JP2712862B2 - Forced lubrication mechanism for planetary gear units - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a forced lubrication mechanism for a planetary gear unit, and more particularly, to a lubricating oil passage which penetrates the inside of a carrier, and lubricates the inner periphery of a pinion through the lubricating oil passage. The present invention relates to a forced lubrication mechanism for supplying oil.

[0002]

2. Description of the Related Art As shown in FIG. 4, for example, a planetary gear unit 11 incorporated in an automatic transmission of an automobile has a structure shown in FIG.
Sun gear 25 and carrier 2 arranged around output shaft 5
1, the rotating elements of the pinion 22 and the ring gear 23 are provided, and the lubrication of the pinion 22 is performed using centrifugal force.

The output shaft 5 has an axial oil passage 5a and radial oil passages 5b, 5c, 5d.
A sun gear 25 is fitted on the outer periphery of the gear, a boss 21a of the carrier 21 is spline-coupled, and a hub 23a of the ring gear 23 is engaged.

The pinion 22, which meshes with the sun gear 25 and the ring gear 23, is rotatably supported by a needle bearing 22a mounted on a pin 21b of the carrier 21, and the pin 21b has an axial oil hole 21c and an oil hole 21c. And an oil hole 21d that opens toward the needle bearing 22a in communication with the needle bearing 22a. An oil reservoir 21k is attached to the entrance of the oil hole 21c.

When the rotating element of the planetary gear unit 11 operates, the lubricating oil supplied to the inner periphery of the pinion 22 is supplied to the outer periphery of the output shaft 5 via the oil passages 5a and 5c of the output shaft 5. Due to the centrifugal force acting on this, the oil passes through the thrust bearing 23b interposed between the boss 21a and the hub 23a adjacent to each other, and is guided by the oil reservoir 21k, so that the oil hole 21c of the pin 21b is formed. Is supplied to the inner periphery of the pinion 22, that is, the needle bearing 22a through the oil hole 21d.

[0006]

Recently, as the speed and torque of an automobile engine increase, the relative rotation speed of the pinion with respect to the carrier increases, and the transmission torque also tends to increase. For this reason, it became necessary to supply more lubricating oil to the inner periphery of the pinion, but it was difficult to supply a sufficient amount of lubricating oil if relying on passive lubrication by centrifugal force. The problem occurred.

However, when positive lubrication is actively performed to increase the amount of lubricating oil, it is necessary to drill an oil hole in the boss portion of the carrier that is spline-coupled to the output shaft. The perforation reduces the connection strength between the boss and the shaft. In order to prevent a reduction in the connection strength, it is conceivable to extend the connection length by increasing the axial length of the boss portion.In this case, however, the mounting position of the ring gear must be shifted, and the entire planetary gear unit must be shifted. A new problem that the length in the axial direction is extended may occur.

Accordingly, the present invention provides a lubricating oil passage that extends a boss portion of a carrier spline-coupled to a shaft in the axial direction, rotatably supports a ring gear on the outer periphery of the boss portion, and penetrates the carrier. By forming the planetary gear unit, it is possible to supply a sufficient amount of lubricating oil to the inner circumference of the pinion without lowering the connection strength between the shaft and the carrier and without extending the entire length of the planetary gear unit. It is an object to provide a forced lubrication mechanism.

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and a boss portion of a carrier and a hub portion of a ring gear are arranged adjacent to each other on an outer peripheral surface of a shaft in an axial direction. In a planetary gear unit that supplies lubricating oil from an oil passage formed in a shaft to a pinion rotatably supported by a carrier, a spline is formed on the outer peripheral surface of the shaft, and the boss portion of the carrier extends in the axial direction. A lubricating oil passage formed by extending and engaging the extended boss with a spline, engaging the hub with the outer peripheral surface of the extended boss to rotatably support the ring gear, and penetrating the carrier. And one end of the lubricating oil passage is opened toward the oil passage of the shaft at an axial middle of the extended boss portion, and the other end of the lubricating oil passage is opened toward the inner periphery of the pinion. It is characterized by the following.

[0010]

According to the above construction, by extending the axial length of the boss portion of the carrier spline-coupled to the shaft, a lubricating oil passage that opens in the middle of the boss portion is formed.
By increasing the connection length between the shaft and the carrier, the connection strength between the two can be increased.

Even when the boss portion of the carrier is extended, the hub portion of the ring gear adjacent to the boss portion is engaged with the outer peripheral surface of the boss portion to rotatably support the carrier, so that the boss portion and the hub portion can be rotated. Can be overlaid, so that the entire planetary gear unit does not extend in the axial direction.

Further, the lubricating oil passage penetrating the carrier has one end opened in the axial direction of the boss portion, and before and after the boss portion and the shaft are spline-coupled to maintain the oil tightness. Therefore, the lubricating oil can be effectively supplied to the inner periphery of the pinion where the other end of the lubricating oil passage opens without leaking from here.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

An embodiment in which the present invention is applied to a front planetary gear unit 11 shown in FIG. 2 will be described below.

First, the front planetary gear unit 1
An outline of the automatic transmission 1 equipped with the OD 1 will be described with reference to FIG. 2. The automatic transmission 1 has an OD input shaft 2, an input shaft 3 and an output shaft 5 arranged concentrically. , O
On the D input shaft 2, a torque converter 7 having a lock-up clutch 6 and an auxiliary transmission unit 10 including an OD planetary gear unit 9 are arranged, while on the output shaft 5, a front planetary gear unit 11 A main transmission unit 13 including a rear planetary gear unit 12 is provided. The three planetary gear units 9, 11, and 12 are all housed inside a transmission case 15.

The OD planetary gear unit 9 has a sun gear 16 fitted on the OD input shaft 2 and a carrier 17 directly connected to the OD input shaft 2.
A pinion 19 is meshed with the pinion 6. A ring gear 20 that is directly connected to the input shaft 3 of the main transmission unit 13 is meshed with the pinion 19. And sun gear 16 and carrier 1
7, an OD direct clutch C0 and a one-way clutch F0 are interposed, and an OD brake B is provided between the sun gear 16 and the transmission case 15.
0 is interposed.

The front planetary gear unit 11
A carrier 21 directly connected to the output shaft 5, a pinion 22 axially mounted on the carrier 21, a ring gear 23 meshing with the pinion 22, a front sun gear 25a meshing with the pinion 22;
Is formed at the front end and a sun gear 25 is formed at the rear end to form a rear sun gear 25b that meshes with the pinion 26 of the rear planetary gear unit 12. The sun gear 25 has a first coast brake B1 interposed between the transmission gear 15 and the sun gear 25.
And a direct clutch C2 is interposed therebetween.
Further, a forward clutch C1 is interposed between the ring gear 23 and the input shaft 3.

The rear planetary gear unit 12 has a ring gear 27 directly connected to the output shaft 5, a pinion 26 meshing with the ring gear 27, and a carrier 29 rotatably supporting the pinion 26, and a rear sun gear 25 meshing with the pinion 26.
b is formed at the front end and the rear end of the sun gear 25 together with the front sun gear 25a of the front planetary gear unit 11. The sun gear 25 is rotatably fitted on the output shaft 5, and the one-way clutch F1,
It is connected to the transmission case 15 via the brake B2. A brake B3 and a one-way clutch F2 are interposed between the carrier 29 and the transmission case 15.

Next, the operation of the automatic transmission 1 will be described with reference to FIGS.

Each clutch C0, C1, C of the automatic transmission 1
2. Each of the brakes B0, B1, B2, B3 and each of the one-way clutches F0, F1, F2 are connected to each of the positions P, R,
The control is performed as shown in the operation table of FIG. In the figure, each clutch C0, C1, C2, each brake B0,
The engagement states of B1, B2, and B3 and the locked states of the one-way clutches F0, F1, and F2 are indicated by ○, while the released state of the former and the free state of the latter are indicated by X. I have. However, the ◎ marks of the one-way clutches F1 and F2 indicate that the one-way clutches F1 and F2 are in a free state during engine braking.

First, at the first speed in the D range or the third range, the OD direct clutch C0, the one-way clutches F0 and F2, and the forward clutch C1 are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 10
The OD planetary gear unit 9 is integrally connected directly via the OD direct clutch C0 and the one-way clutch F0, and the right rotation of the OD input shaft 2 is directly transmitted to the input shaft 3 of the main transmission unit 13. .
In the main transmission unit 13, the rotation of the input shaft 3 is transmitted to the ring gear 23 of the front planetary gear unit 11 via the forward clutch C1, and
2, while being transmitted to the output shaft 5 integrated with the pinion 22 and applying a leftward revolving force to the pinion 26 of the rear planetary gear unit 12 via the sun gear 25.
This revolution is prevented by the one-way clutch F2, and the pinion 26 rotates and transmits power to a ring gear 27 integrated with the output shaft 5. That is, the main transmission unit 13 is in the first speed state, and together with the direct connection state of the subtransmission unit 10, the entire automatic transmission 1 is in the first speed state. At this time, when transmitting the rotational torque to the output shaft 5, the main transmission unit 13 transmits the rotational torque to the output shaft 5 via the front planetary gear unit 11 and the rear planetary gear unit 12.
, And the load received by each gear is distributed accordingly.

At the 2nd speed in the D range, the OD brake B0, the one-way clutch F2 and the forward clutch C1 are engaged, and the others are in the released state. Accordingly, in the subtransmission unit 10, the sun gear 16 is locked by the OD brake B0, the pinion 19 rotates and revolves to transmit power to the ring gear 20, and the speed is increased (0D) to the input shaft 3 of the main transmission unit 13. Transmit rotation. The main transmission unit 13 is in the same state as the first speed state, so that the first speed of the main transmission unit 13 and the speed increase of the auxiliary transmission unit 10 are combined to put the entire automatic transmission 1 into the second speed state.

At the 3rd speed in the D range, the OD direct clutch C0, the one-way clutch F0, the forward clutch C1, the one-way clutch F1 and the brake B2 are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 10 is in the direct connection state described above, and the rotation of the OD input shaft 2 is transmitted to the input shaft 3 of the main transmission unit 13 as it is. The main transmission unit 13 transmits the rotation of the input shaft 3 to the ring gear 23 of the front planetary gear unit 11 via the clutch C1 and applies a leftward rotational force to the sun gear 25 via the pinion 22. The rotation in this direction is prevented by the one-way clutch F1 associated with the engagement of the brake B2, so that the pinion 22 revolves while rotating, and the second speed rotation is transmitted to the output shaft 5 via only the front planetary gear unit 11. . As a result, the automatic transmission 1 as a whole has the third speed, due to the direct connection state of the subtransmission unit 10 and the second speed state of the main transmission unit 13.

At the 4th speed in the D range, the OD direct clutch C0, the one-way clutch F0, the forward clutch C1, the direct clutch C2 and the brake B2 are engaged, and the others are in the released state. Accordingly, the auxiliary transmission unit 10 is in the directly connected state described above, and the main transmission unit 13 is integrated with the front planetary gear unit 11 by the engagement of the clutches C1 and C2, and the rotation of the input shaft 3 remains unchanged as the output shaft. 5 is transmitted. As a result, the direct connection of the sub transmission unit 10 and the main transmission unit 1
In combination with the third speed, the fourth speed can be obtained in which the OD input shaft 2, the input shaft 3, and the output shaft 5 rotate integrally as a whole of the automatic transmission 1.

At the 5th speed in the D range, the OD brake B0, the forward clutch C1, the direct clutch C2 and the brake B2 are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 10 operates at the speed increase (O
D) state, and the main transmission unit 13 is also in the above-mentioned third speed state. Together with these two transmission units 10, 13, the fifth speed can be obtained as a whole of the automatic transmission 1.

In the R range, the OD direct clutch C0, the one-way clutch F0, the direct clutch C2 and the brake B3 are engaged, and the others are in the released state. Accordingly, the auxiliary transmission unit 10 is in a directly connected state, and the main transmission unit 13 is configured such that the rotation of the input shaft 3
2 directly to the sun gear 25 and the brake B
Since the rotation of the rear pinion 26 is locked by 3, the rotation of the sun gear 25 is transmitted to the ring gear 27 as the left rotation through the rotation of the pinion 26, and reverses the output shaft 5.

At the 3rd speed in the 3rd or L range, the first coast brake B1 is engaged in the 3rd speed in the D range, so that the rotation of the sun gear 25 is prevented in both directions. Engine braking becomes possible.

At the first speed in the L range, the brake B3 is engaged in the first speed in the D range, so that the revolution of the rear pinion 26 is prevented in both directions, and engine braking is enabled.

As described above, when the main transmission unit 13 is in the first or second speed, the pinion 22 is rotated by the ring gear 23 in addition to the revolving motion of the carrier 21, and rotates relative to the carrier 21. Become. And
In particular, the speed increase by the auxiliary transmission unit 10 is added to this,
When the automatic transmission 1 is in the second speed as a whole, the relative rotation of the pinion 22 is increased, and it is necessary to increase the amount of lubricating oil supplied to the pinion 22.

Next, the front planetary gear unit 11, which is a main part of the present invention, will be described in detail with reference to FIG.

The front planetary gear unit 11
The output shaft 5 is disposed around the output shaft 5 as a whole.
, A lubricating oil supply path is formed by an oil passage 5a formed in the axial direction and oil passages 5b, 5c, 5d formed in the radial direction from the oil passage 5a.

A sun gear 25 is rotatably fitted to the rear end side (the right side in FIG. 1) of the outer periphery of the output shaft 5, and the sun gear 25 has inner and outer teeth 25d. And an oil passage 25e that communicates with the oil passage. A drum member 25f is engaged with the rear end of the tooth portion 25d, and the rotation of the input shaft 3 is connected to and disconnected from the sun gear 25 via the drum member 25f by engagement and disengagement of the front direct clutch C2. ing. Further, when the drum member 25f is fixed by the first coast brake B1, the sun gear 25 is thereby locked.

On the outer peripheral surface between the oil passages 5b and 5d of the output shaft 5, splines 5e are formed on the front and rear sides of the oil passage 5c, and the boss 21a of the carrier 21 is engaged with the spline 5e. Have been combined. The boss portion 21a is formed to be long in the front-back direction, and a lubricating oil passage 21e that opens toward the oil passage 5c of the output shaft 5 at an intermediate position in the axial direction is formed in the radial direction of the carrier 21. The lubricating oil passage 21e further penetrates the pin 21f of the carrier 21 in the axial direction, and further penetrates in the radial direction to open toward the inner periphery of the pinion 22. A predetermined portion of the lubricating oil passage 21e is closed by a plug 21g, and a joint portion of the output shaft 5 with the oil passage 5c is kept oil-tight by spline coupling before and after the joint. 5c is supplied to the pinion 2
2 is effectively supplied to the inner circumference. This pinion 22 is rotatably supported on the outer periphery of a pin 21f via a needle bearing 22a, meshes with the teeth 25d of the sun gear 25 on the inner diameter side, and the inner peripheral surface of the ring gear 23 on the outer diameter side. Of the teeth 23b. In addition,
Washers 22b are arranged on the front end face and the rear end face of the pinion 22.

The ring gear 23 has a hub portion 23a on the inner diameter side.
The inner periphery of the hub portion 23a is engaged with the outer peripheral surface 21h of the boss portion 21a extending forward of the carrier 21,
Thus, the entire ring gear 23 is rotatably supported. A thrust bearing 23c is interposed between the front surface of the ring gear 23 and the input shaft 3 and between the rear surface and the carrier 21, respectively. Further, a forward clutch C1 is interposed between the ring gear 23 and the flange member 3a integrated with the input shaft 3, and the rotation of the input shaft 3 is disengaged by an actuator 26 by the engagement of the actuator 26 so that the rotation of the ring gear 23 is prevented. Is to be cut off. However, the forward clutch C1 is always
Are engaged, whereby the ring gear 23 is constantly rotating.

Next, regarding the operation of the above-described embodiment,
This will be described with reference to FIGS.

As described above, when the auxiliary transmission unit 10 is in the overspeed (OD) state, and the main transmission unit 13 is in the first speed state and the automatic transmission 1 is in the second speed, the input shaft 3 is rotated at an increased speed. Then, the ring gear 23 also rotates at an increased speed via the forward clutch C1. On the other hand, the sun gear 25 rotates in the opposite direction to the ring gear 23 based on the release of the direct clutch C2, whereby the pinion 22 rotates at high speed, that is, rotates relatively to the carrier 21.

At this time, the lubricating oil supplied to the oil passage 5a of the output shaft 5 by a hydraulic device (not shown) is supplied from the oil passage 5c to the lubricating oil passage 21e of the carrier 21 without leaking. 22, that is, forcibly supplied to the needle bearing 22 a. Thereby, a large amount of lubricating oil can be effectively supplied to the pinion 22.

[0038]

As described above, according to the present invention,
The carrier boss is extended in the axial direction and spline-coupled to the outer peripheral surface of the shaft, the ring gear is rotatably supported by a hub engaged with the outer peripheral surface of the boss, and a lubricating oil passage penetrating the carrier. Is formed, one end of which is opened toward the oil passage of the shaft in the middle of the boss portion in the axial direction, and the other end is opened toward the inner periphery of the pinion, so that the connection length between the carrier and the shaft is reduced. While ensuring sufficient length of the carrier and ring gear in the axial direction can be prevented from increasing, and leakage when lubricating oil is supplied from the shaft to the carrier can be minimized. And a large amount of lubricating oil can be effectively supplied to the inner periphery of the pinion by forced lubrication without deteriorating the overall compactness in the axial direction.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an embodiment of the present invention.

FIG. 2 is a schematic diagram of an automatic transmission to which the present invention is applied.

FIG. 3 is an operation table of the automatic transmission.

FIG. 4 is a sectional view of a main part showing a conventional example.

[Explanation of symbols]

Reference Signs List 5 output shaft (shaft) 5a, 5b, 5c, 5d oil passage 5e spline 11 front planetary gear unit (planetary gear unit) 21 carrier 21a boss portion 21e lubricating oil passage 21h outer peripheral surface of boss portion 22 pinion 23 ring gear 23a hub portion

 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Yasuo Hojo 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-58-131453 (JP, A) JP-A-2-278058 (JP, A) Japanese Utility Model Showa 63-49053 (JP, U)

Claims (1)

(57) [Claims] 1. A boss portion of a carrier and a hub portion of a ring gear are arranged adjacent to each other in an axial direction on an outer peripheral surface of a shaft, and are bored in a shaft with respect to a pinion rotatably supported by the carrier. In a planetary gear unit that supplies lubricating oil from an oil passage, a spline is formed on the outer peripheral surface of the shaft, the boss is formed to extend in the axial direction, and the extended boss is engaged with the spline. The hub portion is engaged with the outer peripheral surface of the extended boss portion to rotatably support the ring gear, forming a lubricating oil passage penetrating the carrier, and connecting one end of the lubricating oil passage to the lubricating oil passage. A forced lubrication mechanism for a planetary gear unit, characterized in that the extended boss portion opens toward the oil passage of the shaft at an axial midway and the other end opens toward the inner periphery of the pinion.