JP2021017913A - Friction fastening device of automatic transmission and its manufacturing method - Google Patents

Abstract

To achieve weight reduction while avoiding a problem of rigidity by further efficiently employing iron materials to a drum member and a hub member when aluminizing the drum member and the hub member, in a friction fastening device of an automatic transmission.SOLUTION: A friction fastening device 10 of an automatic transmission 1 comprises a rotating member 13 which is engaged with a plurality of friction plates 12a ... 12a, and a power transmission member 4a joined to the rotating member 13, and formed of iron materials. The rotating member 13 is formed of a first material X11 composed of a nonferrous metal which is lighter than the iron material in weight, and a second material X12 which is easier than the first material X11 in joining to the iron material is diffused and joined to a face to which the power transmission member of a joining part 13e joined with at least the power transmission member 4a of the rotating member 13 is joined.SELECTED DRAWING: Figure 6

Description

The present invention relates to a friction fastening device such as a clutch and a brake in an automatic transmission and a manufacturing method, and belongs to the technical field of a transmission mounted on a vehicle such as an automobile.

Generally, an automatic transmission mounted on a vehicle includes a transmission gear mechanism and a friction fastening device that realizes a plurality of shift stages by switching the power transmission path of the transmission gear mechanism, and the friction fastening device includes. It is provided with a clutch that intermittently connects two rotating members such as a drum member and a hub member, and a brake that fixes the rotation of one rotating member.

For example, the clutch is a multi-plate clutch having a plurality of friction plates, and includes an outer member (drum member) as a rotating member coupled to a predetermined power transmission member such as a constituent member of a planetary gear mechanism or a rotating shaft. It has an inner member (hub member) as a rotating member that is coupled to another predetermined power transmission member. Spline portions are provided on the inner peripheral side of the outer member and the outer peripheral side of the inner member, and in each spline portion, a friction plate having a spline portion on the outside and a friction plate having a spline portion on the inside alternate. Is engaged in.

Further, the brake is a multi-plate brake having a plurality of friction plates like the clutch described above, and has an outer member, an inner member, and a plurality of friction plates, and one of the outer member and the inner member is a transmission. It is fixed to the case and is configured to be non-rotatable.

In such a friction fastening device, a rotating member among the outer member and the inner member constituting the clutch and the brake is provided with a joint portion to be joined to the power transmission member.

By the way, in recent years, vehicles are required to be lighter in order to improve the fuel efficiency of the engine and reduce energy consumption such as reduction of power consumption when the motor is used as a drive source. As a part of this, automatic transmissions are required. Weight reduction is being considered. Specifically, among the rotating members constituting the automatic transmission, the above-mentioned drum member, hub member, etc., which are relatively heavy but have a large diameter, have a relatively small tangential load and a relatively low strength requirement, are made of aluminum. It is possible to reduce the weight by.

On the other hand, the power transmission member to which the drum member and the hub member are joined is often provided on the rotation center axis side of the transmission, and therefore is tangent to the outer peripheral portion to which the friction plate is fitted. The load is large, and iron materials are often used to ensure strength.

Therefore, when the drum member or the hub member is made of aluminum, it is necessary to join different materials of the iron member and the aluminum member at the joint portion with the power transmission member.

In response to this problem, in Patent Document 1, a drum member or a hub member is formed of a clad material in which an iron plate is pressed against an aluminum plate and then heated, and the mating surfaces of both plate materials are diffusely joined and integrated. Things are disclosed. The drum member and the hub member formed of the clad material of Patent Document 1 are configured to be joined to the power transmission member by the surface of the clad material on the iron material side.

As a result, since the drum member and the hub member are entirely formed of the clad material, the weight of the drum member and the hub member can be reduced as compared with the case where the entire drum member and the hub member are formed of the iron material, and the iron material side of the clad material can be reduced. Since it is joined to the power transmission member on the surface, the strength at the joint is ensured.

JP-A-2018-179263

However, since the clad material as described above is a member formed by pressure-welding an iron plate to one or both surfaces of an aluminum plate, for example, an iron material is required except for a joint with a power transmission member. Iron material will also exist in the parts that do not.

Therefore, according to the present invention, in the friction fastening device of an automatic transmission, when reducing the weight of a drum member or a hub member, how efficiently the iron material is applied to the drum member or the hub member formed of a non-ferrous metal such as aluminum to obtain strength. The issue is whether to reduce the weight while avoiding the above problems.

In order to solve the above problems, the friction fastening device of the automatic transmission according to the present invention is characterized by being configured as follows.

First, the invention according to claim 1 of the present application
A friction fastening device for an automatic transmission, comprising a rotating member to which a plurality of friction plates are engaged, and a power transmission member joined to the rotating member and formed of an iron material.
The rotating member is formed of a first material made of a non-ferrous metal, which is lighter than an iron material.
A second material, which is easier to join with the iron material than the first material, is diffusion-bonded to at least the surface of the rotating member to which the power transmission member is joined at the joint with the power transmission member. It is characterized by that.

According to the JIS standard, the "diffusion bonding" in claim 1 means "a pair of base materials are brought into close contact with each other and pressed under temperature conditions below the melting point of the base material to the extent that plastic deformation does not occur as much as possible. It refers to a method of joining by utilizing the diffusion of atoms generated between the joining surfaces.

Further, the "power transmission member" in claim 1 is a "constituent member or rotating shaft of a planetary gear mechanism" connected to a rotating member or a "connecting member connecting a constituent member or rotating shaft of a planetary gear mechanism and a rotating member". "including.

The invention according to claim 2 is the invention according to claim 1.
The first material is an aluminum material, and the second material is an iron material.

The invention according to claim 3 is the invention according to claim 1 or 2.
The rotating member has a spline portion with which the friction plate is engaged.
The second material is diffusion-bonded to the engaging portion of the spline portion with the friction plate.

The invention according to claim 4 is the invention according to claim 3.
The engaging portions are provided on the inner peripheral side and the outer peripheral side of the spline portion of the rotating member, respectively.
A second material is diffusion-bonded to both engaging portions.

The invention according to claim 5
A method for manufacturing a friction fastening device for an automatic transmission, comprising a rotating member to which a plurality of friction plates are engaged, and a power transmission member joined to the rotating member and formed of an iron material.
The rotating member has a joint portion with the power transmission member and a spline portion with which the friction plate is engaged.
The rotating member is formed of a first material made of a non-ferrous metal, which is lighter than an iron material.
A second material, which is easier to join with the iron material than the first material, is joined to at least one of the joint portion and the engagement portion with the friction plate in the spline portion.
The first material and the second material are bonded by diffusion bonding by hot pressing.

According to the first aspect of the present invention, in the rotating member formed of the lightweight first material, the second material, which is easier to join with the iron material than the first material, is formed of the iron material. It is diffusion-bonded to the joint that needs to be joined with the rotating element of. As a result, by applying the second material to the rotating members of the automatic transmission where they are required for strength and joining, it is possible to effectively reduce the weight while avoiding strength problems. it can.

According to the second aspect of the present invention, since the iron material is diffusion-bonded to the joint portion where the joint strength is required in the rotating member made of the aluminum material as a whole, the claim is made without increasing the weight. The effect of the invention described in item 1 can be achieved. Since the joint portion of the rotating member is made of an iron material, a conventional equipment for joining the iron materials can be used for joining the power transmission member.

According to the third aspect of the present invention, since the second material is diffusion-bonded to the joint portion and the engaging portion of the rotating member, the joint strength of the joint portion with the power transmission member is secured and the joint strength is ensured. In the engaging portion of the spline portion of the rotating member, the friction plate is engaged with the engaging portion to satisfy the strength requirement for transmitting power.

Specifically, since the plurality of friction plates engaged with the spline portion of the rotating member have a small axial dimension (plate thickness) of the friction plate, the tooth portion of the spline of the friction plate in the spline portion of the rotating member When the surface pressure becomes high at the engaging portion and the rotating member is made of the first material, the strength of the engaging portion of the spline portion with the friction plate may be insufficient.

According to the invention of claim 3 of the present application, since the second material is diffusion-bonded to the engaging portion of the rotating member, the surface pressure on the rotating member is increased by increasing the axial dimension of the friction plate or the like. There is no need to lower it. As a result, an increase in the axial dimension of the rotating member and an increase in the size of the automatic transmission can be prevented.

In the friction fastening device of the transmission, for example, a structure in which two rotating members are provided so as to overlap in the radial direction, specifically, a drum member of a clutch arranged on the inner peripheral side and an outer peripheral side are arranged. There is a double clutch structure that can also be used as the hub member of the clutch. In such a double clutch structure, the friction plate is engaged with the inner peripheral side and the outer peripheral side of the spline portion of the rotating member.

On the other hand, according to the invention of claim 4, the engaging portions with the friction plates on the inner peripheral side and the outer peripheral side in the spline portion of the rotating member are formed of the second material. The strength of the rotating member is ensured.

According to the invention of claim 5, the rotating member can diffuse-bond the second material only to the portion necessary for the first material of the rotating member by hot pressing. As a result, the amount of the second material can be reduced as compared with the case where the rotating member uses a clad material in which the plate material made of the second material is attached to one or both surfaces of the plate material made of the first material. it can. As a result, the weight of the rotating member can be reduced, and the strength of the rotating member at the joint with the power transmission member can be ensured.

It is a skeleton diagram of the automatic transmission which concerns on 1st Embodiment of this invention. It is a fastening table of the automatic transmission of FIG. It is sectional drawing of the clutch part of the automatic transmission which concerns on 1st Embodiment of this invention. It is sectional drawing of the brake part of a part of the automatic transmission which concerns on 1st Embodiment of this invention. It is explanatory drawing of the material applied to the drum member of a 1st clutch and the hub member of a 1st clutch. It is an enlarged view of the main part of the 1st clutch of FIG. It is an enlarged view of the main part of the modification of the joint part between the power transmission part and the part other than the power transmission part of the hub member which concerns on 1st Embodiment. FIG. 6 is a sectional view taken along the line AA of FIG. It is explanatory drawing of the material applied to the drum member of a 2nd clutch. It is an enlarged view of the main part of the 2nd clutch of FIG. It is explanatory drawing of the material applied to the hub member of the 3rd brake. It is an enlarged view of the main part of the 3rd brake of FIG. It is explanatory drawing of (a) material applied to the other friction fastening device provided with two clutches stacked in the radial direction, and (b) the sectional view of the other friction fastening device.

Hereinafter, the friction fastening device of the automatic transmission according to the embodiment of the present invention will be described.

FIG. 1 is a skeleton diagram showing the configuration of the automatic transmission 1 according to the embodiment of the present invention, and the automatic transmission 1 is applied to a vehicle with a horizontal engine such as a front engine front drive vehicle. As the main components, a torque converter 3 attached to the engine output shaft 2, a first clutch 10 and a second clutch 20 in which power is input from the torque converter 3 via the input shaft 4, and these clutches 10 The transmission mechanism 30 has a transmission mechanism 30 in which power is input from one or both of the 20 and 20, and these are housed in the transmission case 5 in a state of being arranged on the axis of the input shaft 4.

Here, the transmission case 5 includes a main body portion 5a constituting the outer circumference, a front (torque converter side) wall 5b in which an oil pump 6 driven by an engine via a torque converter 3 is housed, and a main body portion 5a. It is composed of an intermediate wall 5d provided in the intermediate portion of the above.

The first and second clutches 10 and 20 are housed between the front wall 5b and the intermediate wall 5d, and the transmission mechanism 30 is housed between the intermediate wall 5d and the end cover 5c. An output gear 7 for extracting power from the transmission mechanism 30 is arranged between the second clutches 10 and 20 and the intermediate wall 5d, and the power extracted from the output gear 7 is different via the counter drive mechanism 8. It is transmitted to the moving device 9 to drive the left and right axles 9a and 9b.

The torque converter 3 is arranged facing the case 3a connected to the engine output shaft 2, the pump 3b fixed in the case 3a, and the pump 3b, and is driven by the pump 3b via hydraulic oil. The stator 3e, which is interposed between the turbine 3c and the pump 3b and the turbine 3c, and is supported by the transmission case 5 via the one-way clutch 3d to increase the torque, and the case 3a and the turbine 3c. It is composed of a lockup clutch 3f provided between them and directly connecting the engine output shaft 2 and the turbine 3c via the case 3a. Then, the rotation of the turbine 3c is transmitted to the first and second clutches 10 and 20 and the transmission mechanism 30 side via the input shaft 4.

The transmission mechanism 30 has first, second, and third planetary gear sets (hereinafter referred to as “gear sets”) 40, 50, and 60, which are between the intermediate wall 5d and the end cover 5c in the transmission case 5. They are arranged in this order from the front side.

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

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

Further, the sun gear 41 of the first gear set 40 and the sun gear 51 of the second gear set 50 are connected to the hub member 11 of the first clutch 10 and are connectably connected to the input shaft 4 via the first clutch. .. Further, the carrier 53 of the second gear set 50 is disconnected and connected to the input shaft 4 via the hub member 21 of the second clutch 20.

Further, the ring gear 44 of the first gear set 40 and the carrier 53 of the second gear set 50 are connected to the transmission case 5 via the first brake 70 arranged in parallel so as to be connected to the transmission case 5 of the second gear set 50. The ring gear 54 and the carrier 63 of the third gear set 60 are connected to and from the transmission case 5 via the second brake 80, and the ring gear 64 of the third gear set 60 is connected via the third brake 90. It is connected to the transmission case 5 so that it can be connected and disconnected.

With the above configuration, according to the automatic transmission 1, the first and second clutches 10, 20 and the first, second, and third brakes 70, 80, and 90 are combined to move forward 6th speed and backward. The speed can be obtained, and the relationship between the combination and the speed change is shown in the fastening table of FIG.

In the first speed, the first clutch 10 and the first brake 70 are engaged, and the rotation of the input shaft 4 is input to the sun gear 41 of the first gear set 40, and is decelerated by the first gear set 40 at a large reduction ratio. The output is output from the carrier 43 of the first gear set 40 to the output gear 7.

In the second speed, the first clutch 10 and the second brake 80 are engaged, and the rotation of the input shaft 4 is input to the sun gear 41 of the first gear set 40, and at the same time, the first gear set is passed through the second gear set 50. It is also input to the ring gear 44 of 40, and the rotation of the input shaft 4 is decelerated at a reduction ratio smaller than that of the first gear, and is output from the carrier 43 of the first gear set 40 to the output gear 7.

In the third speed, the first clutch 10 and the third brake 90 are engaged, and the rotation of the input shaft 4 is input to the sun gear 41 of the first gear set 40, and at the same time, via the third gear set 60 and the second gear set 50. The input is also input to the ring gear 44 of the first gear set 40, and the rotation of the input shaft 4 is decelerated at a reduction ratio even smaller than that of the second speed, and is output from the carrier 43 of the first gear set 40 to the output gear 7.

In the 4th speed, the 1st clutch 10 and the 2nd clutch 20 are engaged, and the rotation of the input shaft 4 is input to the sun gear 41 of the 1st gear set 40, and at the same time, the first clutch is directly passed through the 2nd gear set 50. It is also input to the ring gear 44 of the gear set 40. As a result, the entire first gear set 40 rotates integrally with the input shaft 4, and the rotation of the reduction ratio 1 is output from the carrier 43 to the output gear 7.

In the 5th speed, the 2nd clutch 20 and the 3rd brake 90 are engaged, and the rotation of the input shaft 4 is directly input to the ring gear 44 of the 1st gear set 40 via the 2nd gear set 50, and at the same time, the 3rd gear. It is also input to the sun gear 41 of the first gear set 40 via the gear set 60 and the second gear set 50, the rotation of the input shaft 4 is accelerated, and the output is output from the carrier 43 of the first gear set 40 to the output gear 7.

In the 6th speed, the second clutch 20 and the second brake 80 are engaged, and the rotation of the input shaft 4 is directly input to the ring gear 44 of the first gear set 40 via the second gear set 50, and at the same time, the second gear is second. It is also input to the sun gear 41 of the first gear set 40 via the gear set 50, and the rotation of the input shaft 4 is accelerated by a speed increasing ratio larger than that of the fifth speed, and the output gear is increased from the carrier 43 of the first gear set 40. It is output to 7.

Then, at the reverse speed, the first brake 70 and the third brake 90 are fastened, and the rotation of the input shaft 4 is input to the sun gear 41 of the first gear set 40 via the third gear set 60 and the second gear set 50. .. At this time, by reversing the rotation direction in the second gear set 50, the carrier 43 of the first gear set 40 outputs the rotation in the direction opposite to the rotation direction of the input shaft 4 to the output gear 7.

Next, with reference to FIGS. 3 to 12, specific configurations of the first and second clutches 10, 20 and the third brake 90 as the friction fastening device constituting the feature portion of the present invention will be described.

FIG. 3 shows the components of the automatic transmission 1 between the front wall 5b and the intermediate wall 5d of the transmission case 5.

As shown in FIG. 3, the first clutch 10 is a multi-plate clutch having a plurality of friction plates, and is a drum as an outer member that supports the plurality of friction plates 12a ... 12a so as to be movable in the axial direction on the outer periphery thereof. A member 13, a hub member 11 as an inner member that supports a plurality of friction plates 12b ... 12b so as to be movable in the axial direction on the inner circumference thereof, and a piston 14 that presses the plurality of friction plates 12a ... 12a, 12b ... 12b. It has a fastening hydraulic chamber 15 to which a fastening hydraulic oil for urging the piston 14 in the fastening direction is supplied, and a centrifugal balance chamber 16 arranged to face the fastening hydraulic chamber 15 with the piston 14 interposed therebetween.

The drum member 13 of the first clutch 10 extends radially inward from the cylindrical spline portion 13a to which the plurality of friction plates 12a ... 12a are engaged and the front end (right side in the drawing) of the spline portion 13a. It has a communication unit 13d and.

The spline portion 13a includes a spline engaging portion 13c that engages the friction plates 12a ... 12a on the inner peripheral side. Further, in particular, in the present embodiment, a sleeve-shaped connecting member 4a (corresponding to a power transmission member in the claims) is connected to the lower end portion of the connecting portion 13d. The drum member 13 is connected to the input shaft 4 via the connecting member 4a.

The connecting member 4a extends axially from the rear side of the front wall 5b toward the rear side (left side in the drawing) and extends toward the rear side from the tip of the boss portion 5b1 that inserts and supports the input shaft 4, and the portion thereof. Is connected to the input shaft 4. Specifically, the spline portion 4b formed on the inner peripheral surface of the connecting member 4a and the spline portion 4c formed on the outer peripheral surface of the input shaft 4 facing the spline portion 4b are spline-engaged. Therefore, the drum member 13 of the first clutch 10 rotates together with the input shaft 4 via the connecting member 4a.

The connecting member 4a is made of an iron material, has a front side portion 4d having a large outer peripheral diameter, a central portion 4e having a smaller outer peripheral diameter than the front side portion 4d, and a rear having a smaller outer peripheral diameter than the central portion 4e. It has a stepped shape including a side portion 4f. In the connecting member 4a, the vertical wall portion 4g on the front side (right side in the drawing) of the front side portion 4d is welded to the joint portion 13e provided in the connecting portion 13d of the drum member 13 of the first clutch 10.

The hub member 11 of the first clutch 10 has a cylindrical spline portion 11a that engages a plurality of friction plates 12b ... 12b and a vertical portion that extends radially inward from the rear side (left side in the drawing) end of the spline portion 11a. It has a wall portion 11b and.

The spline portion 11a has a spline engaging portion 11c that engages the friction plates 12b ... 12b on the outer peripheral side. A sleeve-shaped connecting member 51a (corresponding to a power transmission member in the claims) is connected to the lower end of the vertical wall portion 11b. The hub member 11 is connected to the sun gear 51 (see FIG. 1) of the second gear set 50 via the connecting member 51a.

The connecting member 51a between the hub member 11 and the sun gear 51 is on the inner peripheral side and on the rear side (left side in the drawing) of the spline portion 4b of the connecting member 4a between the drum member 13 and the input shaft 4, and is on the rear side in the axial direction. It has a cylindrical portion 51b extending in the radial direction and a flange portion 51c extending radially outward from an end portion of the cylindrical portion 51b on the front side (right side in the drawing).

As shown in FIG. 4, a spline portion 51d formed at the rear end of the cylindrical portion 51b of the connecting member 51a and the sun gear 51 of the second gear set 50 are spline-engaged. Therefore, the hub member 11 of the first clutch 10 rotates together with the sun gear 51 of the second gear set 50 via the connecting member 51a.

Further, the connecting member 51a is made of an iron material, and the peripheral surface portion 51e having a central axis in a direction parallel to the axis at the tip of the flange portion 51c of the connecting member 51a is joined to the vertical wall portion 11b of the hub member 11. The portion 11d is welded.

As shown in FIG. 3, the second clutch 20 is a multi-plate clutch having a plurality of friction plates like the first clutch 10, and the plurality of friction plates 22a ... 22a can be moved axially on the outer periphery thereof. A drum member 23 as an outer member to support, a hub member 21 as an inner member to support a plurality of friction plates 22b ... 22b so as to be movable in the axial direction on the inner circumference thereof, and a plurality of friction plates 22a ... 22a, 22b ... A piston 24 that presses 22b, a fastening hydraulic chamber 25 to which fastening hydraulic oil for urging the piston 24 in the fastening direction is supplied, and a centrifugal balance chamber 26 that is arranged to face the fastening hydraulic chamber 25 with the piston 24 in between. Has.

The drum member 23 of the second clutch 20 extends radially inward from the cylindrical spline portion 23a to which the plurality of friction plates 22a ... 22a are engaged and the front end (right side in the drawing) of the spline portion 23a. It has a communication unit 23d and.

The spline portion 23a includes a spline engaging portion 23c that engages the friction plates 22a ... 22a on the inner peripheral side. Further, in particular, in the present embodiment, a sleeve-shaped connecting member 4a (corresponding to a power transmission member in the claims) is connected to the lower end portion of the connecting portion 23d. The drum member 23 is connected to the input shaft 4 via the connecting member 4a.

In this embodiment, a sleeve-shaped connecting member 4a that connects the drum member 13 of the first clutch 10 and the input shaft 4 and a sleeve-shaped connecting member 4a that connects the drum member 23 of the second clutch 20 and the input shaft 4 are connected. The connecting member 4a is made of the same parts. Therefore, the drum member 23 of the second clutch 20 rotates together with the input shaft 4 via the connecting member 4a.

In the connecting member 4a, the vertical wall portion 4h on the rear side (left side in the drawing) of the front side portion 4d is welded to the joint portion 23e provided in the connecting portion 23d of the drum member 23 of the second clutch 20.

Similar to the hub member 11 of the first clutch 10, the hub member 21 of the second clutch 20 has a cylindrical spline portion 21a that engages a plurality of friction plates 22b ... 22b and a rear side of the spline portion 21a (left side in the drawing). ), It has a vertical wall portion 21b extending inward in the radial direction.

The spline portion 21a has a spline engaging portion 21c that engages the friction plates 22b ... 22b on the outer peripheral side. A sleeve-shaped connecting member 53a (corresponding to a power transmission member in the claims) is connected to the lower end of the vertical wall portion 21b. The hub member 21 is connected to the carrier 53 (see FIG. 1) of the second gear set 50 via the connecting member 53a.

The connecting member 53a of the hub member 21 and the carrier 53 is on the inner peripheral side and on the rear side (left side in the drawing) of the spline portion 4b of the connecting member 4a of the drum member 23 and the input shaft 4, and is on the rear side in the axial direction. It has a cylindrical portion 53b extending in the radial direction and a flange portion 53c extending radially outward from an end portion of the cylindrical portion 53b on the front side (right side in the drawing).

As shown in FIG. 4, the spline portion 53d formed at the rear end of the cylindrical portion 53b of the connecting member 53a and the carrier 53 of the second gear set 50 are spline-engaged. Therefore, the hub member 21 of the second clutch 20 rotates together with the carrier 53 of the second gear set 50 via the connecting member 53a.

Further, the connecting member 53a is made of an iron material, and the peripheral surface portion 53e having a central axis in a direction parallel to the axis at the tip of the flange portion 53c of the connecting member 53a is joined to the vertical wall portion 21b of the hub member 21. The portion 21d is welded.

As shown in FIG. 4, the third brake 90 is a multi-plate brake having a plurality of friction plates, and the plurality of friction plates 91a ... 91a, which are a part of the third brake 90, constitute the transmission case 5. The end cover 5c is supported so as to be movable in the axial direction on the outer periphery thereof, and the other plurality of friction plates 91b ... 91b are supported by the hub member 92 as an inner member so as to be movable in the axial direction on the inner circumference thereof. ing. Further, the third brake 90 includes a piston 93 that presses the plurality of friction plates 91a ... 91a, 91b ... 91b, and a fastening hydraulic chamber 94 to which fastening hydraulic oil for urging the piston 93 in the fastening direction is supplied. Have.

The hub member 92 of the third brake 90 has a cylindrical spline portion 92a that supports a plurality of friction plates 91b ... 91b, and a flange portion 92d that extends radially inward from the rear end of the spline portion 92a. ..

The spline portion 92a of the third brake 90 is provided with a spline engaging portion 92c that engages the friction plates 91b ... 91b on the outer peripheral side. Further, in particular, in the present embodiment, the ring gear 64 (corresponding to the power transmission member in the claims) of the third gear set 60 is joined to the flange portion 92d.

Further, the ring gear 64 of the third gear set 60 is made of an iron material, and the rear end portion 64a is provided on the front side surface of the flange portion 92d of the hub member 92 of the third brake 90. Is joined to.

By the way, the drum members 13, 23, the hub members 11, 21, and the hub member 92 of the third brake 90 in the first and second clutches 10 and 20 in the present embodiment are made of an aluminum material as a first material. It is formed of a material in which an iron material as the material of No. 2 is diffusely joined by hot pressing. As a whole, the material is a hollow disk-shaped second material on a predetermined portion of at least one of the front surface and the back surface of the base material formed of the aluminum material as the first material in the shape of a hollow disk. Is formed by diffusion bonding by hot pressing.

Hereinafter, the materials forming the drum members 13 and 23 of the first and second clutches 10 and 20, the hub members 11 and 21, and the hub member 92 of the third brake 90, and the manufacturing method of the materials will be described. ..

As shown in FIG. 5, the material X1 for the drum member 13 of the first clutch is a ring-shaped second material on one surface of the aluminum material X11 as the hollow disk-shaped first material. The aluminum material X11, the first iron material X12, and the second iron material X13 are hot by heating the first iron material X12 and the second iron material X13 as a hollow disk-shaped second material in a state of being in pressure contact with each other. It is formed by diffusion bonding and integration by pressing.

The first iron material X12 is joined to a predetermined portion on the inner peripheral side of the aluminum material X11 (the region dotted in FIG. 5A), and the second iron material X13 is a predetermined portion on the outer peripheral side of the aluminum material X11. It is joined to (the area dotted in FIG. 5A). The second iron material X13 is formed to have a wider radial width than the first iron material X12.

As shown in FIG. 6, when the material X1 of FIG. 5 is applied to the drum member 13 of the first clutch 10, the surface of the material X1 on the side where the first iron material X12 and the second iron material X13 are joined becomes the inner peripheral side. By the press deep drawing process as described above, the material X1 is formed into a cylindrical shape, and splines are formed on the inner peripheral surface of the portion where the second iron material X13 is diffusion-bonded.

The first iron material X12 is arranged at a portion corresponding to the joint portion 13e of the first clutch 10, and the second iron material X13 is a spline to which the friction plate 12a of the spline portion 13a of the drum member 13 of the first clutch 10 is engaged. It is arranged at a portion corresponding to the engaging portion 13c.

As a result, only the joint portion 13e and the spline engaging portion 13c of the drum member 13 of the first clutch 10 are formed of the iron materials X12 and X13, and the other parts are formed of the aluminum material X11. The joint portion 13e of the drum member 13 is axially joined to the vertical wall portion 4g on the rear side of the connecting member 4a. In this embodiment, the connecting member 4a and the joint portion 13e of the drum member 13 can be welded by energizing between the electrodes while being sandwiched by the pair of electrodes. ..

Further, a plurality of friction plates 12a ... 12a are engaged with the spline engaging portion 13c formed of the second iron material X13 on the inner peripheral side of the spline portion 13a of the drum member 13 of the first clutch 10.

As shown in FIG. 5, the material X2 for the hub member 11 of the first clutch is a ring-shaped second material on one surface of the aluminum material X21 as the hollow disk-shaped first material. The aluminum material X21, the first iron material X22, and the second iron material X23 are hot-pressed by heating the 1 iron material X22 and the second iron material X23 as a hollow disk-shaped second material in a state of being in pressure contact with each other. It is formed by diffusion bonding and integration.

The first iron material X22 is joined to a predetermined portion on the inner peripheral side of the aluminum material X21 (the region dotted in FIG. 5A), and the second iron material X23 is a predetermined portion on the outer peripheral side of the aluminum material X21. It is joined to (the area dotted in FIG. 5A). The second iron material X23 is formed to have a wider radial width than the first iron material X22.

As shown in FIG. 6, when the material X2 of FIG. 5 is applied to the hub member 11 of the first clutch 10, the surface of the material X2 on the side where the first iron material X21 and the second iron material X22 are joined becomes the outer peripheral side. By deep-drawing the material X2, the material X2 is formed into a cylindrical shape, and splines are formed on the outer peripheral surface of the portion where the second iron material X23 is diffusion-bonded.

The first iron material X21 is arranged at a portion corresponding to the joint portion 11d of the first clutch 10, and the second iron material X22 is a spline to which the friction plate 12b of the spline portion 11a of the hub member 11 of the first clutch 10 is engaged. It is arranged at a portion corresponding to the engaging portion 11c.

As a result, only the joint portion 11d and the spline engaging portion 11c of the hub member 11 of the first clutch 10 are formed of the iron materials X22 and X23, and the other parts are formed of the aluminum material X21. The lower end of the vertical wall portion 11b of the hub member 11 is burring processed so that the joint portion 11d to which the first iron material X22 is joined wraps around to the inner peripheral portion side. The joint portion 11d and the outer peripheral surface portion of the connecting member 51a are welded.

In this embodiment, the peripheral surface portion 51e of the connecting member 51a and the vertical wall portion 11b of the hub member 11 are welded by energizing the inner peripheral surface of the annular outer metal member while press-fitting another inner metal member. A ring mash joint can be adopted.

The lower end portion of the vertical wall portion 11b of the hub member 11 may be processed by heme processing instead of burring processing. Specifically, as shown in FIG. 7, the hub member 111 is made of aluminum as a whole, and the iron material X22 is joined to the joint portion 111d provided on the vertical wall portion 111b. At the lower end of the vertical wall portion 111b of the hub member 111, the surface to which the iron material of the vertical wall portion 111b is joined wraps around to the inner peripheral portion side, and the joint portion 111d is formed by hemming that is folded up. The portion 111d and the peripheral surface portion 51e of the connecting member 51a are welded together. In this case, it is preferable to join the first iron material X21 at a position shifted from the inner peripheral side to the outer peripheral side.

Here, FIG. 8 shows a cross section taken along the line AA of FIG. 6, which is used to attach the spline portion 13a of the drum member 13 of the first clutch 10 and the spline portion 13a when the material X1 is applied. The friction plates 12a ... 12a to be engaged will be described.

As shown in the figure, a friction plate 12a is engaged with the spline engaging portion 13c of the spline portion 13a of the drum member 13 of the first clutch 10, and the spline engaging portion 13c is connected to the friction plate 12a during power transmission. A contact surface 13c'... 13c'with which the tooth portions 12a'... 12a' come into contact is provided.

Since the second iron material X13 of the material X1 is joined to the spline engaging portion 13c, the contact surfaces 13c'... 13c' provided on the spline engaging portion 13c are also formed of the second iron material X13. To.

In the present embodiment, only the spline engaging portion 13c of the drum member 13 has been described, but the spline engaging portion 11c of the hub member 11 is also a friction plate like the spline engaging portion 13c of the drum member 13. The contact surface with which the tooth portion of 12b comes into contact is formed of the second iron material X23.

As shown in FIG. 9, the material X3 for the drum member 23 of the second clutch is a ring-shaped second material on one surface of the aluminum material X31 as the hollow disk-shaped first material. The 1 iron material X32 is heated in a state where the second iron material X33 as a hollow disk-shaped second material is pressed against the other side surface of the aluminum material X21, and the aluminum material X31, the first iron material X32, and the first iron material X32 are heated. , The second iron material X33 is diffused and joined by hot pressing to be integrated.

The first iron material X32 is joined to a predetermined portion on the inner peripheral side of the aluminum material X31, and the second iron material X32 is a predetermined portion on the outer peripheral side of the aluminum material X31 (the area dotted in FIG. 9A). It is joined to. The second iron material X33 is formed to have a wider radial width than the first iron material X32.

As shown in FIG. 10, when the material X3 of FIG. 9 is applied to the drum member 23 of the second clutch 20, the surface of the material X3 to which the first iron material X32 is joined becomes the front side (right side in the drawing). In addition, the material X3 was formed into a cylindrical shape and the second iron material X33 was diffusion-bonded by pressing deep drawing so that the surface on the side where the second iron material X33 was joined was the inner peripheral side. A spline is formed on the inner peripheral surface of the site.

The first iron material X32 is arranged at a portion corresponding to the joint portion 23e of the second clutch 20, and the second iron material X33 is a spline to which the friction plate 22a of the spline portion 23a of the drum member 23 of the second clutch 20 is engaged. It is arranged at a portion corresponding to the engaging portion 23c.

As a result, only the joint portion 23e and the spline engaging portion 23c of the drum member 23 of the second clutch 20 are formed of the iron materials X32 and X33, and the other parts are formed of the aluminum material X31. The joint portion 23e of the drum member 23 is axially joined to the vertical wall portion 4h on the rear side of the connecting member 4a. In this embodiment, the connecting member 4a and the joint portion 23e of the drum member 23 can be welded by energizing between the electrodes while being sandwiched by the pair of electrodes. ..

Although the hub member 21 has different dimensions, the material X2 of FIG. 5 can be used as in the first clutch 10, and thus the description thereof will be omitted.

As shown in FIG. 11, the material X4 for the hub member 92 of the third brake 90 is a ring-shaped second material on one surface of the aluminum material X41 as the hollow disk-shaped first material. The first iron material X42 is heated in a state where the second iron material X43 as a hollow disk-shaped second material is pressed against the other surface of the aluminum material X21, and the aluminum material X41 and the first iron material X42, And, it is formed by diffusing and joining the second iron material X43 by hot pressing and integrating them.

The first iron material X42 is joined to a predetermined portion of the intermediate portion on one side surface of the aluminum material X41, and the second iron material X42 is a predetermined surface on the other side of the aluminum material X41 and on the outer peripheral side. It is joined to the site (the area dotted in FIG. 9A). The second iron material X43 is formed to have a wider radial width than the first iron material X42.

As shown in FIG. 12, when the material X4 of FIG. 11 is applied to the hub member 92 of the third brake 90, the second iron material X43 is arranged so that the first iron material X42 of the material X4 is on the front side (right in the figure). The material X4 is formed into a cylindrical shape by pressing deep drawing so that the surface on the joined side is on the outer peripheral side, and a spline is formed on the outer peripheral surface of the portion where the second iron material X43 is diffusion-bonded. Will be done.

The first iron material X42 is arranged at a portion corresponding to the joint portion 92f of the third brake 90, and the second iron material X43 is a spline to which the friction plate 91c of the spline portion 92a of the hub member 92 of the third brake 90 is engaged. It is arranged at a portion corresponding to the engaging portion 92c.

As a result, only the joint portion 92f and the spline engaging portion 92c of the hub member 92 of the third brake 90 are formed of the iron materials X42 and X43, and the other parts are formed of the aluminum material X41. The joint portion 92f of the hub member 92 is axially joined to the ring gear 64 as a power transmission member. In this embodiment, the ring gear 64 and the joint portion 92f of the hub member 92 can be welded by energizing between the electrodes while being sandwiched by the pair of electrodes.

According to the embodiment configured as described above, the drum members 13, 23, the hub members 11, 21, and the first and second clutches 10, 20 formed of the aluminum members X11, X21, X31, and X41 as a whole. The connecting members 4a, 51a, 53a of the hub member 92 of the third brake 90, and the connecting members 4a, 51a, 53a, and the power transmission of the joints 11d, 13e, 21d, 23e, 92f with the power transmission member 64. The first iron materials X12, X22, X32, and X42 are diffusion-bonded to the surface on the member 64 side.

As a result, by applying the iron material only to the rotating members 11, 13, 21, 23, 92 of the automatic transmission 1 where necessary for strength and joining, it is effective while avoiding the problem of strength. It is possible to reduce the weight.

Since the joint portions 11d, 13e, 21d, 23e, 92f, the connecting members 4a, 51a, 53a, and the power transmission member 64 are made of an iron material, the conventional iron materials are joined to each other. Equipment can be used.

The spline engaging portions 11c, 13c, 21c, 23c, 92c of the drum members 13, 23 of the first and second clutches 10 and 20, the hub members 11, 21, and the hub member 92 of the third brake 90 are made of a second iron material. X13, X23, X33, and X43 are diffusion-bonded. As a result, the strength requirements of the spline engaging portions 11c, 13c, 21c, 23c, and 92c that transmit power are satisfied.

Here, the action of the drum member 13 of the first clutch 10 on the spline engaging portion 13c with the friction plate 12a will be described with reference to FIG. In the following, the illustrated drum member 13 of the first clutch 10 and a plurality of friction plates 12a ... 12a engaging with the drum member 13 will be described, but the hub member 11 of the first clutch 10 and the hub Friction plates 12b ... 12b engaging with the member 11, friction plates 22a ... 22a engaging with the drum member 23 of the second clutch 20 and the drum member 23, hub member 21 of the second clutch 20 and the hub member 21. The same applies to the friction plates 22b ... 22b that match, the hub member 92 of the third brake 90, and the friction plates 91b ... 91b that engage with the hub member 92.

As shown in the figure, on the spline engaging portion 13c side of the spline portion 13a of the drum member 13 with the friction plates 12a ... 12a, the tooth portions 12a'of the splines of the friction plates 12a ... 12a come into contact with each other during power transmission. Since the friction plate 12a of the drum member 13 has a small thickness, a high surface pressure acts on the contact surfaces 13c'... 13c' of the splines of the friction plate 12a with the tooth portions 12a'... 12a'. As a result, the contact surfaces 13c'... 13c' of the drum member 13 are required to have strength.

On the other hand, in the present embodiment, the spline portion 13a of the drum member 13 is on the spline engaging portion 13c side with the friction plate 12a ... 12a, and the spline tooth portion 12a'... of the friction plate 12a ... 12a. Since the contact surface 13c'... 13c'with the 12a'is formed of the second iron material X13 of the material X1, the strength of the contact surface 13c'... 13c' of the drum member 13 can be ensured.

As a result, for example, the surface pressure of the spline portion 13a of the drum member 13 as compared with the case where the contact surface 13c'... 13c' on the spline engaging portion 13c side with the friction plates 12a ... 12a is formed of an aluminum material or the like. It is not necessary to increase the thickness of the friction plate in order to lower the thickness, and the drum member 13 can be configured compactly in the axial direction.

Further, rotating members such as the drum members 13, 23 of the first and second clutches 10 and 20, the hub members 11, 21 and the hub member 92 of the third brake 90 are necessary for the aluminum material (first material). It is formed by diffusion-bonding an iron material (second material) to only a part of the material by hot pressing. As a result, the amount of the iron material can be reduced as compared with the case where the clad material in which the plate material made of the iron material is attached to one or both surfaces of the plate material made of the aluminum material is used for the rotating member. As a result, the weight of the rotating member can be reduced while ensuring the strength requirement of the rotating member.

In the above embodiment, an example is a case where the spline engaging portion 13c of the drum member 13 is formed on the inner peripheral side of the drum member 13 and the spline engaging portion 11c of the hub member 11 is formed on the outer peripheral side of the hub member 11. I explained to, but it is not limited to this.

As shown in FIG. 13, in the friction fastening device of the transmission, for example, a structure in which two clutches are provided so as to overlap in the radial direction, specifically, a first clutch CL11 arranged on the inner peripheral side. There is a double clutch structure in which the drum member 113 and the hub member 113 of the second clutch CL12 arranged on the outer peripheral side are also used. In such a double clutch structure, the friction plates 112 and 122 are engaged with the inner peripheral side and the outer peripheral side of the spline portion 113a of the rotating member.

As shown in FIG. 13A, the material X5 for the drum member 113 of the first clutch CL11 and the hub member 113 of the second clutch CL12 is one of the aluminum materials X51 as the first material having a hollow disk shape. A first iron material X52 as a ring-shaped second material and a hollow disk-shaped second iron material X53 are placed on the side surface as a hollow disk-shaped second material on the other side surface of the aluminum material X51. The third iron material X54 is heated in a pressure-welded state, and the aluminum material X51 and the first iron material X52, the second iron material X53, and the third iron material X54 are diffusion-bonded and integrated by hot pressing. Is formed by.

The first iron material X52 is joined to a predetermined portion on the inner peripheral side of one side surface of the aluminum material X51, and the second iron material X53 is joined to a predetermined portion on the outer peripheral side of one side surface of the aluminum material X51. The third iron material X54 is joined to a predetermined portion on the other side of the aluminum material X51 and on the outer peripheral side. In the present embodiment, the second iron material X53 and the third iron material X54 are formed to have a wider radial width than the first iron material X52.

As shown in FIG. 13 (b), when the material X5 of FIG. 13 (a) is applied to the drum member 113 of the first clutch CL11 and the material X5 for the hub member 113 of the second clutch CL12, the first material X5 The surface on the side where the second iron material X53 is joined is the outer peripheral side so that the 1 iron material X52 is on the front side (right in the figure), and the surface on the side where the third iron material X54 is joined is the inner peripheral side. The material X5 is formed into a cylindrical shape by press deep drawing so as to be, and the outer peripheral surface of the portion where the second iron material X53 is diffusion-bonded and the inside of the portion where the third iron material X54 is diffused. Splines are formed on the peripheral surface.

The first iron material X52 is arranged at a portion corresponding to a joint portion with another power transmission member (not shown), and the second iron material X53 is with a plurality of friction plates 112 of the spline portion 113a in the hub portion 113 of the second clutch CL12. The third iron material X54 is arranged at a position corresponding to the spline engaging portion 113b of the first clutch CL11, and is arranged at a position corresponding to the spline engaging portion 113c of the spline portion 113a in the drum portion 113 of the first clutch CL11.

As a result, only the joint portion between the drum member 113 of the first clutch CL11 and the hub member 113 of the second clutch CL12 and the spline engaging portions 113b and 113c with the plurality of friction plates 112 and 122 are the iron materials X52 and X53. It is made of X54, and the other part is made of aluminum material X51. As a result, the strength of the spline engaging portions 113b and 113c is secured while reducing the weight of the drum member 113 of the first clutch CL11 and the hub member 113 of the second clutch CL12.

In the above-described embodiment, an aluminum material is used as the first material and an iron material is used as the second material, but as the first material, non-ferrous metal such as magnesium, which is not easy to join with the iron material and is lighter than the iron material, is used. A metal may be used, and a material that can be easily bonded to the iron material may be used as the second material.

The present invention is not limited to the configuration described in the above embodiment, and various modifications can be made.

As described above, according to the present invention, in the friction fastening device of an automatic transmission, when the drum member or the hub member is made of aluminum, how efficiently the iron material is applied to the drum member or the hub member causes a problem in strength. Since it is possible to reduce the weight while avoiding it, it may be suitably used in the manufacturing industry field of the friction fastening device of the automatic transmission mounted on the vehicle.

1 Automatic transmission 4a, 51a, 53a, 64 Connecting member (power transmission member)
10, 20, 90 1st clutch, 2nd clutch, 3rd brake (friction fastening device)
11, 13, 21, 23, 92 Rotating member 11, 21, 92 Hub member (inner member)
11a, 13a, 21a, 23a, 92a Spline portions 11c, 13c, 21c, 23c, 92c Spline engaging portions (engaging portions)
11d, 21d, 13e, 23e, 92f Joints 12a, 12b, 22a, 22b, 91a, 91b Multiple friction plates 13, 23 Drum members (outer members)
X11, X21, X31, X41 Aluminum material (first material)
X12, 13, X22, X23, X32, X33, X42, X43 Iron material (second material)

Claims (5)

A friction fastening device for an automatic transmission, comprising a rotating member to which a plurality of friction plates are engaged, and a power transmission member joined to the rotating member and formed of an iron material.
The rotating member is formed of a first material made of a non-ferrous metal, which is lighter than an iron material.
A second material, which is easier to join with the iron material than the first material, is diffusion-bonded to at least the surface of the rotating member to which the power transmission member is joined at the joint with the power transmission member. A friction fastening device for automatic transmissions. The friction fastening device for an automatic transmission according to claim 1, wherein the first material is an aluminum material and the second material is an iron material. The rotating member has a spline portion with which the friction plate is engaged.
The friction fastening device for an automatic transmission according to claim 1 or 2, wherein the second material is diffusion-bonded to the engaging portion with the friction plate in the spline portion. The engaging portions are provided on the inner peripheral side and the outer peripheral side of the spline portion of the rotating member, respectively.
The friction fastening device for an automatic transmission according to claim 3, wherein a second material is diffusion-bonded to both engaging portions. A method for manufacturing a friction fastening device for an automatic transmission, comprising a rotating member to which a plurality of friction plates are engaged, and a power transmission member joined to the rotating member and formed of an iron material.
The rotating member has a joint portion with the power transmission member and a spline portion with which the friction plate is engaged.
The rotating member is formed of a first material made of a non-ferrous metal, which is lighter than an iron material.
A second material, which is easier to join with the iron material than the first material, is joined to at least one of the joint portion and the engagement portion with the friction plate in the spline portion.
A method for manufacturing a friction fastening device for an automatic transmission, which comprises joining the first material and the second material by diffusion joining by hot pressing.

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