligned in the axial direction corresponds to a “third bearing”.

  However, the correspondence relationship between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment etc. to solve the problem. The embodiment for carrying out the invention is an example for specifically explaining the embodiment, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples and the like are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is not limited to that column. This should be done based on the description.

  As mentioned above, although the embodiment of the present invention has been described using examples, the present invention is not limited to the above-described examples, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the transmission manufacturing industry.

  DESCRIPTION OF SYMBOLS 10 Brake band, 11 Drum member, 12 Inner drum, 13 Sleeve, 14 Rivet, 15 Outer drum, 16 Connecting member, 20 Power transmission device, 22 Transmission case, 23 Torque converter, 23c Lock-up clutch, 23o One-way clutch, 23p Pump Impeller, 23s Stator, 23t Turbine runner, 24 Oil pump, 24a Boss part, 240 Sleeve member, 240s Spline, 241 Notch part, 242 Step part, 245 Stopping part, 25 Automatic transmission, 26 Input shaft, 26a Concave part, 27 Output shaft, 28 gear mechanism, 29 differential mechanism, 30 first planetary gear mechanism, 31 sun gear, 32 ring gear, 33a, 33b pinion gear, 34 planetary carrier, 35 second planetary gear mechanism, 6a 1st sun gear, 36b 2nd sun gear, 37 ring gear, 38a short pinion gear, 38b long pinion gear, 39 planetary carrier, 91,92 radial bearing, 93 thrust bearing, 921 roller, 922,932 race member, 100 connecting member, 100a cylinder 101, 401 Clutch drum, 102, 402 Clutch hub, 103, 104, 303, 304, 403, 404 Clutch plate, 105, 305, 405 Clutch piston, 106, 306, 406 Engagement side oil chamber, 107, 307, 407 Cancel plate, 108, 308, 408 Cancel oil chamber, 109, 309, 409 Return spring, 121 Inner cylinder part, 122 Side wall part, 123 Fixing part, 124 First oil path, 1 25 Second oil passage, 126, 127 Axial oil passage, 151 spline, 152 engagement surface, B1, B2 brake, C1, C2, C3, C4 clutch, F1 one-way clutch.

Claims (8)

A plurality of engagement elements including a band brake having a brake band and a brake drum, and a case for accommodating the plurality of engagement elements, and a plurality of shift speeds can be formed by deviating the plurality of engagement elements. In the transmission,
A sleeve portion integrated with the case and extending in the axial direction of the transmission within the case;
A first bearing disposed on an outer peripheral side of the sleeve portion and rotatably supporting the brake drum;
A rotating member disposed inside the sleeve portion;
A plurality of rollers disposed in a recess formed on the outer peripheral surface of the rotating member; and a race member disposed between the inner peripheral surface of the sleeve portion and the plurality of rollers. And a second bearing that rotatably supports
The transmission is characterized in that movement of the race member to both sides in the axial direction is restricted by the sleeve portion. The transmission according to claim 1, wherein
The sleeve portion includes a step portion formed on an inner peripheral surface to restrict movement of the race member to one side, and a free end of the sleeve portion to restrict movement of the race member to the other side. And a retaining portion projecting from the portion toward the axial center. The transmission according to claim 2, wherein
The transmission is characterized in that a gap is formed at least in the axial direction between the race member and the retaining portion. The transmission according to claim 2 or 3,
The transmission is characterized in that the retaining portion is formed by caulking the free end portion of the sleeve portion at a plurality of locations spaced in the circumferential direction. The transmission according to any one of claims 1 to 4,
The transmission according to claim 1, wherein the first bearing and the second bearing are arranged so as to overlap each other when viewed from a radial direction of the brake drum. The transmission according to any one of claims 1 to 5,
A planetary gear mechanism disposed in the brake drum and including a sun gear;
The sun gear is fitted to the free end portion of the sleeve portion so as to be integrally rotatable,
A transmission comprising a third bearing disposed between the sun gear and the rotating member so as to be aligned with the second bearing in the axial direction. The transmission according to claim 6, wherein
The sun gear of the planetary gear mechanism is fitted to a spline formed on the outer peripheral surface of the sleeve portion,
A transmission according to claim 1, wherein the spline is not chamfered in the vicinity of the free end surface of the sleeve portion, and is obliquely chamfered. The transmission according to claim 6 or 7,
The gear of the present invention is characterized in that the teeth of the sun gear are arranged on the outer peripheral sides of the first and second bearings.

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