JP2016033403A - Lubrication structure of wet-type engagement element - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lubrication structure of a wet-type engagement element which can reduce supply holes for supplying lubricants to a wet-type engagement element.SOLUTION: An engagement portion 86 between a split drive gear 22 and an idle gear 37 opposes a direction of a rotation center line C1 from a left side with respect to a brake disc 74 and a brake plate 75 of a reverse brake 24. Gear teeth of the split drive gear 22 are left-twisted oblique teeth. Gear teeth of the idle gear 37 which are engaged with the gear teeth of the split drive gear are right-twisted oblique teeth. Therefore, at the rotation of the split drive gear 22 and the idle gear 37, the right-side gear teeth are engaged later than the left-side gear teeth. By the engagement of the gear teeth, a part of a lubricant which is supplied to the split drive gear 22 and the idle gear 37 is scattered to a right side from the engagement portion 86.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a structure for lubricating a wet engagement element such as a wet brake or a wet clutch with a lubricating oil.

  A vehicle such as an automobile is equipped with a transmission such as a manual transmission, an automatic transmission, or a continuously variable transmission (CVT) in order to shift engine power and transmit it to wheels.

  Many transmissions use a brake for braking the rotating element, a clutch for connecting the rotating element and another rotating element, and the like. When the brake and the clutch are released, they must absorb the differential rotation between the rotating elements, and in order to prevent seizure or the like due to the absorption of the differential rotation, it is necessary to supply lubricating oil. Therefore, in the transmission, a lubricating oil passage through which lubricating oil is supplied is formed on a rotating shaft such as an input shaft. Further, in order to supply the lubricating oil from the lubricating oil passage to each part such as a brake and a clutch, a supply hole is formed in a member disposed around the rotating shaft.

JP 2001-99189 A JP 2006-300026 A

  However, a drilling process for forming the supply hole is required, and the processing cost is high, so that the transmission becomes expensive. In addition, considering the supply of lubricating oil to the brake and clutch, it is necessary to ensure a large capacity of the oil pump that supplies the lubricating oil to the lubricating oil passage of the rotating shaft.

  The objective of this invention is providing the lubrication structure of a wet engagement element which can reduce the supply hole for supplying lubricating oil to a wet engagement element.

  In order to achieve the above object, the lubrication structure for a wet engagement element according to the present invention supplies lubricating oil to a wet engagement element engaged / released by press-contact of a plate and a disk and release of the plate, thereby releasing the wet engagement element. A structure for lubricating a combination element with lubricating oil, which is parallel to each rotation center line of the first and second inclined gears, and the first and second inclined gears that mesh with each other. A rotating shaft having a first branch path for supplying the first and second inclined gears with the lubricating oil path extending and through which the lubricating oil flows and the lubricating oil flowing through the lubricating oil path; The meshing portion of the inclined gear and the second inclined gear is opposed to the plate and the disk in the direction of the rotation center line, and each inclined tooth of the first inclined gear and the second inclined gear is rotated during rotation. The plate and disk side mesh after the opposite side It is inclined in the direction.

  According to this configuration, the first and second bevel gears meshing with each other are arranged on one side in the axial direction of the rotary shaft with respect to the plate and the disk of the wet engagement element. The rotating shaft is formed with a lubricating oil passage and a first branch passage branched from the lubricating oil passage. The first oblique gear and the second oblique gear are supplied with a lubrication path through the lubrication oil path via the first branch path. The meshing portions of the first and second inclined gears are opposed to the plate and the disk in the direction of the rotation center line, and the respective inclined teeth of the first and second inclined gears are: At the time of rotation, the plate and the disk side (the other side) are inclined in the meshing direction with a delay from the opposite side.

  Therefore, when the first inclined gear and the second inclined gear are rotated, the first inclined gear and the second inclined gear are supplied to the first inclined gear and the second inclined gear by meshing of the respective inclined teeth of the first inclined gear and the second inclined gear. Part of the lubricating oil is scattered from the meshing part to the plate and disk side. As a result, lubricating oil can be supplied to the plate and the disk.

  Therefore, the supply holes for supplying the lubricating oil to the wet engagement elements (plates and disks) can be reduced, the drilling process for forming the supply holes can be reduced, and the processing cost can be reduced. can do.

  Further, since the lubricating oil is not directly supplied from the lubricating oil passage of the rotating shaft to the wet engagement element, the capacity of the oil pump that supplies the lubricating oil to the lubricating oil passage can be reduced. When the oil pump is driven using engine power, the load on the engine is reduced by reducing the capacity of the oil pump, so that the fuel consumption of the vehicle can be improved.

  A third oblique gear and a fourth oblique gear that mesh with each other may be further provided. In this case, the rotating shaft has a second branch path for supplying the lubricating oil flowing through the lubricating oil path to the third and fourth inclined gears, and the third and fourth inclined gears. The meshing portion of the gear is located on the side opposite to the plate and the disk with respect to the meshing portion of the first and second inclined gears, and each inclined tooth of the third and fourth inclined gears is It is preferable that the first inclined gear and the second inclined gear side are inclined in the direction of meshing after the opposite side during rotation.

  In addition to supplying the lubricating oil from the first branch path to the first and second inclined gears, one of the lubricating oils supplied from the second branch path to the third and fourth inclined gears. The portion can be scattered from the meshing portion of the third and fourth inclined gears and supplied to the first and second inclined gears. As a result, the amount of lubricating oil supplied to the first inclined gear and the second inclined gear increases, so the amount of lubricating oil scattered from the meshing portion of the first inclined gear and the second inclined gear increases. To do. As a result, the amount of lubricating oil supplied to the wet engagement elements (plate and disk) can be increased, and the lubricating oil can be satisfactorily supplied to the wet engagement elements.

  According to the present invention, the supply holes for supplying the lubricating oil to the wet engagement elements can be reduced. As a result, the drilling process for forming the supply hole can be reduced, and the processing cost can be reduced.

It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on one Embodiment of this invention. It is a figure which shows the state of the reverse brake, the low clutch, and the high brake at the time of advance of a vehicle, and reverse drive. It is a collinear diagram which shows the relationship of the rotation speed of the sun gear of a synthetic | combination gear mechanism, a carrier, and a ring gear. It is sectional drawing which shows the mechanical structure of a constant transmission mechanism. It is a perspective view of a split drive gear and an idle gear.

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

  FIG. 1 is a skeleton diagram showing a configuration of a power split type continuously variable transmission 1 according to an embodiment of the present invention.

  The power split type continuously variable transmission 1 is mounted, for example, in an automobile using an engine as a power source in order to shift engine power and transmit it to a differential gear 2. The power split type continuously variable transmission 1 includes an input shaft 3, an output shaft 4, a continuously variable transmission mechanism 5, a constant transmission mechanism 6, and a synthesizing gear mechanism 7.

  Engine power is input to the input shaft 3.

  The output shaft 4 is provided in parallel with the input shaft 3.

  The continuously variable transmission mechanism 5 is a belt-type continuously variable transmission mechanism. The continuously variable transmission mechanism 5 includes a primary shaft 11 coupled to the input shaft 3, a secondary shaft 12 provided in parallel with the primary shaft 11, a primary pulley 13 supported by the primary shaft 11 so as not to rotate relative thereto, A secondary pulley 14 supported on the shaft 12 so as not to rotate relative to the shaft 12 and a belt 15 wound around the primary pulley 13 and the secondary pulley 14 are provided.

  The constant speed change mechanism 6 includes a planetary gear mechanism 21, a split drive gear 22, a high brake 23, and a reverse brake 24.

  The planetary gear mechanism 21 includes a carrier 25, a sun gear 26, and a ring gear 27. The carrier 25 is supported by the input shaft 3 so as not to be relatively rotatable. The carrier 25 supports a plurality of pinion gears 28 so as to be rotatable. The plurality of pinion gears 28 are arranged at equal angular intervals on the circumference. The sun gear 26 is externally fitted to the input shaft 3 so as to be relatively rotatable, and meshes with each pinion gear 28 from the inner side in the rotational radial direction of the input shaft 3. The ring gear 27 has an annular shape that surrounds the periphery of the carrier 25, and meshes with each pinion gear 28 from the outside in the rotational radial direction of the input shaft 3.

  The split drive gear 22 is provided so as to be rotatable integrally with the sun gear 26.

  The high brake 23 is switched between an engaged state (on) in which the ring gear 27 is braked and a released state (off) in which the ring gear 27 is allowed to rotate.

  The reverse brake 24 is switched between an engaged state (on) in which the split drive gear 22 (sun gear 26) is braked and a released state (off) in which the split drive gear 22 is allowed to rotate.

  The synthesizing gear mechanism 7 has a configuration of a planetary gear mechanism. That is, the synthesizing gear mechanism 7 includes a carrier 31, a sun gear 32, and a ring gear 33. The carrier 31 is provided to be rotatable relative to the secondary shaft 12 of the continuously variable transmission mechanism 5. The carrier 31 supports a plurality of pinion gears 34 in a rotatable manner. The plurality of pinion gears 34 are arranged at equal angular intervals on the circumference. The sun gear 32 is supported by the secondary shaft 12 so as not to be relatively rotatable, and meshes with each pinion gear 34 from the inner side in the rotational radial direction of the secondary shaft 12. The ring gear 33 has an annular shape surrounding the periphery of the carrier 31, and meshes with each pinion gear 34 from the outer side in the rotational radial direction of the secondary shaft 12. Further, the ring gear 33 is provided so as to be able to rotate integrally with the output shaft 4.

  The synthesizing gear mechanism 7 includes a low clutch 35. The low clutch 35 is switched between an engaged state (ON) in which the output shaft 4 and the secondary shaft 12 are directly connected and a released state (OFF) in which the direct connection is released.

  Further, the synthesizing gear mechanism 7 includes a split driven gear 36 provided so as to rotate integrally with the carrier 31, and an idle gear 37 that meshes with the split drive gear 22 and the split driven gear 36.

  Further, the power split type continuously variable transmission 1 includes an idle mechanism 8. The idle mechanism 8 includes an idle shaft 41 provided in parallel with the output shaft 4, and a first idle gear 42 and a second idle gear 43 that are supported by the idle shaft 41 so as not to rotate relative to each other. An output gear 44 is supported on the output shaft 4 so as not to be relatively rotatable. The output gear 44 and the first idle gear 42 are engaged with each other. The second idle gear 43 meshes with a ring gear 45 provided in the differential gear 2.

  FIG. 2 is a diagram showing the states of the high brake 23, the reverse brake 24, and the low clutch 35 when the vehicle is moving forward and backward. In FIG. 2, “◯” indicates that the high brake 23, the reverse brake 24, and the low clutch 35 are engaged.

  The power split continuously variable transmission 1 has a belt mode (continuously variable transmission mode) and a split mode (power split mode) as power transmission modes when the vehicle moves forward.

  In the belt mode, the high brake 23 and the reverse brake 24 are released. Then, the low clutch 35 is engaged. Thereby, the output shaft 4 and the secondary shaft 12 are directly connected.

  The power input to the input shaft 3 is transmitted to the primary shaft 11 of the continuously variable transmission mechanism 5 to rotate the primary shaft 11 and the primary pulley 13. The rotation of the primary pulley 13 is transmitted to the secondary pulley 14 via the belt 15 to rotate the secondary pulley 14 and the secondary shaft 12. Since the low clutch 35 is engaged, the output shaft 4 rotates integrally with the secondary shaft 12. The rotation of the output shaft 4 is transmitted to the ring gear 45 of the differential gear 2 via the output gear 44, the first idle gear 42, the idle shaft 41 and the second idle gear 43. As a result, the drive shafts 51 and 52 of the vehicle rotate in the forward direction.

  The transmission ratio of the constant transmission mechanism 6 is set to the same transmission ratio as the minimum transmission ratio of the continuously variable transmission mechanism 5. When the gear ratio of the continuously variable transmission mechanism 5 is changed to the minimum gear ratio according to the vehicle speed, the power transmission mode is switched from the belt mode to the split mode. In the split mode, the high brake 23 is engaged, and the reverse brake 24 and the low clutch 35 are released. When the high brake 23 is engaged, the ring gear 27 of the constant speed change mechanism 6 is braked. Further, when the low clutch 35 is released, the direct connection between the output shaft 4 and the secondary shaft 12 is released.

  The power input to the input shaft 3 is transmitted to the primary shaft 11 of the continuously variable transmission mechanism 5 to rotate the primary shaft 11 and the primary pulley 13. The rotation of the primary pulley 13 is transmitted to the secondary pulley 14 via the belt 15 to rotate the secondary pulley 14 and the secondary shaft 12. As the secondary shaft 12 rotates, the sun gear 32 of the synthesizing gear mechanism 7 rotates.

  Since the ring gear 27 of the constant speed change mechanism 6 is braked, the power input to the input shaft 3 revolves the carrier 25 of the constant speed change mechanism 6 and rotates the pinion gear 28 held by the carrier 25. Let As the pinion gear 28 rotates, power is input from the pinion gear 28 to the sun gear 26. As a result, the pinion gear 28 and the split drive gear 22 rotate. The rotation of the split drive gear 22 is transmitted to the split driven gear 36 via the idle gear 37 of the synthesizing gear mechanism 7 to rotate the split driven gear 36 and the carrier 31.

  Since the speed ratio of the constant speed change mechanism 6 is the same as the minimum speed ratio of the continuously variable speed change mechanism 5, immediately after switching from the belt mode to the split mode, the carrier 31, sun gear 32 and ring gear 33 of the synthesizing gear mechanism 7 Rotates at the same speed. Then, the output shaft 4 rotates integrally with the ring gear 33. The rotation of the output shaft 4 is transmitted to the ring gear 45 of the differential gear 2 via the output gear 44, the first idle gear 42, the idle shaft 41 and the second idle gear 43. As a result, the drive shafts 51 and 52 of the vehicle rotate in the forward direction.

  Since the speed ratio of the constant speed change mechanism 6 is fixed at the same speed ratio as the minimum speed ratio of the continuously variable speed change mechanism 5, the rotation of the carrier 31 of the synthesizing gear mechanism 7 is held at a constant speed in the split mode. Therefore, as shown in FIG. 3, when the speed ratio of the continuously variable transmission mechanism 5 is increased, the rotational speed of the sun gear 32 (secondary shaft 12) decreases, and accordingly, the rotational speed of the ring gear (output shaft 4). Goes up. Therefore, the power split type continuously variable transmission 1 can have a large gear ratio range.

  Further, during reverse travel, the high brake 23 and the low clutch 35 are released. Then, the reverse brake 24 is engaged. As a result, the split drive gear 22 (sun gear 26) is braked. Due to braking of the split drive gear 22, the idle gear 37 of the synthesizing gear mechanism 7 becomes non-rotatable, and the split driven gear 36 and the carrier 31 become non-rotatable.

  The power input to the input shaft 3 is transmitted to the primary shaft 11 of the continuously variable transmission mechanism 5 to rotate the primary shaft 11 and the primary pulley 13. The rotation of the primary pulley 13 is transmitted to the secondary pulley 14 via the belt 15 to rotate the secondary pulley 14 and the secondary shaft 12. As the secondary shaft 12 rotates, the sun gear 32 of the synthesizing gear mechanism 7 rotates. Since the carrier 31 cannot rotate, when the sun gear 32 rotates, the ring gear 33 rotates in the direction opposite to the sun gear 32. The rotation direction of the ring gear 33 is opposite to the rotation direction of the ring gear 33 in the belt mode and the split mode. Then, the output shaft 4 rotates integrally with the ring gear 33. The rotation of the output shaft 4 is transmitted to the ring gear 45 of the differential gear 2 via the output gear 44, the first idle gear 42, the idle shaft 41 and the second idle gear 43. As a result, the drive shafts 51 and 52 of the vehicle rotate in the reverse direction.

  FIG. 4 is a cross-sectional view showing a mechanical configuration of the constant speed change mechanism 6.

  The carrier 25 of the planetary gear mechanism 21 is integrally provided with an inner peripheral portion 61 and a flange portion 62. The inner peripheral portion 61 is externally fitted to the input shaft 3 and is provided on the input shaft 3 so as not to be relatively rotatable. The flange portion 62 projects from the inner peripheral portion 61 to the outside in the rotational radial direction of the input shaft 3. A gear support shaft 63 extending in parallel with the rotation center line C <b> 1 is provided at the outer peripheral end of the flange portion 62, and the pinion gear 28 is rotatably supported by the gear support shaft 63.

  The sun gear 26 is integrally provided with an outer fitting portion 64 and a gear portion 65. The outer fitting portion 64 is fitted on the input shaft 3 so as to be relatively rotatable. The gear portion 65 protrudes toward the pinion gear 28 from the end of the outer fitting portion 64 on the continuously variable transmission mechanism 5 side. Gear teeth 67 that mesh with the gear teeth 66 of the pinion gear 28 are formed on the surface of the gear portion 65 that faces the pinion gear 28.

  In the following, the continuously variable transmission mechanism 5 side is defined as “left side”, and the opposite side is defined as “right side”, and “left and right” are used for explanation of directions and the like.

  The ring gear 27 includes an annular portion 68 and a gear portion 69. The annular part 68 surrounds the periphery of the input shaft 3 with a space therebetween and extends in the rotational radial direction. The gear portion 69 extends from the outer peripheral end of the annular portion 68 to the right side to a position facing the pinion gear 28 and the input shaft 3 in the rotational radial direction. Gear teeth 70 that mesh with the gear teeth 66 of the pinion gear 28 are formed on the surface of the gear portion 69 that faces the pinion gear 28.

  The split drive gear 22 is fixed to the right end portion of the outer fitting portion 64 of the sun gear 26 in an outer fitting state.

  The reverse brake 24 includes a brake hub 71. The brake hub 71 is fixed to the split drive gear 22 and integrally includes a disc portion 72 that extends in the rotational radial direction of the input shaft 3 and a cylindrical portion 73 that extends from the outer peripheral end of the disc portion 72 in parallel with the rotation center line C1. Have. A plurality of disc-shaped brake discs 74 are arranged on the outer periphery of the cylindrical portion 73 at intervals, and the inner peripheral portion of each brake disc 74 is spline-fitted to the cylindrical portion 73.

  A plurality of annular plate-like brake plates 75 are arranged on the outer periphery of the cylindrical portion 73 so as to be alternately arranged in the direction along the brake disc 74 and the rotation center line C1. The outer periphery of each brake plate 75 is spline-fitted to a case 76 that houses the constant speed change mechanism 6.

  A piston 77 is provided on the right side of the brake hub 71 so as to be movable in a direction along the rotation center line C1. The hydraulic pressure is supplied to the piston 77, the piston 77 moves to the left side, and the piston 77 presses the brake plate 75, so that the brake plate 75 and the brake disc 74 come into pressure contact. As a result, the reverse brake 24 is engaged and the split drive gear 22 is braked. When the hydraulic pressure acting on the piston 77 is released, the urging force of the return spring 78 moves the piston 77 to the right, and the pressure contact state between the brake plate 75 and the brake disc 74 is released. As a result, the reverse brake 24 is released and the braking of the split drive gear 22 is released.

  In the center of the input shaft 3, a lubricating oil passage 81 to which lubricating oil is supplied by an oil pump (not shown) is formed along the rotation center line C1. The input shaft 3 is formed with a plurality of branch paths 82. Each branch path 82 branches from the lubricating oil path 81, extends in the radial direction of the input shaft 3, and is opened on the peripheral surface of the input shaft 3.

  An open end of a branch path 82 </ b> A that is one of the plurality of branch paths 82 faces the sun gear 26 in the rotational radial direction of the input shaft 3. Thereby, the lubricating oil discharged from the open end of the branch path 82A is supplied to the sun gear 26 and the split drive gear 22 fixed to the sun gear 26.

  The open end of another branch path 82 </ b> B faces the inner peripheral end (the end on the input shaft 3 side) of the annular portion 68 of the ring gear 27 in the rotational radial direction of the input shaft 3. Thus, the lubricating oil discharged from the open end of the branch path 82B is supplied to the ring gear 27 and the pinion gear 28 that meshes with the ring gear 27.

  The idle gear 37 is rotatably supported by an idle shaft 83 extending in parallel with the rotation center line C1 of the input shaft 3. In the center of the idle shaft 83, a lubricating oil passage 84 to which lubricating oil is supplied by an oil pump (not shown) is formed along the center line C2. A branch path 85 is formed on the idle shaft 83. The branch path 85 branches from the lubricating oil path 84, extends in the radial direction of the idle shaft 83, and is opened at the peripheral surface of the idle shaft 83. The open end faces the rotational radial direction of the idle gear 37 and the idle shaft 83. Thereby, the lubricating oil discharged from the open end of the branch path 85 is supplied to the idle gear 37.

  The meshing portion 86 between the split drive gear 22 and the idle gear 37 faces the brake disc 74 and the brake plate 75 of the reverse brake 24 from the left side in the direction of the rotation center line C1.

  The meshing portion 87 between the ring gear 27 and the pinion gear 28 is located on the left side and the inside in the rotational radial direction of the input shaft 3 with respect to the meshing portion 86 between the split drive gear 22 and the idle gear 37.

  FIG. 5 is a perspective view of the split drive gear 22 and the idle gear 37.

  The gear teeth 91 of the split drive gear 22 are left-handed skew teeth. The gear teeth 92 of the idle gear 37 that mesh with the gear teeth 91 are right-handed skew teeth. Therefore, when the split drive gear 22 and the idle gear 37 are rotated, the gear teeth 91 and 92 start to mesh from each left end, and each right end meshes last. In other words, when the split drive gear 22 and the idle gear 37 are rotated, the gear teeth 91 and 92 mesh on the right side with a delay from the left side.

  Therefore, during the rotation of the split drive gear 22 and the idle gear 37, the lubricating oil supplied to the split drive gear 22 and the idle gear 37 is engaged by the meshing of the gear teeth 91 of the split drive gear 22 and the gear teeth 92 of the idle gear 37. A part is scattered rightward from the meshing part 86. Since the brake disc 74 and the brake plate 75 of the reverse brake 24 are arranged on the right side of the meshing portion 86 so as to face the direction of the rotation center line C1, the lubricating oil scattered from the meshing portion 86 It falls on the brake plate 75. As a result, lubricating oil can be supplied to the brake disc 74 and the brake plate 75.

  Therefore, it is not necessary to form supply holes for supplying the brake disk 74 and the brake plate 75 with lubricating oil in members around the brake disk 74 and the brake plate 75 (for example, the brake hub 71), and the supply holes are reduced. be able to. As a result, the drilling process for forming the supply hole can be reduced, and the processing cost can be reduced.

  Further, the gear teeth 66 of the pinion gear 28 are right-twisted oblique teeth. The gear teeth 70 of the ring gear 27 that mesh with the gear teeth 66 are right-handed oblique teeth. Therefore, when the pinion gear 28 rotates, the gear teeth 66 and 70 start to mesh with each left end, and each right end meshes last. In other words, when the pinion gear 28 rotates, the gear teeth 66 and 70 mesh on the right side with a delay from the left side.

  Due to the meshing of the gear teeth 66 of the pinion gear 28 and the gear teeth 70 of the ring gear 27, a part of the lubricating oil supplied to the ring gear 27 and the pinion gear 28 scatters to the right from the meshing portion 87. Since the meshing portion 86 of the split drive gear 22 and the idle gear 37 is located on the right side of the meshing portion 87 and on the inner side in the rotational radial direction of the input shaft 3, the lubricating oil scattered from the meshing portion 87 is split drive. The gear 22 descends and is supplied from the split drive gear 22 to the idle gear 37. As a result, the split drive gear 22 and the idle gear 37 are supplied with more lubricating oil than the amount of lubricating oil supplied from the branch path 85. Therefore, the amount of lubricating oil scattered to the right from the meshing portion 86 of the split drive gear 22 and the idle gear 37 can be increased, and the lubricating oil can be satisfactorily supplied to the brake disc 74 and the brake plate 75. Further, the amount of lubricating oil supplied from the branch path 85 to the idle gear 37 can be reduced, and the fuel consumption of the vehicle can be improved by reducing the capacity of the oil pump.

  As mentioned above, although one Embodiment of this invention was described, it is possible to give a various design change to the above-mentioned structure in the range of the matter described in the claim.

3 Input shaft (rotary shaft)
22 Split drive gear (first inclined gear)
24 Reverse brake (wet engagement element)
27 Ring gear (third bevel gear)
28 Pinion gear (4th bevel gear)
37 Idle gear (2nd bevel gear)
41 Idle shaft 66 Gear teeth 70 Gear teeth 74 Brake disc (disc)
75 Brake plate (plate)
81 Lubricating oil path 82 Branch path 82A Branch path (first branch path)
82B Branch (second dividing road)
83 Idle shaft (rotating shaft)
84 Lubricating oil path 85 Branch path (1st branch path)
86 meshing portion 87 meshing portion 91 gear teeth 92 gear teeth

Claims (2)

A structure for supplying lubricating oil to a wet engaging element engaged / released by press-contacting and releasing a plate and a disk, and lubricating the wet engaging element with lubricating oil,
A first inclined gear and a second inclined gear engaged with each other;
The first oblique gear and the lubricating oil passage extending in parallel with the respective rotation center lines of the first and second inclined gears and through which the lubricating oil flows and the lubricating oil flowing through the lubricating oil passage, A rotating shaft having a first branch path for supplying to the second inclined gear,
The meshing portion of the first inclined gear and the second inclined gear is opposed to the plate and the disk in the direction of the rotation center line,
Each of the inclined teeth of the first and second inclined gears is a wet engagement element lubrication structure in which the plate and the disk side are inclined in a direction in which they are engaged with each other later than the opposite side during rotation. And further comprising a third and fourth inclined gears meshing with each other,
The rotating shaft has a second branch path for supplying the lubricating oil flowing through the lubricating oil path to the third inclined gear and the fourth inclined gear,
The meshing portion of the third and fourth bevel gears is located on the opposite side of the plate and the disk with respect to the meshing portion of the first and second bevel gears,
The respective inclined teeth of the third inclined gear and the fourth inclined gear are inclined in a direction in which the first inclined gear and the second inclined gear side mesh with each other with a delay from the opposite side during rotation. 2. The lubricating structure of the wet engagement element according to 1.

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