JP2019158052A - Automatic transmission - Google Patents

Abstract

To cool friction plates while suppressing drag resistance between the friction plates due to a lubrication hydraulic fluid, in an automatic transmission including a frictional fastening element in which the plurality of friction plates are disposed between a hub member and a drum member.SOLUTION: An automatic transmission including a frictional fastening element BR2 in which a plurality of friction plates 50 are disposed between a hub member 20 and a drum member, includes a supply oil passage for lubrication to supply a lubrication hydraulic oil to the friction plates 50. The supply oil passage for lubrication includes an axial oil passage 133 disposed on the hub member 20, and a supply port 134 extended from the axial oil passage 133 to a radial outer side. The supply port 134 is inclined to a downstream side in a rotating direction of the friction plates 50 from the axial oil passage 133 toward the radial outer side.SELECTED DRAWING: Figure 14

Description

  The present invention relates to an automatic transmission mounted on a vehicle, and belongs to the technical field of an automatic transmission for a vehicle.

  As an automatic transmission mounted on a vehicle, a fluid transmission device such as a torque converter coupled to a drive source such as an engine, a plurality of planetary gear sets (planetary gear mechanisms) coupled to the fluid transmission device, a clutch, a brake, etc. And a transmission mechanism having a plurality of frictional engagement elements, and a plurality of shift stages with different reduction ratios are achieved by selectively fastening a plurality of frictional engagement elements by hydraulic control. ing.

  In recent years, there is a tendency to eliminate fluid transmission devices in response to demands for multi-stage automatic transmissions and weight reduction. In this case, it is conceivable to realize a smooth start while avoiding an engine stall by slip-controlling at least one frictional engagement element that is engaged at the first gear stage at the start.

  When slip control is performed on a friction engagement element that is engaged at the first speed at the time of starting, a brake that does not rotate the hydraulic chamber has better controllability at the time of starting than a clutch that rotates the hydraulic chamber. It is conceivable to perform slip control on a brake that is engaged at the first gear.

  In the automatic transmission configured as described above, the brake that is engaged at the first gear stage at the time of starting is subjected to slip control more frequently. Therefore, in order to maintain the required durability, the friction plate by slip control is used. It is necessary to effectively suppress the heat generation.

  In order to suppress the heat generation of the friction plate, it is conceivable to increase the amount of lubricating oil supplied to the friction plate to improve the cooling performance, but it is stored in the inner peripheral surface of the transmission case and the transmission case. In a brake in which a plurality of friction plates are disposed between the outer peripheral surface of the predetermined rotating member, lubricating hydraulic oil stays in the vicinity of the inner peripheral surface of the transmission case and drag resistance is generated between the friction plates. This may increase the rotational resistance.

  On the other hand, for example, in Patent Document 1, in a brake that is fastened at a first speed that is slip-controlled at the time of starting, the outer peripheral surface of a hub member that is coupled to a transmission case and a predetermined rotating member are coupled. A structure in which a plurality of friction plates are arranged between the inner peripheral surface of a drum member is disclosed.

  FIG. 21 is a cross-sectional view showing a brake of a conventional automatic transmission. As shown in FIG. 21, the brake 200 includes a hub member 202 coupled to the transmission case 201, a drum member 204 coupled to a predetermined rotation member 203, and the hub member 202 and the drum member 204. It has a plurality of arranged friction plates 205 and a piston 206 that fastens the plurality of friction plates 205.

  In the brake 200, the lubrication supply oil passage 207 extends radially inward from the transmission case 201 through the connecting member 209 coupled to the transmission case 201 as indicated by an arrow 208, and is formed on the outer peripheral surface of the hub member 202. Through the formed spline part 210, it extends from one side in the axial direction to the other side in the axial direction, and supplies hydraulic fluid for lubrication to the plurality of friction plates 205.

  The hydraulic fluid for lubrication receives the centrifugal force of the friction plate 205 spline-engaged with the drum member 204, moves radially outward as shown by an arrow 211, and is supplied between the friction plates 205 to control slip. The heat generated by the friction plate 205 is cooled. The lubricating hydraulic oil that has moved to the inner peripheral surface of the drum member 204 is prevented from moving and staying axially outward as indicated by an arrow 212 due to the rotation of the drum member 204. .

Japanese Patent Laid-Open No. 2006-90048

  In the brake described in Patent Document 1, as shown in FIG. 21, the hydraulic fluid for lubrication is moved from one axial side to the other axial side through a spline portion 210 formed on the outer peripheral surface of the hub member 202. Therefore, before reaching the friction plate 205, it can flow outward in the radial direction as indicated by an arrow 213, thereby causing a decrease in the cooling efficiency of the friction plate 205.

  On the other hand, the supply oil passage for lubrication is formed in the hub member so as to extend in the axial direction, and the supply port and the introduction port are provided in the portion where the friction plate is disposed and the portion where the coupling member is disposed, respectively. The lubricating oil can be efficiently supplied to the friction plate to improve the cooling efficiency of the friction plate.

  In the brake that is configured as described above and that is fastened at the first speed that is slip-controlled when starting, the outer peripheral surface of the hub member coupled to the transmission case and the inner periphery of the drum member coupled to the predetermined rotating member. In order to further improve the cooling performance of a plurality of friction plates arranged between the two surfaces, it is conceivable to increase the amount of lubricating hydraulic oil supplied, but the drag resistance between the friction plates due to the lubricating hydraulic fluid is considered. May increase.

  Similarly, with respect to an automatic transmission having a clutch in which a plurality of friction plates are disposed between the hub member and the drum member, a plurality of members disposed between the outer peripheral surface of the hub member and the inner peripheral surface of the drum member. In order to further improve the cooling performance of the friction plates, if the supply amount of the hydraulic fluid for lubrication is increased, the drag resistance between the friction plates due to the hydraulic fluid for lubrication may increase.

  Accordingly, the present invention provides an automatic transmission including a friction fastening element in which a plurality of friction plates are arranged between a hub member and a drum member, while suppressing drag resistance between the friction plates due to lubricating hydraulic oil. An object is to cool the friction plate.

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

  The invention according to claim 1 of the present application is directed to a hub member, a drum member, a plurality of friction plates disposed between the hub member and the drum member, and a piston for fastening the plurality of friction plates. An automatic transmission including a frictional engagement element having a lubrication supply oil path for supplying lubricating oil to the friction plate, and the lubrication supply oil path is provided in the hub member. And an axial oil passage that extends in the axial direction and a supply port that extends radially outward from the axial oil passage and supplies hydraulic fluid for lubrication to the friction plate, and the supply port includes the axial oil passage It is provided to incline toward the downstream side in the rotational direction of the friction plate as it goes radially outward from.

  According to a second aspect of the present invention, in the first aspect of the present invention, the friction engagement element includes the hub member coupled to a transmission case and the drum member coupled to a predetermined rotation member. It is a brake.

  According to a third aspect of the present invention, in the second aspect of the present invention, the hub member has a cylindrical portion having a spline portion with which the friction plate is spline-engaged and is formed of an iron-based material. A first hub member, a second hub member that is disposed adjacent to the first hub member and has a lubrication supply portion that includes the lubrication supply oil passage, and is formed of an aluminum-based material. The cylindrical portion of the first hub member is formed with a notch for lubrication cut out in the circumferential direction corresponding to the lubrication supply portion of the second hub member, and the supply portion for lubrication includes: Lubricating hydraulic fluid is supplied to the friction plate through the lubricating notch.

  According to a fourth aspect of the present invention, in the third aspect of the invention, the invention further includes a valve body disposed below the transmission case, and the second hub member is fitted into the transmission case. And the lubricating oil supply passage is formed so as to be connected to the valve body.

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein the automatic transmission is connected to a drive source without a fluid transmission device, The frictional engagement element is a brake that is slip-controlled at the start and is engaged at a first gear.

  According to the invention described in claim 1 of the present application, an automatic transmission including a friction fastening element in which a plurality of friction plates are arranged between a hub member and a drum member is provided with a hydraulic fluid for lubrication on the friction plates. A supply oil passage for supplying lubrication is provided. The lubrication supply oil passage is provided in the hub member and includes an axial oil passage and a supply port extending radially outward from the axial oil passage, and the supply port frictions from the axial oil passage toward the radially outer side. It is inclined and provided on the downstream side in the rotation direction of the plate.

  As a result, in an automatic transmission having a frictional engagement element in which a plurality of friction plates are arranged between the hub member and the drum member, the working oil for lubrication is rotated from the supply port provided in the hub member. Since the hydraulic fluid for lubrication is supplied in the direction perpendicular to the rotational direction of the friction plate, the shear resistance of the hydraulic fluid for the lubricant can be reduced. The friction plate can be cooled while suppressing drag resistance between the friction plates due to the lubricating oil.

  According to the second aspect of the present invention, the frictional engagement element is a brake in which the hub member is coupled to the transmission case and the drum member is coupled to the predetermined rotating member. In an automatic transmission having a brake in which a plurality of friction plates are disposed between members, the friction plates can be cooled while suppressing drag resistance between the friction plates due to lubricating hydraulic oil.

  According to a third aspect of the present invention, the hub member has a cylindrical portion having a spline portion with which the friction plate is spline-engaged, and a first hub member formed of a ferrous material, and for lubrication. A second hub member made of an aluminum-based material and having a lubrication supply portion having a supply oil passage, and a lubrication notch is formed in the cylindrical portion of the first hub member, thereby lubricating the second hub member. The supply unit supplies lubricating oil to the friction plate through the lubricating notch.

  Thereby, compared with the case where the hub member having the cylindrical portion having the spline portion and the lubrication supply portion is formed of an aluminum-based material, the tooth depth of the spline portion can be reduced, and the radial direction can be made compact. Can be configured. Further, compared to the case where a hub member having a cylindrical portion having a spline portion and a lubrication supply portion is formed of a ferrous material, the weight can be reduced while supplying lubricating hydraulic oil from the hub member side. Can do. Accordingly, it is possible to reduce the weight while supplying the hydraulic fluid for lubrication from the hub member side, and to make it compact in the radial direction.

  According to a fourth aspect of the present invention, the second hub member is fitted to the transmission case and formed to be connected to the valve body, thereby providing the lubricating supply oil passage. Since the second hub member is fitted into the transmission case, the second hub member provided with the lubricating oil supply passage can be fixed to the transmission case, and the transmission is connected at the connecting portion between the hub member and the valve body. It is possible to easily supply hydraulic oil from the valve body to the lubrication supply oil passage of the hub member without eliminating the play in the circumferential direction of the case.

  According to the fifth aspect of the present invention, the automatic transmission is connected to the drive source without the fluid transmission device, and the frictional engagement element is slip-controlled at the start and is engaged at the first speed. In the automatic transmission connected to the drive source without going through the fluid transmission device, when the brake that is fastened at the first gear is controlled to slip, the hydraulic fluid for lubrication is used. The friction plates can be cooled while suppressing drag resistance between the friction plates.

1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a fastening table | surface of the friction engaging element of an automatic transmission. FIG. 3 is a cross-sectional view of a brake of the automatic transmission and its surroundings. It is another sectional drawing of the brake of an automatic transmission, and its periphery. It is another sectional drawing of the brake of an automatic transmission, and its periphery. It is another sectional drawing of the brake of an automatic transmission, and its periphery. It is another sectional drawing of the brake of an automatic transmission, and its periphery. It is a perspective view which shows the assembly | attachment state of the hub member of a brake, an oil-path formation member, and a piston. It is a perspective view which shows the assembly | attachment state of the hub member and oil-path formation member of a brake. It is a perspective view which shows the hub member of a brake. It is a perspective view which shows a 1st hub member. It is a perspective view which shows a 2nd hub member. It is a perspective view which shows a piston. FIG. 6 is a cross-sectional view of the hub member taken along line Y14-Y14 in FIG. It is a perspective view which shows an urging | biasing unit. It is sectional drawing of the urging | biasing unit along the Y16-Y16 line | wire of FIG. It is sectional drawing which shows the brake in a releasing state. It is sectional drawing which shows the brake in a state just before a contact. It is sectional drawing which shows the brake in a zero clearance state. It is sectional drawing which shows the brake in a fastening state. It is sectional drawing which shows the brake of the conventional automatic transmission.

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

  FIG. 1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. The automatic transmission 10 is connected to a drive source such as an engine without a fluid transmission device such as a torque converter. The automatic transmission 10 is disposed in the transmission case 11 on the drive source side (left side in the figure) connected to the drive source and on the counter drive source side (right side in the figure). Output shaft 13. The automatic transmission 10 is of a vertical installation type such as a front engine / rear drive vehicle in which an input shaft 12 and an output shaft 13 are arranged on the same axis.

  First, second, third, and fourth planetary gear sets (hereinafter simply referred to as “first, second, third, and fourth gear sets”) are provided on the axis of the input shaft 12 and the output shaft 13 from the drive source side. PG1, PG2, PG3, and PG4 are provided.

  In the transmission case 11, the first clutch CL1 is disposed on the drive source side of the first gear set PG1, the second clutch CL2 is disposed on the drive source side of the first clutch CL1, and the drive source of the second clutch CL2. A third clutch CL3 is disposed on the side. The first brake BR1 is disposed on the drive source side of the third clutch CL3, and the second brake BR2 is disposed on the drive source side of the third gear set PG3 and on the opposite drive source side of the second gear set PG2.

  Each of the first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 is a single pinion type in which a pinion supported by a carrier directly meshes with a sun gear and a ring gear. The first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 respectively have sun gears S1, S2, S3, and S4, ring gears R1, R2, R3, and R4, and carriers C1 and C2 as rotational elements. , C3, and C4.

  The first gear set PG1 is a double sun gear type in which the sun gear S1 is divided into two in the axial direction. The sun gear S1 has a first sun gear S1a disposed on the drive source side and a second sun gear S1b disposed on the counter drive source side. The first and second sun gears S1a and S1b have the same number of teeth and mesh with the same pinion supported by the carrier C1. As a result, the first and second sun gears S1a and S1b always rotate in the same direction.

  In the automatic transmission 10, the sun gear S1 of the first gear set PG1, specifically, the second sun gear S1b and the sun gear S4 of the fourth gear set PG4 are always connected, and the ring gear R1 of the first gear set PG1 and the sun gear of the second gear set PG2 are connected. S2 is always connected, the carrier C2 of the second gear set PG2 and the carrier C4 of the fourth gear set PG4 are always connected, and the carrier C3 of the third gear set PG3 and the ring gear R4 of the fourth gear set PG4 are always connected. .

  The input shaft 12 is always connected to the carrier C1 of the first gear set PG1 through the first sun gear S1a and the second sun gear S1b, and the output shaft 13 is always connected to the carrier C4 of the fourth gear set PG4.

  The first clutch CL1 is disposed between the input shaft 12 and the carrier C1 of the first gear set PG1 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them, and the second clutch CL2 The ring gear R1 of the first gear set PG1 and the sun gear S2 of the second gear set PG2 and the sun gear S3 of the third gear set PG3 are arranged to connect and disconnect, and the third clutch CL3 is connected to the second gear set. It is arranged between the ring gear R2 of PG2 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them.

  The first brake BR1 is disposed between the transmission case 11 and the sun gear S1 of the first gear set PG1, specifically, the first sun gear S1a. The first brake BR1 is connected to and disconnected from the second brake BR2. Is arranged between the transmission case 11 and the ring gear R3 of the third gear set PG3 so as to connect and disconnect them.

  With the above-described configuration, the automatic transmission 10 has a combination of the engagement states of the first clutch CL1, the second clutch CL2, the third clutch CL3, the first brake BR1, and the second brake BR2, as shown in FIG. The first to eighth speeds in the range and the reverse speed in the R range are formed.

  In the automatic transmission 10, the second brake BR2 that is engaged at the first speed at the time of start is slip-controlled, and the second brake BR2 corresponds to a friction engagement element of the automatic transmission according to the present invention. Hereinafter, the brake BR2 will be described.

  3 is a cross-sectional view of the brake of the automatic transmission and its periphery, FIG. 4 is another cross-sectional view of the brake of the automatic transmission and its periphery, and FIGS. 5, 6, and 7 are brakes of the automatic transmission, respectively. It is another sectional drawing of the periphery of it. 3, 4, 5, 6, and 7 are cross sections taken along lines Y3-Y3, Y4-Y4, Y5-Y5, Y6-Y6, and Y7-Y7 in FIG. The cross section of the brake of the automatic transmission corresponding to and its periphery is shown.

  As shown in FIGS. 3 to 7, the brake BR2 is housed in a transmission case 11 formed in a substantially cylindrical shape, and is connected to the sun gear S3 of the third gear set PG3 to be connected to the first, second, and third clutches. One of the pair of inner and outer rotating members CL1, CL2, and CL3 is disposed on the outer peripheral side of the power transmission member 14 integrated.

  The power transmission member 14 is disposed on the outer peripheral side of the power transmission member 15 that couples the carrier C2 of the second gear set PG2 and the carrier C4 of the fourth gear set PG4. The power transmission member 15 includes the sun gear S1 of the first gear set PG1, Specifically, it is arranged on the outer peripheral side of the power transmission member 16 that connects the second sun gear S1b and the sun gear S4 of the fourth gear set PG4.

  The brake BR2 includes a hub member 20 coupled to the transmission case 11, a drum member 40 disposed on the side opposite to the driving source of the hub member 20 and coupled to the ring gear R3 of the third gear set PG3, the hub member 20 and the drum A plurality of friction plates 50 arranged in the axial direction between the members 40 and a piston 60 arranged on the counter drive source side of the plurality of friction plates 50 to fasten the plurality of friction plates 50 are provided. .

  The brake BR2 has a hydraulic chamber 70 to which hydraulic oil that biases the piston 60 is supplied. The hydraulic chamber 70 is a fastening hydraulic chamber 71 to which fastening hydraulic fluid that biases the piston 60 in the fastening direction is supplied. And a release hydraulic chamber 72 that is disposed on the opposite side of the fastening hydraulic chamber 71 across the piston 60 and is supplied with release hydraulic fluid that urges the piston 60 in the release direction.

  As shown in FIG. 6, the brake BR <b> 2 also includes an oil passage forming member 80 that forms a fastening supply oil passage that supplies hydraulic oil to the fastening hydraulic chamber 71. It is arranged on the counter drive source side and is coupled to the counter drive source side of the hub member 20.

  The brake BR2 also includes a biasing unit 90 that biases the piston 60, as shown in FIG. The urging unit 90 includes an urging member 91 that urges the piston 60. As the urging member 91, a first urging member and a second urging member serving as a second urging member that act on the piston 60 in the fastening direction. A first spring 92 and a second spring 93 are provided.

  FIG. 8 is a perspective view showing the assembled state of the brake hub member, the oil passage forming member and the piston, FIG. 9 is a perspective view showing the assembled state of the brake hub member and the oil passage forming member, and FIG. FIG. 11 is a perspective view showing the first hub member, FIG. 12 is a perspective view showing the second hub member, FIG. 13 is a perspective view showing the piston, and FIG. 5 is a cross-sectional view of the hub member along line Y14-Y14 in FIG. 5, FIG. 15 is a perspective view showing the urging unit, and FIG. 16 is a cross-sectional view of the urging unit along line Y16-Y16 in FIG. In FIG. 14, the fixed side friction plate 51 of the friction plate 50 is also shown.

  As shown in FIG. 3 to FIG. 14, the hub member 20 coupled to the transmission case 11 supplies the first hub member 21 with which the friction plate 50 is spline-engaged, and the hydraulic fluid to the friction plate 50. The second hub member 31 is disposed adjacent to the drive source side of the first hub member 21.

  As shown in FIG. 3, the first hub member 21 extends in a direction orthogonal to the axial direction of the transmission case 11 and is formed in a substantially disk shape, and on the radially inner side of the vertical wall portion 22. And a cylindrical portion 23 extending in a substantially cylindrical shape from the vertical wall portion 22 to the opposite drive source side.

  The first hub member 21 has a spline portion 24 in which a spline is formed on the outer peripheral surface of the vertical wall portion 22, and the spline portion 24 is splined on the spline portion 11 a in which a spline is formed on the inner peripheral surface of the transmission case 11. It is engaged and coupled to the transmission case 11.

  The cylindrical portion 23 of the first hub member 21 has a plurality of spline portions 25 having splines formed on the outer peripheral surface, specifically six in the circumferential direction, and the spline portion 25 has a fixed side constituting the friction plate 50. The friction plate 51 is spline engaged. The cylindrical portion 23 of the first hub member 21 constitutes an inner fixing member coupled to the transmission case 11.

  The cylindrical portion 23 of the first hub member 21 has a predetermined axial length in which the spline portion 25 is spline-engaged with the plurality of friction plates 50 even when the plurality of friction plates 50 are released, and the spline portion 25 is excluded. The portion is formed shorter than the spline portion 25 in the axial direction.

  As shown in FIG. 5, the second hub member 31 extends in a direction orthogonal to the axial direction of the transmission case 11 and is formed in a substantially disk shape. And a boss 33 for lubrication as a lubrication supply section for supplying the hydraulic fluid for lubrication to the friction plate 50.

  As shown in FIG. 3, the second hub member 31 has an outer peripheral surface of the vertical wall portion 32 fitted to an inner peripheral surface 11 b of the transmission case 11 on the drive source side of the spline portion 24 of the first hub member 21. Yes. The second hub member 31 is prevented from coming off to the drive source side by the snap ring 17, and is fixed to the transmission case 11 using the rotation stopper pin 18, and is coupled to the transmission case 11. The second hub member 31 may be fitted and fixed to the inner peripheral surface 11b of the transmission case 11 by press fitting, and may be coupled to the transmission case 11.

  As shown in FIG. 12, the second hub member 31 is provided with a plurality of lubricating boss portions 33, specifically, five lubricating boss portions 33. The five lubricating boss portions 33 are arranged at different positions in the circumferential direction on substantially the same circumference centering on the axis of the input shaft 12 and the output shaft 13. Each of the lubricating boss portions 33 includes a lubricating supply oil passage L <b> 1 for supplying lubricating oil to the friction plate 50.

  Below the transmission case 11, a valve body 5 for supplying hydraulic oil to the hydraulic chamber 70, the friction plate 50, etc. of the brake BR2 is disposed as shown in FIG. The valve body 5 is accommodated in an oil pan (not shown) attached below the transmission case 11 and is fixed to the transmission case 11. The second hub member 31 has a valve body connection portion 34 for connection to the valve body 5, and the lubrication supply oil path L <b> 1 is connected to the valve body 5 through a case opening 11 c formed in the transmission case 11. It is formed so that.

  As shown in FIG. 6, the second hub member 31 also includes a fastening supply oil passage L <b> 2 that extends in a substantially cylindrical shape from the vertical wall portion 32 to the side opposite to the driving source and supplies hydraulic oil to the fastening hydraulic chamber 71. As shown in FIG. 7, a release supply oil passage L <b> 3 that extends in a substantially cylindrical shape from the vertical wall portion 32 to the opposite drive source side and supplies hydraulic oil to the release hydraulic chamber 72, as shown in FIG. 7. And a release boss portion 36 provided with

  As shown in FIG. 12, the fastening boss 35 and the release boss 36 are disposed at different positions on the substantially same circumference centering on the input shaft 12 and the output shaft 13 together with the lubricating boss 33. It is arranged between two lubricating boss portions 33 arranged on the lower side of the transmission case 11.

  In the automatic transmission 10, the fastening supply oil passage L2, the release supply oil passage L3, and the lubrication supply oil passage L1 are arranged in the circumferential direction below the transmission case 11, and the second hub member 31 is The fastening supply oil passage L2, the release supply oil passage L3, and the lubrication supply oil passage L1 are formed so as to be connected to the valve body 5, respectively.

  As shown in FIG. 3, the second hub member 31 also includes a first cylindrical portion 37, a second cylindrical portion 38, and a third cylindrical portion 39 that extend from the vertical wall portion 32 to the opposite drive source side in a substantially cylindrical shape. ing. The first cylindrical portion 37 is disposed radially inward from the cylindrical portion 23 of the first hub member 21 and extends from the radial center side of the vertical wall portion 32, and the second cylindrical portion 38 has a diameter larger than that of the first cylindrical portion 37. The third cylindrical portion 39 extends from the vertical wall portion 32 radially inward from the second cylindrical portion 38. The first cylindrical portion 37 is disposed on substantially the same circumference as the five lubricating boss portions 33, and is provided so as to connect the lubricating boss portions 33 except for the lower side of the transmission case 11.

  The second cylindrical portion 38 is longer than the first cylindrical portion 37 in the axial direction, and the third cylindrical portion 39 is longer than the second cylindrical portion 38 in the axial direction. The first cylindrical portion 37 functions as a stopper member that receives a second holding plate 95 of an urging unit 90 described later. The second cylindrical portion 38 and the third cylindrical portion 39 together with the vertical wall portion 32 constitute a cylinder 72 a of the release hydraulic chamber 72.

  In the hub member 20 formed in this way, the first hub member 21 is formed of a material having higher strength than the second hub member 31. Specifically, the first hub member 21 is formed from an iron-based material, and the second hub member 31 is formed from an aluminum-based material.

  Since the first hub member 21 that receives the force input from the friction plate 50 when the brake BR2 is engaged is formed of a material having higher strength than the second hub member 31, the first hub member 21 is the same as the second hub member 31. Compared with the case of forming from a material, the tooth depth of the spline portion 25 can be reduced, and the radial configuration can be made compact.

  In particular, the first hub member 21 is made of an iron-based material, and the second hub member 31 is made of an aluminum-based material, so that the first hub member 21 and the second hub member 31 are made of an aluminum-based material. Compared with the case where it forms, the tooth depth of the spline part 25 can be made small and it can comprise compactly in a radial direction. Moreover, weight reduction can be achieved compared with the case where the 1st hub member 21 and the 2nd hub member 31 are formed with a ferrous material.

  The drum member 40 is disposed opposite to the outer peripheral side of the cylindrical portion 23 of the first hub member 21 and extends in a substantially cylindrical shape in the axial direction, and a transmission from the counter drive source side of the cylindrical portion 41 radially inward. A vertical wall portion 42 extending in a direction orthogonal to the axial direction of the case 11 and formed in a substantially disk shape is provided.

  The vertical wall portion 42 of the drum member 40 is coupled to the ring gear R3. The cylindrical portion 41 of the drum member 40 has a spline portion 41a having a spline formed on the inner peripheral surface, and a rotation side friction plate 52 constituting the friction plate 50 is spline engaged with the spline portion 41a. The vertical wall portion 42 of the drum member 40 constitutes an outer rotating member coupled to a ring gear R3 as a rotating member. The fixed side friction plates 51 and the rotation side friction plates 52 are alternately arranged in the axial direction.

  The piston 60 is disposed between the hub member 20 and the drum member 40, specifically, between the cylindrical portion 23 of the first hub member 21 and the cylindrical portion 41 of the drum member 40. The third cylindrical portion 39 is slidably fitted on the outer peripheral side. The piston 60 is prevented from coming off to the counter driving source side by a snap ring 19.

  The piston 60 is formed in an annular shape, provided on the outer peripheral side to press the friction plate 50, a fastening hydraulic chamber forming part 62 provided on the inner peripheral side to form the fastening hydraulic chamber 71, A connecting portion 63 that connects the pressing portion 61 and the fastening hydraulic chamber forming portion 62 and extends in the radial direction is provided.

  The pressing portion 61 is disposed on the side opposite to the driving source of the friction plate 50, the fastening hydraulic chamber forming portion 62 is disposed on the radially inner side of the cylindrical portion 23 of the first hub member 21, and the connecting portion 63 is the pressing portion. 61 is provided so as to be connected to the fastening hydraulic chamber forming portion 62. The fastening hydraulic chamber forming part 62 is provided so as to protrude from the connecting part 63 to the drive source side.

  The oil passage forming member 80 is disposed on the counter drive source side of the piston 60 as shown in FIGS. The oil passage forming member 80 is fitted to the outer peripheral side of the third cylindrical portion 39 of the second hub member 31 to be the boss portions 33 and 36 of the second hub member 31, specifically, the lubricating boss portion 33 and the release boss portion 33. The boss portion 36 is coupled to the drive source side.

  The oil passage forming member 80 is provided on the outer peripheral side and is coupled to the anti-drive source side of the boss portions 33 and 36 of the second hub member 31, and is provided on the inner peripheral side to counter-drive the piston 60. A fastening hydraulic chamber forming portion 82 that is disposed on the source side to form the fastening hydraulic chamber 71 and a connecting portion 83 that connects the coupling portion 81 and the fastening hydraulic chamber forming portion 82 and extends in the radial direction are provided. Yes.

  The fastening hydraulic chamber forming portion 82 has a predetermined thickness and is formed in an annular shape. As shown in FIG. 3, as shown in FIG. 3, the third cylindrical portion 39 of the second hub member 31 and the fastening hydraulic chamber forming portion 62 of the piston 60. Between the outer peripheral side and the outer peripheral side. The fastening hydraulic chamber 71 is constituted by a fastening hydraulic chamber forming portion 62 of the piston 60, a fastening hydraulic chamber forming portion 82 of the oil passage forming member 80, and the third cylindrical portion 39 of the second hub member 31.

  As shown in FIGS. 5 and 7, the coupling portion 81 is formed to be thinner than the fastening hydraulic chamber forming portion 82, and overlaps the counter driving source side of the fastening hydraulic chamber forming portion 82 in the axial direction. Is provided. As shown in FIGS. 8 and 9, the coupling portion 81 is formed in an arc shape. The oil passage forming member 80 is provided with a plurality of coupling portions 81 in the circumferential direction, in the present embodiment, three coupling portions 81, spaced apart in the circumferential direction and arranged at substantially equal intervals.

  The coupling portion 81 is provided with a bolt insertion hole 81a for inserting a fastening bolt 84 as a fastening member and a bolt accommodation hole 81b for accommodating a head portion 84a of the fastening bolt 84. The oil passage forming member 80 is screwed into the screw holes 33a, 36a provided on the side opposite to the driving source of the boss portions 33, 36 of the second hub member 31 through the bolt insertion holes 81a, thereby screwing the boss portion 33. , 36 are coupled to the counter drive source side. As the fastening bolt 84, a bolt with a seal in which the outer peripheral surface of the screw portion 84b is covered with a sealing material is used.

  The connecting portion 83 of the oil passage forming member 80 has a thickness substantially equal to that of the coupling portion 81, and extends from the circumferential center side of the coupling portion 81 inward in the radial direction as shown in FIGS. It is provided so as to be connected to the hydraulic chamber forming portion 82.

  As shown in FIG. 9, the coupling portion 81 disposed on the lower side of the transmission case 11 is coupled to the boss portions 33 and 36 of the second hub member 31 using two fastening bolts 84 on both sides in the circumferential direction. The two coupling portions 81 arranged on the upper side of the transmission case 11 are coupled to the boss portion 33 of the second hub member 31 using a single fastening bolt 84 at the circumferential center.

  The connecting portion 63 of the piston 60 has an oil passage forming member notch 63a cut out in substantially the same shape as the connecting portion 81 and the connecting portion 83 corresponding to the connecting portion 81 and the connecting portion 83 of the oil passage forming member 80. Is formed. The oil passage forming member 80 is disposed within the radial direction range of the piston 60, and the coupling portion 81 and the connecting portion 83 of the oil passage forming member 80 are fitted in the oil passage forming member notch 63 a of the connecting portion 63 of the piston 60. Thus, it is arranged at a position overlapping the connecting portion 63 of the piston 60 in the axial direction.

  As described above, the oil passage forming member 80 and the piston 60 are arranged so as to overlap in the axial direction, so that the piston 60 extends in the radial direction through the counter driving source side of the oil passage forming member 80. An axial dimension can be shortened and it can comprise compactly in an axial direction.

  The connecting portion 63 of the piston 60 is also formed with a spline portion cutout portion 63 b that is cut out in substantially the same shape as the spline portion 25 corresponding to the spline portion 25 of the cylindrical portion 23 of the first hub member 21. . The counter drive source side of the spline portion 25 of the cylindrical portion 23 of the first hub member 21 is fitted into the notch portion 63b for the spline portion of the connecting portion 63 of the piston 60, and the cylindrical portion 23 of the first hub member 21 and the piston 60 are connected. Are arranged so as to overlap in the axial direction.

  Thus, since the counter drive source side of the spline portion 25 of the cylindrical portion 23 of the first hub member 21 is disposed so as to overlap the piston 60 in the axial direction, the piston 60 has a diameter through the counter drive source side of the spline portion 25. The axial dimension can be shortened as compared with the case of extending in the direction, and the axial length of the spline portion 25 of the cylindrical portion 23 can be secured while being compact in the axial direction.

  As shown in FIG. 3, the fastening hydraulic chamber forming portion 62 of the piston 60 is fitted on the outer peripheral side of the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80 and extends in the axial direction. A fastening hydraulic pressure receiving portion 62b extending radially inward from the drive source side of the cylindrical portion 62a, and a third cylindrical portion 39 of the second hub member 31 extending from the radial inner side of the fastening hydraulic pressure receiving portion 62b to the counter drive source side. And an inner cylindrical portion 62c extending in the axial direction.

  In the automatic transmission 10, the hydraulic chamber 70 is disposed radially inward of the cylindrical portion 23 of the first hub member 21 and the boss portions 33, 35, and 36 of the second hub member 31. Each of the hydraulic chambers 72 is disposed on the radially inner side of the cylindrical portion 23 of the first hub member 21 and the boss portions 33, 35, and 36 of the second hub member 31.

  As described above, the fastening hydraulic chamber 71 includes the fastening hydraulic chamber forming portion 62 of the piston 60, the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80, and the third cylindrical portion 39 of the second hub member 31. Is formed. The inner cylindrical portion 62 c of the piston 60 is prevented from coming off to the counter driving source side by the snap ring 19.

  As shown in FIG. 3, the release hydraulic chamber 72 has a bulging portion 62 d in which the radially inner side of the fastening hydraulic pressure receiving portion 62 b of the piston 60 bulges in a substantially U-shaped cross section on the drive source side. , 74 is slidably fitted into the cylinder 72a of the second hub member 31 and is formed by the bulging portion 62d of the piston 60 and the cylinder 72a of the second hub member 31.

  In the automatic transmission 10, the release hydraulic chamber 72 is formed to have an outer diameter smaller than that of the fastening hydraulic chamber 71, and is coupled to the piston 60 and biased by the biasing unit 90 on the outer peripheral side of the release hydraulic chamber 72. A bias receiving member 100 that receives a biasing force by the member 91 is disposed.

  The biasing receiving member 100 is formed in an annular shape and extends in the radial direction between the cylindrical portion 23 of the first hub member 21 and the second cylindrical portion 38 of the second hub member 31 as shown in FIG. The extending portion 101 and the axially extending portion 102 extending in the axial direction from the radially inner side of the radially extending portion 101 to the opposite drive source side are provided.

  The bias receiving member 100 is coupled to the piston 60 by coupling the counter driving source side of the axially extending portion 102 radially outward from the bulging portion 62 d of the fastening hydraulic pressure receiving portion 62 b of the piston 60. The urging unit 90 is mounted between the urging receiving member 100, specifically, between the radially extending portion 101 and the oil passage forming member 80.

  As shown in FIGS. 15 and 16, the urging unit 90 includes a first spring 92 and a second spring 93 that extend in the axial direction, and an end on the counter driving side that is one end of the first spring 92 and the second spring 93. A first holding plate 94 that holds the respective portions, and a second holding plate that is spaced apart from the first holding plate 94 in the axial direction and that holds the other end of the first spring 92 on the drive source side 95.

  The first holding plate 94 is formed in an annular shape, and includes a first spring guide portion 94a and a second spring guide portion 94b that protrude in a cylindrical shape on the drive source side and are fitted with a first spring 92 and a second spring 93, respectively. ing. The first spring 92 and the second spring 93 are disposed at positions that overlap in the radial direction and are different in the circumferential direction. In the automatic transmission 10, first springs 92 are disposed on both sides in the circumferential direction of the six second springs 93.

  The second holding plate 95 is formed substantially symmetrically with the first holding plate 94 in the axial direction. The second holding plate 95 includes a first spring guide portion 95a that protrudes in a cylindrical shape on the side opposite to the driving source and on which the first spring 92 is mounted. The second holding plate 95 also includes an insertion hole 95b through which the second spring 93 is inserted such that the other end of the second spring 93 on the driving source side can protrude toward the first holding plate. ing.

  The first spring 92 is set to have a larger urging force than the second spring 93. The first spring 92 and the second spring 93 are coil springs, and the first spring 92 is a large coil spring having a coil diameter larger than that of the second spring 93. The second spring 93 is formed to have a longer free length than the first spring 92, and the other end of the second spring 93 can protrude from the second holding plate 95 to the side opposite to the first holding plate 95. Is retained.

  As shown in FIG. 3, in the urging unit 90, the first holding plate 94 is supported on the drive source side on both sides in the circumferential direction of the coupling portion 81 of the oil passage forming member 80 and the second holding plate 95 is urged. The member 100 is supported on the side opposite to the driving source of the radially extending portion 101 of the member 100 and is attached to the transmission case 11.

  The radially extending portion 101 of the bias receiving member 100 supports the second holding plate 95 and supports the other end portion of the second spring 93 inserted through the insertion hole 95 b of the second holding plate 95. 2. The holding plate 95 is formed so as to have a radial dimension that is smaller than the outer diameter and substantially equal to the second spring 93.

  The inner peripheral surface of the cylindrical portion 23 of the first hub member 21 is formed larger in the radial direction than the first holding plate 94 and the second holding plate 95, and the urging unit 90 is disposed on the inner peripheral side of the cylindrical portion 23. Yes. In the urging unit 90, notches 94 c and 95 c are formed in the first holding plate 94 and the second holding plate 95 respectively corresponding to the boss portions 33, 35, and 36 of the second hub member 31.

  The first cylindrical portion 37 of the second hub member 31 is formed larger in the radial direction than the radially extending portion 101 of the bias receiving member 100 and receives the biasing force from the biasing member 91 by the end surface on the counter drive source side. The second holding plate 95 is received when the second holding plate 95 is moved to the drive source side. The first cylindrical portion 37 of the second hub member 31 functions as a stopper member that receives the second holding plate 96.

  The first cylindrical portion 37 of the second hub member 31 is in contact immediately before the piston 60 contacts the plurality of friction plates 50 when the second holding plate 95 supported by the biasing receiving member 100 comes into contact therewith. It is set to be the previous position. The position immediately before the contact of the piston 60 is appropriately set between a release position where the plurality of friction plates 50 are in a release state and a zero clearance position where the friction plate 50 is in a zero clearance state.

  When the second holding plate 95 comes into contact with the urging receiving member 100, the urging receiving member 100 receives the urging force in the fastening direction only by the second spring 93. The piston 60 is set to the zero clearance position when the second spring 93 has a free length.

  In this way, in the urging unit 90, the first spring 92 causes the urging force to act on the piston 60 from the release position to the position just before contact via the urging receiving member 100, and the second spring 93 urges. An urging force is applied in the fastening direction from the release position to the zero clearance position via the receiving member 100.

  Then, when the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 when the piston 60 is at the zero clearance position, the piston 60 presses the plurality of friction plates 50, and the plurality of friction plates 50 are in the vertical direction of the first hub member 21. The wall portion 22 is moved between the holding portion 26 provided projecting on the side opposite to the driving source and the piston 60 and moved to a fastening position where a fastening state is achieved in which relative rotation is impossible.

  On the other hand, when the piston 60 is in the fastening position, when the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71 and the release hydraulic pressure is supplied to the release hydraulic chamber 72, the piston 60 is urged and moved in the release direction. The piston 60 is moved to the zero clearance position.

  The piston 60 is further moved while being biased in the releasing direction against the second spring 93 and moved to a position immediately before contact. Next, the piston 60 is urged and moved in the release direction against the first spring 92 and the second spring 93, and is moved to the release position.

Next, a supply oil passage for supplying hydraulic oil to the brake BR2 will be described.
The fastening supply oil passage L2 for supplying the fastening hydraulic fluid to the fastening hydraulic chamber 71 of the brake BR2 is formed in the second hub member 31 and the oil passage forming member 80. A release supply oil path L3 for supplying release hydraulic oil to the release hydraulic chamber 72 of the brake BR2 and a lubrication supply oil path L1 for supplying lubricating oil to the friction plate 50 are formed in the second hub member 31. Has been. The fastening supply oil passage L <b> 2 and the release supply oil passage L <b> 3 constitute an operation supply oil passage that supplies the hydraulic oil to the hydraulic chamber 70.

  As shown in FIG. 6, the fastening supply oil passage L <b> 2 is provided on the longitudinal wall portion 32 of the second hub member 31 and extends in the radial direction, and on the fastening boss portion 35. Axial oil passage 112 extending in the direction and connected to the radial oil passage 111, and axial oil provided in the coupling portion 81 of the oil passage forming member 80 and extending in the axial direction and connected to the axial oil passage 112. A radial oil passage 114 provided in the coupling portion 81 of the oil passage forming member 80, the coupling portion 83, and the fastening hydraulic chamber forming portion 82 and extending in the radial direction and connected to the axial oil passage 113; An axial oil passage 115 is provided in the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80, extends in the axial direction, is connected to the radial oil passage 114, and opens to the fastening hydraulic chamber 71. Yes.

  The second hub member 31 is formed so that the fastening supply oil passage L <b> 2 is connected to the valve body 5. The radial oil passage 111 of the second hub member 31 is provided in the vertical wall portion 32 of the second hub member 31, opens on the lower surface of the valve body connection portion 34, and is connected to the valve body 5. The valve body 5 is configured to be able to supply a predetermined fastening hydraulic pressure by supplying the fastening hydraulic fluid to the fastening hydraulic chamber 71 through the fastening supply oil passage L2.

  The radial oil passage 114 of the oil passage forming member 80 is formed to extend radially inward from the outer peripheral surface of the coupling portion 81 of the oil passage forming member 80, and the opening of the radial oil passage 114 is formed on the outer peripheral surface of the coupling portion 81. A closing member 85 for closing the part is attached.

  As shown in FIG. 7, the release supply oil passage L3 is provided on the vertical wall portion 32 of the second hub member 31, extends in the radial direction and opens to the release hydraulic chamber 72, and the release oil passage L3. An axial oil passage 122 is provided in the boss portion 36 and extends in the axial direction and is connected to the radial oil passage 121.

  The second hub member 31 is formed so that the release supply oil passage L <b> 3 is connected to the valve body 5. The radial oil passage 121 of the second hub member 31 is provided in the vertical wall portion 32 of the second hub member 310, opens on the lower surface of the valve body connection portion 34, and is connected to the valve body 5. The valve body 5 can supply a release hydraulic oil to the release hydraulic chamber 72 through the release supply oil passage L3 to supply a predetermined release hydraulic pressure.

  The axial oil passage 122 of the second hub member 31 is formed so as to extend in the axial direction from the end surface on the counter drive source side of the release boss portion 36 toward the drive source side, and the end surface on the counter drive side of the release boss portion 36. A fastening bolt 84 is attached as a closing member for closing the opening of the axial oil passage 122. A screw hole 36 a is formed in the opening of the axial oil passage 122 on the side opposite to the driving source of the release boss 36.

  As shown in FIGS. 4 and 5, the lubrication supply oil path L <b> 1 is provided in the vertical wall portion 32 of the second hub member 31 and extends in the radial direction, and the vertical oil path 131 of the second hub member 31. A circumferential oil passage 132 provided on the wall portion 32 and extending in an arc shape in the circumferential direction and connected to the radial oil passage 131, and a circumferential oil passage 132 provided on the lubricating boss portion 33 and extending in the axial direction. And a supply port 134 provided in the lubricating boss portion 33 and extending in the radial direction and connected to the axial oil passage 133 and opening on the outer peripheral surface of the fastening boss portion 35. It is constituted by.

  In the automatic transmission 10, as shown in FIG. 12, radial oil passages 111, 121, and 131 that respectively constitute a fastening supply oil passage L2, a release supply oil passage L3, and a lubrication supply oil passage L1 are transmission case. 11 are arranged side by side in the circumferential direction on the lower side. The circumferential oil passage 132 constituting the lubrication supply oil passage L3 is connected to the radial oil passage 131 and extends along the circumferential direction in an arc shape on the opposite radial oil passage 121 side. It extends to the opposite radial oil passage 121 side.

  Each of the five lubricating boss portions 33 is connected to the circumferential oil passage 132 and extends in the axial direction, and extends from the axial oil passage 133 radially outward to the outer peripheral surface of the lubricating boss portion 33. And a supply port 134 for supplying hydraulic fluid to the friction plate 50. A plurality of supply ports 134 are provided side by side in the axial direction.

  The second hub member 31 is formed such that the lubrication supply oil passage L <b> 1 is connected to the valve body 5. The radial oil passage 131 of the second hub member 31 is provided in the vertical wall portion 32 of the second hub member 31, opens on the lower surface of the valve body connection portion 34, and is connected to the valve body 5. The valve body 5 can supply the lubricating oil to the plurality of friction plates 50 through the lubricating supply oil passage L1.

  In the brake BR2, the lubricating hydraulic fluid is supplied to the friction plate 50 from the outer peripheral surface of the lubrication boss portion 33 of the second hub member 31, and the heat generation of the friction plate 50 is cooled. The lubricating hydraulic oil supplied to the friction plate 50 moves to the inner peripheral surface of the cylindrical portion 41 of the drum member 40, and is prevented from moving and staying in the axial direction due to the rotation of the cylindrical portion 41 of the drum member 40. Yes.

  As shown in FIGS. 4 and 12, the two axial oil passages 133 of the second hub member 31 are formed so as to extend in the axial direction from the end surface on the counter drive source side of the lubricating boss 33 to the drive source side. A closing member 29 that closes the opening of the axial oil passage 133 is attached to the end surface of the lubricating boss 33 on the side opposite to the driving source.

  As shown in FIG. 5, the three axial oil passages 133 ′ of the second hub member 31 are formed so as to extend in the axial direction from the end surface on the counter drive source side of the lubrication boss portion 33 to the drive source side. A fastening bolt 84 is attached to the end surface of the boss portion 33 on the side opposite to the driving side as a closing member that closes the opening of the axial oil passage 133 ′. A screw hole 33 a is formed in the opening of the axial oil passage 133 ′ on the side opposite to the drive source of the lubricating boss 33.

  As shown in FIG. 10, the cylindrical portion 23 of the first hub member 21 is formed with a lubricating notch 27 cut out in the circumferential direction corresponding to the lubricating boss 33 of the second hub member 31. Yes. The lubrication boss portion 33 of the second hub member 31 is disposed corresponding to the lubrication notch portion 27 of the cylindrical portion 23 of the first hub member 21, and the lubricating fluid is supplied to the friction plate 50 through the lubrication notch portion 27. Can be supplied.

  As shown in FIG. 14, the supply port 134 of the lubricating boss portion 33 is provided so as to incline toward the downstream side in the rotational direction of the friction plate 50 (the direction indicated by the arrow 50a) from the axial oil passage 133 toward the radially outer side. It has been. The supply port 134 is predetermined on the downstream side in the rotational direction of the friction plate 50 as indicated by an arrow 134a with respect to the radial direction (the direction indicated by the arrow 31a) of the second hub member 31 passing through the central axis 33b of the lubricating boss 33. Inclined at an angle θ1. The angle θ1 is set to an angle larger than 0 degree and smaller than 90 degrees, and is preferably set to an angle between 30 degrees and 45 degrees.

  As a result, the hydraulic fluid for lubrication is supplied from the supply port 134 toward the downstream side in the rotational direction of the friction plate 50, so the hydraulic fluid for lubrication is supplied in a direction orthogonal to the rotational direction of the friction plate 50. Compared to the case, the shear resistance of the lubricating oil can be reduced, and the drag resistance between the friction plates due to the lubricating oil can be suppressed.

Next, the operation of the brake BR2 configured as described above will be described.
17 is a cross-sectional view showing the brake in a released state, FIG. 18 is a cross-sectional view showing the brake in a state immediately before contact, FIG. 19 is a cross-sectional view showing the brake in a zero clearance state, and FIG. It is sectional drawing which shows a brake in. FIGS. 17 to 20 show an enlarged main part of the brake BR2 shown in FIG.

  In FIG. 17, the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71 and the release hydraulic pressure is supplied to the release hydraulic chamber 72 to compress the first spring 92 and the second spring 93 via the bias receiving member 100. The release state of the brake BR2 is shown in which the piston 60 is moved in the release direction on the counter drive source side and the position of the piston 60 is in the release position where the plurality of friction plates 50 are in the release state.

  When the brake BR2 is engaged, the release hydraulic pressure is discharged from the release hydraulic chamber 72 in the release state shown in FIG. 17, and the piston 60 is connected to the first spring 92 and the first via the bias receiving member 100 as shown in FIG. The second holding plate 95 is moved in the fastening direction on the driving source side until the second holding plate 95 comes into contact with the first cylindrical portion 37 of the second hub member 31 under the urging force of the two springs 93, and the position of the piston 60 is a plurality of friction plates. 50, the brake BR2 is in a state immediately before contact.

  When the second holding plate 95 comes into contact with the first cylindrical portion 37 of the second hub member 31 in the state immediately before contact shown in FIG. 18, the piston 60 is connected to the second via the biasing receiving member 100 as shown in FIG. 19. In response to the urging force of the spring 93, the second spring 93 is moved in the fastening direction to the free length, and the position of the piston 60 is in contact with or substantially in contact with the friction plate 50 without pressing the plurality of friction plates 50. The zero clearance position at which a certain zero clearance state is obtained is reached, and the brake BR2 is in the zero clearance state.

  When the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 in the zero clearance state shown in FIG. 19, the fastening direction is determined by the fastening hydraulic pressure supplied to the fastening hydraulic chamber 71 as shown in FIG. 20. The piston 60 presses the plurality of friction plates 50, and the position of the piston 60 becomes a fastening position where the plurality of friction plates 50 cannot be relatively rotated, and the brake BR2 is in a fastening state.

  On the other hand, when the brake BR2 is released, the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71 and the release hydraulic pressure is supplied to the release hydraulic chamber 72 in the engaged state shown in FIG. 17 is urged and moved in the release direction on the side opposite to the driving source by the release hydraulic pressure supplied to, and after passing through the zero clearance state shown in FIG. 19 and the state immediately before contact shown in FIG. 18, the release state shown in FIG. .

  In the brake BR2, the piston 60 can be moved from the release position to the position just before contact with the first spring 92 and the second spring 93 with good responsiveness, and can be moved with high accuracy from the position just before contact to the zero clearance position by the second spring 93. .

  As described above, the brake BR2 is slip-controlled when the vehicle starts. When the brake BR2 is engaged, a hydraulic pressure lower than the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 and the plurality of friction plates 50 are brought into a slip state, and then the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71. The friction plate 50 is fastened. On the other hand, when the brake BR2 is released, a hydraulic pressure lower than the release hydraulic pressure is supplied to the release hydraulic chamber 72, and the release hydraulic pressure is supplied to the release hydraulic chamber 72 after the plurality of friction plates 50 are slipped. The plurality of friction plates 50 are released from fastening.

  When the brake BR2 is engaged and released, the lubricating hydraulic oil is supplied to the plurality of friction plates 50 through the lubricating supply oil passage L1, and when the brake BR2 is slip-controlled, the plurality of friction plates are supplied through the lubricating supply oil passage L1. 50 is supplied with lubricating oil.

  In the present embodiment, in the brake BR2 in which a plurality of friction plates 50 are disposed between the hub member 20 coupled to the transmission case 11 and the drum member 40 coupled to the predetermined rotation member R3, the hub member 20 An axial oil passage 133 and a supply port 134 constituting the lubrication supply oil passage L <b> 1 are provided, and the supply port 134 is provided inclined to the downstream side in the rotation direction of the friction plate 50.

  Similarly, for other brakes and clutches in which a plurality of friction plates are arranged between the hub member and the drum member, the hub member is provided with an axial oil passage and a supply port that constitute a supply oil passage for lubrication. It is possible to provide the mouth with an inclination to the downstream side in the rotational direction of the friction plate.

  As described above, the automatic transmission 10 according to the present embodiment includes the frictional engagement element BR2 in which the plurality of friction plates 50 are disposed between the hub member 20 and the drum member 40, and the friction plate 50 is used for lubrication. A lubrication supply oil path L1 for supplying hydraulic oil is provided. The lubrication supply oil passage L1 includes an axial oil passage 133 and a supply port 134 that extends radially outward from the axial oil passage 133 while being provided in the hub member 20, and the supply port 134 extends from the axial oil passage 133. It is inclined and provided on the downstream side in the rotational direction of the friction plate 50 as it goes radially outward.

  Thus, in the automatic transmission 10 including the frictional engagement element BR2 in which the plurality of friction plates 50 are disposed between the hub member 20 and the drum member 40, lubrication is performed from the supply port 134 provided in the hub member 20. Since the hydraulic oil is supplied toward the downstream side in the rotational direction of the friction plate 50, the operation of the lubricating oil is performed as compared with the case where the hydraulic fluid for lubrication is supplied in a direction orthogonal to the rotational direction of the friction plate 50. The shear resistance of the oil can be reduced, and the friction plate 50 can be cooled while suppressing the drag resistance between the friction plates due to the lubricating oil.

  The frictional engagement element BR2 is a brake BR2 in which the hub member 20 is coupled to the transmission case 11 and the drum member 40 is coupled to a predetermined rotation member R3. Thus, in the automatic transmission 10 including the brake BR2 in which the plurality of friction plates 50 are disposed between the hub member 20 and the drum member 40, the drag resistance between the friction plates due to the lubricating oil is suppressed. The friction plate 50 can be cooled.

  The hub member 20 includes a cylindrical portion 23 having a spline portion 25 with which the friction plate 50 is spline-engaged, and includes a first hub member 21 formed of a ferrous material and a lubrication supply oil passage L1. And a second hub member 31 formed of an aluminum-based material, and a lubricating notch 27 is formed in the cylindrical portion 23 of the first hub member 21. The lubrication supply unit 33 supplies lubricating oil to the friction plate 50 through the lubrication notch 27.

  Thereby, compared with the case where the hub member which has the cylindrical part 23 provided with the spline part 25 and the supply part 33 for lubrication is formed with an aluminum-type material, the tooth brush of the spline part 25 can be made small, and a diameter can be reduced. It can be configured compactly in the direction. Further, as compared with the case where the hub member having the cylindrical portion 23 provided with the spline portion 25 and the lubrication supply portion 33 is formed of a ferrous material, the weight is reduced while supplying the lubricating hydraulic oil from the hub member side. Can be achieved. Accordingly, it is possible to reduce the weight while supplying the hydraulic fluid for lubrication from the hub member side, and to make it compact in the radial direction.

  The second hub member 31 is formed so as to be fitted to the transmission case 11 and connected to the valve body 5. As a result, the second hub member 31 provided with the lubrication supply oil passage L1 is fitted into the transmission case 11, so that the second hub member 31 provided with the lubrication supply oil passage L1 is fixed to the transmission case 11. The hydraulic oil can be easily supplied from the valve body 5 to the lubrication supply oil passage L1 of the hub member 20 by eliminating the backlash in the circumferential direction of the transmission case 11 at the connection portion between the hub member 20 and the valve body 5. can do.

  The automatic transmission 10 is connected to a drive source without a fluid transmission device, and the frictional engagement element BR2 is a brake BR2 that is slip-controlled at the start and is engaged at a first gear. Thus, in the automatic transmission 10 connected to the drive source without going through the fluid transmission device, when the brake BR2 that is fastened at the first speed at the time of start is slip-controlled, the friction plate made of lubricating hydraulic oil is used. It is possible to cool the friction plate 50 while suppressing drag between them.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the scope of the present invention.

  As described above, according to the present invention, in an automatic transmission having a friction fastening element in which a plurality of friction plates are arranged between a hub member and a drum member, drag between the friction plates by hydraulic fluid for lubrication is provided. Since it is possible to cool the friction plate while suppressing the resistance, this type of automatic transmission or a vehicle equipped with this type of automatic transmission may be suitably used.

5 Valve body 10 Automatic transmission 11 Transmission case 20 Hub member 21 First hub member 23 Cylindrical portion 25 of first hub member 27 Spline portion 27 Notch portion for lubrication 31 Second hub member 33 Boss portion for lubrication 40 Drum member 41 Drum Cylindrical member 50 Friction plate 60 Piston 133 Axial oil passage 134 of lubrication supply oil passage Supply port BR2 of lubrication supply oil passage Second brake L1 Supply oil passage for lubrication

Claims (5)

An automatic transmission comprising a friction engagement element having a hub member, a drum member, a plurality of friction plates disposed between the hub member and the drum member, and a piston for fastening the plurality of friction plates. There,
A lubrication supply oil path for supplying lubricating oil to the friction plate;
The lubrication supply oil passage is provided in the hub member and extends axially in the axial direction, and a supply port that supplies the friction plate with the working fluid for extending radially outward from the axial oil passage. And
The supply port is provided to be inclined toward the downstream side in the rotational direction of the friction plate as it goes radially outward from the axial oil passage.
Automatic transmission characterized by that. The frictional engagement element is a brake in which the hub member is coupled to a transmission case and the drum member is coupled to a predetermined rotating member.
The automatic transmission according to claim 1. The hub member has a cylindrical portion having a spline portion with which the friction plate is spline-engaged, is disposed adjacent to the first hub member, and is formed of a ferrous material. A lubrication supply section having the lubrication supply oil passage, and a second hub member formed of an aluminum-based material,
In the cylindrical portion of the first hub member, there is formed a lubricating notch that is notched in the circumferential direction corresponding to the lubricating supply portion of the second hub member,
The lubrication supply section supplies lubricating oil to the friction plate through the lubrication notch;
The automatic transmission according to claim 2. A valve body disposed below the transmission case;
The second hub member is formed so as to be fitted to the transmission case and to connect the lubrication supply oil passage to the valve body.
The automatic transmission according to claim 3. The automatic transmission is connected to a drive source without a fluid transmission device,
The friction engagement element is a brake that is slip-controlled at the start and is engaged at a first gear.
The automatic transmission according to any one of claims 1 to 4, wherein the automatic transmission is provided.

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