JP2014114876A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce drive loss of an oil pump by effectively utilizing drain oil from a cancellation chamber when providing the cancellation chamber in a torque converter for suppressing the fluctuation of fastening power of a piston part of a lock-up clutch according to the fluctuation of an internal pressure.SOLUTION: In an automatic transmission 1, in a torque converter 3, with a piston part 33c of a lock-up clutch 3f being sandwiched in-between, a hydraulic chamber 34b where fastening oil pressure is supplied and a cancellation chamber 34c communicated with a torque converter internal pressure chamber 34a via a throttle 39 are provided. Also, in an automatic transmission 1, out of a plurality of friction fastening elements configuring a transmission mechanism 5, a centrifugal balance chamber 29 is provided on the opposite side of a hydraulic chamber 28 with a piston 25 being sandwiched in-between, at a predetermined friction fastening element 20 which is not fastened at the time of start. A drain oil passage 65 guiding hydraulic oil in the cancellation chamber 34c to the transmission mechanism 5 side is provided in such a manner that the drain oil from the drain oil passage 65 is introduced to the centrifugal balance chamber 29 as the hydraulic oil in the centrifugal balance chamber 29.

Description

  The present invention relates to an automatic transmission for a vehicle including a torque converter and a transmission mechanism, and belongs to the technical field of a transmission for a vehicle.

  Generally, an automatic transmission for an engine vehicle includes a transmission mechanism for shifting engine output and a torque converter for transmitting the engine output to the transmission mechanism.

  The torque converter includes a pump that rotates integrally with the crankshaft of the engine, a turbine that is disposed opposite to the pump and driven by fluid by the pump, and is disposed inside an opposed portion of the pump and the turbine. And a stator for increasing torque. Also, in order to improve the fuel efficiency of the engine, the lockup that directly connects the pump and the turbine is excluded except when starting using torque increasing action or when the gearbox needs to allow relative rotation of the pump and turbine. A clutch may be provided.

  In this type of torque converter, a hydraulic chamber is formed on one side of the lock-up clutch between which the piston portion (lock-up piston) is sandwiched. The lockup clutch is fastened by applying a fastening force to the plate. Further, the lock-up clutch can be slip-controlled by adjusting the fastening hydraulic pressure or the fastening force supplied to the hydraulic chamber. By performing this slip control, engine torque fluctuations can be effectively absorbed.

  By the way, the case of the torque converter is filled with hydraulic oil for transmitting power between the pump and the turbine. The hydraulic pressure (internal pressure) in the case is determined by the rotation speed of the pump and the rotation of the turbine. It fluctuates greatly with changes in speed and speed ratio of the pump and turbine. When such an internal pressure acts on the lockup piston from the side opposite to the hydraulic chamber, the fastening force acting on the friction plate with respect to a constant fastening hydraulic pressure fluctuates as the internal pressure fluctuates. It is difficult to precisely control the fastening control and slip control. Also, considering the fluctuation of the internal pressure that fluctuates the fastening force in this way, it is necessary to set the fastening hydraulic pressure higher in order to correspond to the state where the internal pressure becomes the highest, so a high-capacity hydraulic pump is required, and as a result As a result, an increase in engine load and a deterioration in fuel consumption are caused.

  In order to solve this problem, for example, as disclosed in FIG. 3 of Patent Document 1, a cancel chamber may be provided on the opposite side of the hydraulic chamber with the lockup piston interposed therebetween. The cancel chamber is provided so as to communicate with the internal pressure chamber via a throttle (orifice). As a result, a hydraulic pressure lower than the internal pressure is stably supplied to the cancel chamber via the throttle, and the internal pressure in the case can be prevented from acting on the lockup piston from the counter-hydraulic chamber side. Therefore, it is possible to suppress the change in the fastening force of the lockup clutch due to the change in the internal pressure, thereby making it possible to precisely perform the engagement control and slip control of the lockup clutch.

US Patent Application Publication No. 2010/0084238

  By the way, the above-mentioned Patent Document 1 does not describe how to discharge the hydraulic oil introduced into the cancellation chamber. Generally, however, the turbine shaft (the output shaft of the torque converter, that is, the speed change mechanism) is not described. It is conceivable to provide an oil discharge passage on the input shaft) and to discharge the oil discharged from the cancel chamber to the transmission mechanism side through the oil discharge passage.

  However, simply discharging the oil discharged from the cancel chamber in this way does not necessarily mean that the work of the oil pump is sufficiently effectively utilized. Therefore, in order to improve the fuel consumption of the engine, it is desired to reduce the drive loss of the oil pump by effectively using the oil drained from the cancellation chamber.

  In view of this, the present invention eliminates the oil discharged from the cancel chamber when a cancel chamber is provided in the torque converter to prevent the fastening force of the piston portion of the lock-up clutch from fluctuating with the fluctuation of the internal pressure. It is an object of the present invention to provide an automatic transmission that can reduce the drive loss of an oil pump by making effective use.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
A torque converter;
A transmission mechanism to which the output of the torque converter is input,
The torque converter includes a lock-up clutch that connects an input side and an output side thereof,
In the torque converter, a hydraulic chamber to which a fastening hydraulic pressure is supplied across a piston portion of the lockup clutch, and a cancel chamber communicated with the torque converter internal pressure chamber via a throttle are provided.
An automatic transmission in which a centrifugal balance chamber is provided on a side opposite to a hydraulic chamber in which a fastening hydraulic pressure is supplied across a piston to a predetermined frictional engagement element that is not fastened when starting, among a plurality of frictional engagement elements constituting the transmission mechanism Machine,
An oil drain passage is provided for guiding the hydraulic oil in the cancel chamber to the speed change mechanism side,
The oil drainage passage is provided so that the oil drained from the oil drainage passage is introduced into the centrifugal balance chamber as hydraulic oil in the centrifugal balance chamber of the predetermined frictional engagement element.

According to a second aspect of the present invention, in the automatic transmission according to the first aspect,
The speed change mechanism includes a frictional engagement element that is fastened when starting,
The friction engagement element is provided with a centrifugal balance chamber on the opposite side of the hydraulic chamber to which the engagement hydraulic pressure is supplied across the piston,
The hydraulic oil introduction path to the centrifugal balance chamber is provided so as to introduce the hydraulic oil from the oil pump without passing through the torque converter.

Furthermore, the invention according to claim 3 is the automatic transmission according to claim 2,
The frictional engagement element that is engaged at the time of starting is an element that is engaged in a low speed range in which a low gear including the first speed is used,
The predetermined frictional engagement element is an element that is engaged in a high speed range in which a predetermined high shift speed is used.

  With the above configuration, according to the invention of each claim of the present application, the following effects can be obtained.

  First, according to the automatic transmission according to the invention described in claim 1 of the present application, the cancel for suppressing the fastening force of the piston portion of the lock-up clutch from fluctuating with the fluctuation of the internal pressure in the torque converter. When providing the chamber, among the plurality of frictional engagement elements constituting the speed change mechanism, as the working oil of the centrifugal balance chamber of the predetermined frictional engagement element that is not fastened at the time of starting, the oil drained from the cancellation chamber is used, The oil pump work can be used effectively. Therefore, it is possible to reduce the driving loss of the oil pump and improve the fuel consumption of the engine.

  By the way, since the oil discharged from the cancel chamber is discharged from the cancel chamber after the hydraulic oil supplied to the internal pressure chamber of the torque converter is introduced into the cancel chamber through the throttle, When starting after a long-term stop, etc., where the hydraulic oil is not sufficiently filled, it takes a certain amount of time for the oil discharged from the cancellation chamber to be discharged to the transmission mechanism side, and the centrifugal balance of the frictional engagement element The introduction to the room will be delayed. On the other hand, the engagement and slip control of the frictional engagement element are performed on the assumption that hydraulic oil is introduced into the centrifugal balance chamber. Therefore, if it is configured to supply the oil drained from the cancellation chamber to the centrifugal balance chamber of the frictional engagement element that is engaged at the time of starting, precise control at the start of the frictional engagement element becomes difficult, and startability is deteriorated. Is concerned.

  On the other hand, according to the first aspect of the present invention, the oil discharged from the cancel chamber is introduced into the frictional engagement element that is not fastened at the time of starting. Since the friction engagement element is engaged when the hydraulic oil is fully charged in the torque converter after starting, the introduction of the hydraulic oil into the centrifugal balance chamber must be reliably achieved when the friction engagement element is engaged. Can do. Therefore, it is possible to precisely perform the engagement control or slip control of the friction engagement element.

  According to the second aspect of the present invention, the hydraulic oil is quickly introduced from the oil pump into the centrifugal balance chamber of the frictional engagement element that is fastened at the time of starting without going through the torque converter. Therefore, even when the torque converter is not sufficiently filled with hydraulic oil, such as when starting after a long stop, the hydraulic oil is reliably introduced into the centrifugal balance chamber at the frictional engagement element that is engaged at the time of starting. By doing so, precise fastening control or slip control can be performed.

  Furthermore, when the invention according to claim 3 is applied to the invention according to claim 2, in the frictional engagement element that is fastened in a high speed range where a predetermined high speed is used, the oil discharged from the cancel chamber is discharged. Introduced into the centrifugal balance chamber. Therefore, in the automatic transmission in which the start is performed exclusively at the low speed such as the first speed and the start is not performed at the high speed, the effect according to the first and second aspects of the invention is reliably achieved.

1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a table | surface which shows the relationship between the combination of fastening of a friction element, and a gear stage. It is sectional drawing which shows a part of structure of the automatic transmission shown in FIG.

  Hereinafter, embodiments of the present invention will be described.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 1 according to the present embodiment. The automatic transmission 1 is applied to an engine horizontal type vehicle such as a front engine front drive vehicle.

  As shown in FIG. 1, an automatic transmission 1 includes, as main components, a torque converter 3 attached to an engine output shaft 2 and a speed change mechanism in which output rotation of the torque converter 3 is input via a turbine shaft 4. And 5. The turbine shaft 4 functions as an output shaft of the torque converter 3 and an input shaft of the speed change mechanism 5.

Hereinafter, for convenience of explanation, the engine side (right side in the figure) will be described as the front side and the non-engine side (left side in the figure) as the rear side with respect to the axial direction of the turbine shaft 4.

  The torque converter 3 includes a case 3a connected to the engine output shaft 2, a pump 3b fixed in the case 3a, and disposed opposite to the pump 3b and driven by the pump 3b via hydraulic oil. A turbine 3c and a stator 3e interposed between the pump 3b and the turbine 3c and supported by the transmission case 6 via a one-way clutch 3d to generate a torque increasing action are provided. The rotation of the turbine 3 c is transmitted to the transmission mechanism 5 through the turbine shaft 4 as the output rotation of the torque converter 3.

  The torque converter 3 includes a lock-up clutch 3f that couples the case 3a on the input side and the turbine 3c on the output side. By connecting the case 3a and the turbine 3c by the lock-up clutch 3f, the engine output shaft 2 is directly connected to the turbine 3c through the case 3a.

  The transmission mechanism 5 is accommodated in the transmission case 6 in a state of being disposed on the axis of the turbine shaft 4. The transmission case 6 includes a main body 6a that forms an outer periphery, a pump storage wall 6b that stores a mechanical oil pump 30 that is driven by the engine via the torque converter 3, and a rear side of the main body 6a. And an end cover 6c that closes the open end of the. The transmission case 6 is configured to accommodate the torque converter 3 together with the transmission mechanism 5, and the pump storage wall portion 6 b is provided in the transmission case 6 with the accommodating portion of the torque converter 3 and the transmission mechanism 5. It functions as a partition wall that partitions the housing portion.

  The speed change mechanism 5 includes a first clutch 10 and a second clutch 20 to which power from the torque converter 3 is input via the turbine shaft 4 and a first power to which power from one or both of these clutches 10 and 20 is input. 1, 2nd and 3rd planetary gear sets (hereinafter simply referred to as “first, second and third gear sets”).

  The first clutch 10 and the second clutch 20 are disposed so as to overlap in the axial direction, and the first clutch 10 is disposed on the radially outer side of the second clutch 20. A first gear set 40, a second gear set 50, and a third gear set 60 are arranged in order from the front side on the rear side of the first and second clutches 10 and 20. In the axial direction, an output gear 7 is disposed between the first and second clutches 10 and 20 and the first gear set 40. The output gear 7 transmits the output rotation of the speed change mechanism 5 to the differential device 9 via the counter drive mechanism 8, whereby the left and right axles 9a and 9b are driven.

  The transmission mechanism 5 includes a first brake 70, a second brake 80, and a third brake 90 as friction elements other than the first and second clutches 10 and 20, and these brakes 70, 80, 90 are Arranged in this order from the front side. Furthermore, the speed change mechanism 5 includes a one-way clutch 100 disposed in parallel with the first brake 70.

  The first, second, and third gear sets 40, 50, and 60 are all single-pinion type planetary gear sets, and are respectively sun gears 41, 51, and 61, and a plurality of pinions that mesh with the sun gears 41, 51, and 61, respectively. 42, 52, 62, carriers 43, 53, 63 that support these pinions 42, 52, 62, and ring gears 44, 54, 64 that mesh with the plurality of pinions 42, 52, 62.

  The turbine shaft 4 is directly connected to the sun gear 61 of the third gear set 60. The sun gear 41 of the first gear set 40 and the sun gear 51 of the second gear set 50 are connected to each other, the ring gear 44 of the first gear set 40 and the carrier 53 of the second gear set 50 are connected to each other, and the ring gear of the second gear set 50 is connected. 54 and the carrier 63 of the third gear set 60 are connected to each other. Further, the output gear 7 is connected to the carrier 43 of the first gear set 40.

  Further, the sun gear 41 of the first gear set 40 and the sun gear 51 of the second gear set 50 are connected to the output member 11 of the first clutch 10, whereby the turbine shaft 4 can be connected and disconnected via the first clutch 10. It is connected to. Further, the carrier 53 of the second gear set 50 is coupled to the output member 21 of the second clutch 20, and is thereby coupled to the turbine shaft 4 so as to be connectable / disengageable via the second clutch 20.

  With the above configuration, according to the automatic transmission 1, the sixth forward speed and the reverse speed are achieved by combining the engagement states of the first and second clutches 10 and 20 and the first, second, and third brakes 70, 80, and 90. The relationship between the combination of the engagement states and the gear positions is as shown in the engagement table of FIG.

  In this embodiment, 1st-3rd speed corresponds to the low gear stage as described in a claim, and 4th-6th speed corresponds to the high gear stage as described in a claim. As shown in FIG. 2, the first clutch 10 is a low clutch that is engaged at a low speed (first to third speed) and a fourth speed, and the second clutch 20 is a high speed (fourth to fourth). The high clutch is engaged at the sixth speed).

  Further, since the automatic transmission 1 according to the present embodiment starts only at a low gear, the low clutch 10 corresponds to “a frictional engagement element that is engaged at the time of start” described in the claims. The high clutch 20 corresponds to “a frictional engagement element that is not engaged at the start” described in the claims.

  2, the first brake 70 is engaged in the engine brake operating range, and the one-way clutch 100 is locked in place of the first brake 70 in the D range or the like. Thus, the first speed is realized, but the first brake 70 may be engaged at the first speed such as the D range.

  Hereinafter, a characteristic configuration of the automatic transmission 1 according to the present embodiment will be described.

  First, the configuration of the front side portion of the automatic transmission 1 will be described with reference to FIG. In FIG. 3, some or all of the constituent members of the torque converter 3 are not shown.

  As shown in FIG. 3, an oil hole 35 is formed in the turbine shaft 4 so as to extend from the front end surface to the axial rear side. A pipe member 36 is fitted into the oil hole 35, and the inside of the oil hole 35 is partitioned into an oil passage 55 d outside the pipe member 36 and an oil passage 65 c inside the pipe member 36. Further, the pipe member 36 is shorter than the oil hole 35, and a gap 65 d is formed in the oil hole 35 on the rear side of the rear side end portion of the pipe member 36.

  The inner peripheral portion of the turbine 3c of the torque converter 3 is constituted by a boss-like turbine hub 33f. The turbine hub 33f is externally fitted to the front side end portion of the turbine shaft 4, and the rear side portion of the turbine hub 33f is spline fitted to the turbine shaft 4. As a result, the driving force of the turbine 3 c is transmitted to the transmission mechanism 5 via the turbine shaft 4.

  The case 3a of the torque converter 3 has a front half formed of a front cover 33a connected to the engine output shaft 2, and a rear half formed of a pump shell 33b that forms an outer shell of the pump 3b. Yes. A boss portion 33e extending toward the rear side in the axial direction is provided on the inner peripheral portion of the front cover 33a, and the front side end portions of the turbine shaft 4 and the turbine hub 33f are fitted inside the boss portion 33e. In the internal space of the boss portion 33e, a gap 65b is formed on the front side of the front side end surfaces of the turbine shaft 4 and the turbine hub 33f. On the other hand, a sleeve 33g extending toward the rear side in the axial direction is provided at the inner peripheral end of the pump shell 33b.

  Between the front cover 33a and the turbine 3c, a lock-up piston 33c as a piston portion of the lock-up clutch 3f and a seal plate 33d are arranged in this order from the front side. The lock-up piston 33c and the seal plate 33d are attached to the outer peripheral portion of the boss portion 33e.

  The case 3 a of the torque converter 3 is filled with hydraulic oil supplied from the oil pump 30. In this specification, the oil pressure in the case 3a is defined as “internal pressure”, and the space in which the internal pressure is generated in the case 3a is defined as “torque converter internal pressure chamber” (hereinafter simply referred to as “internal pressure chamber 34a”). To do.

  In the torque converter 3, the space on the rear side across the seal plate 33d constitutes a part of the internal pressure chamber 34a, and the engagement hydraulic pressure of the lockup clutch 3f is between the lockup piston 33c and the seal plate 33d. Is formed.

  When hydraulic pressure is introduced into the hydraulic chamber 34b from an oil supply passage 55 described later, the lockup piston 33c operates in the fastening direction (direction toward the front side in the axial direction). A friction plate (not shown) connected to the turbine 3c is pressed against the front cover 33a from the rear side by the lockup piston 33c, whereby the lockup clutch 3f is fastened.

  In the engagement control of the lock-up clutch 3f, in order to suppress a shock at the time of engagement of the clutch 3f, the engagement hydraulic pressure supplied to the hydraulic chamber 34b is controlled so that the clutch 3f is once slipped, and then completely To conclude.

  In the torque converter 3, a cancel chamber 34c is formed on the opposite side of the hydraulic chamber 34b with the lock-up piston 33c interposed therebetween, that is, between the front cover 33a and the lock-up piston 33c. The cancel chamber 34c is communicated with the internal pressure chamber 34a through a throttle 39 formed of an oil hole penetrating the boss portion 33e, for example.

  As a result, a hydraulic pressure lower than the internal pressure is stably supplied to the cancel chamber 34c through the throttle 39, and the internal pressure in the case 3a is prevented from acting on the lockup piston 33c from the counter-hydraulic chamber side. it can. Therefore, it is possible to suppress fluctuations in the fastening force of the lockup clutch 3f due to fluctuations in the internal pressure, thereby making it possible to precisely perform fastening control and slip control of the lockup clutch 3f. The hydraulic oil in the cancel chamber 34c is discharged to the transmission mechanism 5 side through an oil discharge passage 65 described later.

  The oil pump 30 includes a pair of inner and outer pump gears 31, and the pump gear 31 is interposed between a pump housing wall 6 b of the transmission case 6 and a pump cover 32 disposed on the front side of the pump housing wall 6 b. It is stored. The inner pump gear 31 is engaged with the rear side end portion of the sleeve 33g, whereby the oil pump 30 is driven by the rotation of the engine output shaft 2 via the case 3a and the sleeve 33g. .

  A pump sleeve 6e extending toward the axial front side (torque converter side) and a boss portion 6d extending toward the axial rear side (transmission mechanism side) are provided at the inner peripheral end of the pump storage wall 6b.

  The pump sleeve 6e is interposed between the outer peripheral surface of the turbine shaft 4 and the inner peripheral surface of the sleeve 33g. An oil supply passage 59 for supplying hydraulic oil to the internal pressure chamber 34a of the torque converter 3 is formed between the outer peripheral surface of the pump sleeve 6e and the inner peripheral surface of the sleeve 33g, and the inner peripheral surface of the pump sleeve 6e and the turbine shaft 4 An oil drainage passage 69 for discharging hydraulic oil from the internal pressure chamber 34a is formed between the outer peripheral surface and the outer peripheral surface. A one-way clutch 3d of the torque converter 3 is spline-fitted to the outer peripheral portion of the front end portion of the pump sleeve 6e.

  The turbine shaft 4 is penetrated inside the boss portion 6d, and a low clutch (first clutch) 10 and a high clutch (second clutch) 20 are disposed outside the boss portion 6d. Further, a plurality of oil holes including oil holes constituting an oil passage 55a to be described later are provided in the peripheral wall of the boss portion 6d at intervals in the circumferential direction.

  The low clutch 10 includes a drum 12 and a hub 13 disposed inside thereof. An inner peripheral end portion of the drum 12 is coupled to a boss-like base portion 38 disposed on the outer peripheral portion of the boss portion 6d. The base portion 38 is provided so as to protrude from the boss portion 6 d toward the axial rear side, and the rear side protruding portion 38 a of the base portion 38 is spline-fitted to the outer peripheral portion of the turbine shaft 4. On the other hand, the inner peripheral end of the hub 13 is coupled to the sleeve-shaped output member 11 through which the turbine shaft 4 passes.

  Between the drum 12 and the hub 13, a plurality of friction plates 14 that are alternately engaged with these are disposed. A hydraulic chamber 18 to which fastening hydraulic pressure is supplied is formed between the piston 15 and the drum 12 for fastening the friction plates 14. A seal plate 16 is disposed on the opposite side of the hydraulic chamber 18 across the piston 15, and a return spring 17 that urges the piston 15 in the anti-fastening direction is interposed between the piston 15 and the seal plate 16. Yes.

  A centrifugal balance chamber 19 is formed between the piston 15 and the seal plate 16 on the opposite side of the hydraulic chamber 18 across the piston 15. By supplying the hydraulic oil to the centrifugal balance chamber 19, drag resistance caused by the residual hydraulic oil in the hydraulic chamber 18 when the low clutch 10 is released is suppressed, and the release control of the low clutch 10 can be performed with high accuracy. it can. Further, since the engagement and slip control of the low clutch 10 are performed on the assumption that the hydraulic oil is supplied to the centrifugal balance chamber 19, the low clutch can be obtained by appropriately supplying the hydraulic oil to the centrifugal balance chamber 19. 10 can be precisely controlled.

  The configuration of the high clutch 20 is substantially the same as that of the low clutch 10. That is, the high clutch 20 includes a drum 22 and a hub 23 disposed inside thereof. The inner peripheral end portion of the drum 22 is coupled to the base portion 38, similarly to the drum 12 of the low clutch 10. An inner peripheral end of the hub 23 is coupled to the output member 21 interposed between the outer peripheral surface of the turbine shaft 4 and the inner peripheral surface of the output member 11.

  Between the drum 22 and the hub 23, a plurality of friction plates 24 that are alternately engaged with these are disposed. A hydraulic chamber 28 to which fastening hydraulic pressure is supplied is formed between the piston 25 and the drum 22 for fastening the friction plates 24. A seal plate 26 is disposed on the opposite side of the hydraulic chamber 28 across the piston 25, and a return spring 27 that urges the piston 25 in the anti-fastening direction is interposed between the piston 25 and the seal plate 26. Yes.

  A centrifugal balance chamber 29 is formed between the piston 25 and the seal plate 26 on the opposite side of the hydraulic chamber 28 across the piston 25. By appropriately supplying hydraulic oil to the centrifugal balance chamber 19, release control of the high clutch 20, engagement control, and slip control can be performed precisely.

  Hereinafter, the configuration of the oil supply passage 55 that supplies the fastening hydraulic pressure to the hydraulic chamber 34b of the torque converter 3 and the oil discharge passage 65 that discharges the hydraulic oil from the cancel chamber 34c of the torque converter 3 will be described.

  As shown in FIG. 3, the oil supply passage 55 is provided to guide the fastening hydraulic pressure supplied from the oil pump 30 to the hydraulic chamber 34 b through the oil passage 55 d outside the pipe member 36 in the turbine shaft 4.

  Specifically, the oil supply passage 55 includes, in order from the upstream side, an oil passage 55a provided in the peripheral wall of the boss portion 6d, and the boss extending from the oil passage 55a toward the inner peripheral side of the boss portion 6d. An oil passage 55b provided in the section 6d, an oil passage 55c extending from the oil hole 35 in the turbine shaft 4 toward the outer peripheral side so as to be able to communicate with the oil passage 55b, and the oil passage 55c. An oil passage 55d outside the pipe member 36 in the oil hole 35 of the turbine shaft 4 arranged in this manner and a peripheral wall of the turbine shaft 4 are provided so as to communicate with the downstream portion of the oil passage 55d in the radial direction. The oil passage 55e, the oil passage 55f provided through the peripheral wall of the turbine hub 33f in the radial direction so as to communicate with the oil passage 55e, and the oil passage 55f and the hydraulic chamber 34b can be communicated with each other. Front cover And a hydraulic passage 55g provided through the peripheral wall of the boss portion 33e of 33a in the radial direction.

  The oil passage 55a extends from the rear end surface of the peripheral wall of the boss portion 6d toward the pump storage wall portion 6b toward the front side in the axial direction, and communicates with the discharge portion of the oil pump 30 in the pump storage wall portion 6b. Is provided. An open end on the rear side of the oil passage 55 a is closed by a plug 37. A plurality of the oil passages 55b in the peripheral wall of the turbine shaft 4 are provided at intervals in the circumferential direction. Further, a plurality of sets of the oil passages 65e and 65f communicating with each other are provided on the peripheral walls of the turbine shaft 4 and the turbine hub 33f at intervals in the circumferential direction.

  When the fastening hydraulic pressure is supplied from the oil pump 55 to the hydraulic chamber 34b through the oil supply passage 55 configured in this way, the lockup piston 33c operates in the fastening direction as described above.

  On the other hand, the oil discharge passage 65 is provided so as to guide the hydraulic oil in the cancel chamber 34 c to the transmission mechanism 5 side through the oil passage 65 c inside the pipe member 36 in the turbine shaft 4.

  Specifically, the oil drainage passage 65 is provided in the boss portion 33e so as to extend from the portion constituting the cancel chamber 34c on the outer peripheral surface of the boss portion 33e of the front cover 33a toward the inner peripheral side in order from the upstream side. An oil passage 65a, a gap 65b formed in the inner space of the boss portion 33e so as to communicate with the oil passage 65a, and on the front side of the front end portion of the turbine shaft 4 and the turbine hub 33f, and the gap 65b. The oil passage 65c formed inside the pipe member 36 so as to communicate with the oil passage 65c, and the oil hole 35 of the turbine shaft 4 formed on the rear side of the rear end portion of the pipe member 36 so as to communicate with the oil passage 65c. And a fluid passage 65e provided through the peripheral wall of the turbine shaft 4 in the radial direction so as to communicate with the clearance 65d.

  The oil drainage path 65 configured in this way is configured not to pass through the boss portion 6d where the centrifugal force does not act. Therefore, the peripheral wall of the turbine shaft 4 is utilized by utilizing the centrifugal force generated by the rotation of the turbine shaft 4. The hydraulic oil in the cancel chamber 34c can be smoothly discharged from the outlet of the oil passage 65e.

  A plurality of the oil passages 65e are provided at intervals in the circumferential direction, and the outlets of these oil passages 65e are arranged in a fitting portion with the rear side protruding portion 38a of the base portion 38 on the outer peripheral surface of the turbine shaft 4. It is installed.

  On the other hand, an oil passage 65f penetrating in the radial direction is formed in the rear side protruding portion 38a. A plurality of the oil passages 65f are arranged at intervals in the circumferential direction, and the inner peripheral side open ends of these oil passages 65f are fitted with the turbine shaft 4 on the inner peripheral surface of the rear side protruding portion 38a. It is arranged in the part.

  With this configuration, a communication portion between the oil passage 65e on the turbine shaft 4 side and the oil passage 65f on the rear side protrusion 38a is formed in the fitting portion between the turbine shaft 4 and the rear side protrusion 38a. Thus, the drained oil discharged from the drained oil passage 65 is introduced into the centrifugal balance chamber 29 of the high clutch 20 through the oil passage 65f of the rear side protruding portion 38a.

  Accordingly, the oil discharged from the cancel chamber 34c can be used as the hydraulic oil for the centrifugal balance chamber 29 of the high clutch 20, and the work of the oil pump 30 can be effectively used. Therefore, the drive loss of the oil pump 30 can be reduced and the fuel efficiency of the engine can be improved.

  Here, since the high clutch 20 is used in a high speed range where the high gear stage is used, the high clutch 20 is engaged when the hydraulic oil is fully charged in the torque converter 3 after starting. For this reason, even if the hydraulic oil is introduced from the oil pump 30 into the centrifugal balance chamber 29 via the internal pressure chamber 34a and the cancel chamber 34c of the torque converter 3 and the drain oil passage 65 as described above, The introduction of hydraulic oil into the centrifugal balance chamber 29 can be reliably achieved when the high clutch 20 is engaged. Therefore, the engagement control or slip control of the high clutch 20 can be performed precisely.

  On the other hand, hydraulic oil is introduced into the centrifugal balance chamber 19 of the low clutch 10 that is fastened at the start through a hydraulic oil introduction passage 67 that penetrates the peripheral wall of the base portion 38 in the radial direction. This hydraulic oil introduction path 67 is connected to the discharge part of the oil pump 30 through an oil path (not shown) formed in the peripheral wall of the boss portion 6 d, for example, and from the oil pump 30 to the hydraulic oil introduction path 67. The hydraulic oil is introduced without going through the torque converter 3.

  Therefore, even when the torque converter 3 is not sufficiently filled with hydraulic fluid, such as when starting after a long stop, the hydraulic fluid is quickly and reliably introduced into the centrifugal balance chamber 19 in the low clutch 10. Thus, precise fastening control or slip control can be performed.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the case where the present invention is applied to the automatic transmission 1 having the structure described in the first and second embodiments has been described. However, the present invention is applied to an automatic transmission having any structure. can do.

  For example, the automatic transmission to which the present invention is applied may be an automatic transmission that is applied to an engine vertical vehicle, unlike the above-described embodiment, or a low clutch (first clutch) 10 and a high clutch. (Second clutch) An automatic transmission that does not include one or both of 20 may be used.

  In the above-described embodiment, the configuration in which the oil discharged from the cancel chamber 34c is introduced into the centrifugal balance chamber 29 of the high clutch 20 has been described. Oil discharged from the cancel chamber may be introduced into the centrifugal balance chamber of the frictional engagement elements other than 20.

  As described above, according to the present invention, when the cancel chamber is provided in the torque converter for suppressing the fastening force of the piston portion of the lockup clutch from fluctuating with the fluctuation of the internal pressure, this cancel chamber is provided. It is possible to reduce the oil pump drive loss by effectively utilizing the oil drainage from the engine, so that it is suitably used in the technical field of manufacturing this type of automatic transmission or a vehicle equipped with the same. there is a possibility.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Engine output shaft 3 Torque converter 3f Lock-up clutch 4 Turbine shaft 5 Transmission mechanism 6 Transmission case 6b Pump storage wall part 6d Boss part 10 1st clutch (low clutch)
19 Centrifugal balance chamber 20 Second clutch (high clutch)
29 Centrifugal balance chamber 30 Oil pump 33a Front cover 33b Pump shell 33c Lock-up piston (piston part)
33d Seal plate 34a Torque converter internal pressure chamber 34b Hydraulic chamber 34c Cancel chamber 35 Oil hole 36 Pipe member 38 Base portion 38a Rear side protruding portion 39 Restriction 55 Oil supply passage for hydraulic chamber 65 Oil discharge passage for cancel chamber 67 Hydraulic oil introduction passage

Claims (3)

A torque converter;
A transmission mechanism to which the output of the torque converter is input,
The torque converter includes a lock-up clutch that connects an input side and an output side thereof,
In the torque converter, a hydraulic chamber to which a fastening hydraulic pressure is supplied across a piston portion of the lockup clutch, and a cancel chamber communicated with the torque converter internal pressure chamber via a throttle are provided.
An automatic transmission in which a centrifugal balance chamber is provided on a side opposite to a hydraulic chamber in which a fastening hydraulic pressure is supplied across a piston to a predetermined frictional engagement element that is not fastened when starting, among a plurality of frictional engagement elements constituting the transmission mechanism Machine,
An oil drain passage is provided for guiding the hydraulic oil in the cancel chamber to the speed change mechanism side,
The automatic oil transmission is characterized in that the oil drainage passage is provided so that the oil drained from the oil drainage passage is introduced into the centrifugal balance chamber as hydraulic oil in the centrifugal balance chamber of the predetermined frictional engagement element. Machine. The speed change mechanism includes a frictional engagement element that is fastened when starting,
The friction engagement element is provided with a centrifugal balance chamber on the opposite side of the hydraulic chamber to which the engagement hydraulic pressure is supplied across the piston,
The automatic transmission according to claim 1, wherein the hydraulic oil introduction path to the centrifugal balance chamber is provided so as to introduce the hydraulic oil from the oil pump without passing through the torque converter. The frictional engagement element that is engaged at the time of starting is an element that is engaged in a low speed range in which a low gear including the first speed is used,
3. The automatic transmission according to claim 2, wherein the predetermined friction engagement element is an element that is engaged in a high speed range in which a predetermined high gear stage is used.

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