JP3731713B2 - Planetary gear mechanism of automatic transmission - Google Patents

Description

上の表において、○はそのクラッチまたはブレーキの係合を表している。１速ではロークラッチ２２が係合され、インプットシャフト２６の回転はリアサンギヤ１４ａ、リアピニオン１４ｂ、リアキャリアプレート１４ｄよりアウトプットシャフト２８に伝達される。このとき、ワンウエイクラッチ６８はリアインターナルギヤ１４ｃの逆転を拘束するように機能する。
【００２９】
２速ではセカンドアンドオーバドライブブレーキ２０及びロークラッチ２２が係合される。フロントサンギヤ１３ａはケース側に拘束され、インプットシャフト２６の回転はフロントサンギヤ１３ｃからもリアピニオン１４ｂにも加えられる。
【００３０】
３速ではハイクラッチ１６及びロークラッチ２２が係合され、インプットシャフト２６の回転はリアサンギヤ１４ａよりリアピニオン１４ｂに伝わると共にフロントピニオン１３ｂを介してリアインターナルギヤ１４ｃに伝達される。即ち、リアのギヤ13a, 13b, 13cは一体で回転しその回転がアウトプットシャフト２８に伝達される（変速比は１となる）。
【００３１】
４速ではハイクラッチ１６及びセカンドアンドオーバドライブブレーキ２０が係合され、フロントサンギヤ１３ａが拘束状態となるため、インプットシャフト２６の回転はフロントピニオン１３ｂよりフロントインターナルギヤ１３ｃに取り出され、ここよりリアピニオン１４ｂに伝えられ、アウトプットシャフト２８に伝達される（このときはオーバドライブとなっている）。
【００３２】
後進では、リバースクラッチ１８及びローアンドリバースブレーキ２４が係合され、フロントピニオン１３ｂ及びリアインターナルギヤ１４ｃが固定状態となり、インプットシャフト２６の回転はフロントサンギヤ１３ａよりフロントインターナルギヤ１３ｃ次いでリアピニオン１４ｂよりアウトプットシャフト２８に取り出される（逆転）。
【００３３】
次ぎにエクステンションハウジング１１内にはエクステンション室９８が形成され、エクステンション室９８内において、アウトプットシャフト２８上にはパワートレーンハウジング１０のリア端に近接してパーキングギヤ１００が設けられる。また、アウトプットシャフト２８の中間部にはスピードメータギヤ８２が設けられ、かつアウトプットシャフト２８のリア側端部にはシール装置８４が設けられる。また、スピードメータギヤ８２よりリア側のアウトプットシャフト２８上にはフランジ付スペーサ（又はリテーナ）８６が設けられ、このスペーサ８６はそのフランジがエクステンションハウジング１１の内周におけるスラスト受け用ストッパ11-1とスラスト軸受８７を介し係合することによりアウトプットシャフト２８の軸方向における右方向の位置決めを行うように機能するものである。即ち、アウトプットシャフト２８上の一対のスナップリング88, 90間にスピードメータギヤ８２が固定されており、スペーサ８６はスピードメータギヤ８２のリア側を止めるスナップリング９０とフロント側端が係合し、リア側端は別のスナップリング９２と係合されている。即ち、スペーサ８６はスナップリング90, 92によりアウトプットシャフト２８上に保持されている。従って、アウトプットシャフト２８はスペーサ８６がスラスト軸受８７と当たるとそれ以上は右側に移動することができない。一方、アウトプットシャフト２８の軸方向における左側方向の位置決めはパーキングギヤ１００がスラスト軸受け１０１と当たることにより行なわれる。
【００３４】
変速機の組み立ての過程でこの実施形態ではアウトプットシャフト２８の軸位置の固定は、右側へはスペーサ８６がスラスト軸受８７によってハウジング１１のスラスト受け部11-1に当たり、左側へはパーキングギヤ１００がスラスト軸受１０１によってハウジング１１のボス部３８に当たることにより行なわれる。従って、遊星歯車機構13, 14はクラッチ２２と共にアセンブリとしてアウトプットシャフト２８に組み付けることが可能である。
【００３５】
図１３は従来方式におけるアウトプットシャフトの位置決め方式を示す。この従来方式では図示実施形態の如きスペーサは具備されず、アウトプットシャフトの位置決めはフロント側において行っていた。即ち、アウトプットシャフト３００（図２の２８に相当）に取り付けるべき最もフロント側（上側）の部品であるリア遊星歯車機構のリアキャリアプレート３０２（図１の１４ｄに相当）を挿入し、そのフロント側にスナップリング３０４を取り付けることでアウトプットシャフト３００の位置決めを行っていた。そのため、この従来方式の組み付け手順では、リア遊星歯車機構及びそれに付属するクラッチを１つのアセンブリとして組み付けることはできず、リア遊星歯車機構からキャリヤプレート３０２だけを最初にスナップリング３０４によりアウトプットシャフト３００上に取り付け、残りの部品をサブアセンブリとして組み付けざるを得なかった。そのため、組み付け工数が増加する問題点があった。また、スナップリング３０４の取り付けは狭いハウジング内部の見え難いところでの作業となり、作業性が良好ではなく、組み付けミスが生じ易い欠点があった。
【００３６】
図３のスペーサ８６を使用したこの発明の実施形態はこのような従来技術における問題点を解消し、組み付けミスが生じ難くかつサブアセンブリ化が不要なため組み付け工数の短縮が可能となる。また、この実施形態は、組み付け中におけるアウトプットシャフト２８の所定位置を確保することを部品点数をそれほど増やすことなくまた、軸長を大きくすることなく実現するこものである。即ち、スペーサ８６自体は従来は使用されていなかった部品であるが、その取り付け個所は従来はなにもなかったスピードメータギヤに隣接する部位であり、スペーサの設置は軸長を全然増加させることがない。そして、スペーサ３６のためのスナップリングのうちフロント側のスナップリングはスピードメータギヤのため従来から使用されていたものの兼用であり、この部位でのスナップリングの増加は１つだけである。これに対して従来のリアキャリアプレートの拘束のためのスナップリング３０４はリアキャリアプレート３０２のフロント側にこれに軸方向に隣接して形成される環状溝に装着するものであり、環状溝の幅分軸長を要していたが、この実施形態ではリアキャリアプレートの位置決めのためのスナップリングが不要となるためその分軸方向寸法を短縮することが可能である。また、自動変速機の作動中についていえば、スペーサ８６はスナップリングの代わりにスラスト軸受８７を介してハウジング１１と当接することによりスラスト荷重を受けており、強度増加という観点からも有利である。
【００３７】
インプットシャフト２６は軸方向孔26-1, 26-2及び軸方向孔26-1, 26-2に開口する半径方向孔26-3, 26-4, 26-5, 26-6を形成しており、またアウトプットシャフト２８は軸方向孔28-1及び軸方向孔28-1に開口する半径方向孔28-2, 28-3を形成しており、軸方向に供給されてきた潤滑油は半径方向に送り出され、ラジアル及びスラスト軸受部や油圧室44, 48, 54, 72, 76を形成するピストン42, 44, 56, 70, 74のシール部に給油され、回転摺動部の必要な潤滑が行われるようになっている。特に、リア側の潤滑について説明すると、従来においては図１４に示すようにアウトプットシャフト３００（図２の２８に相当）の軸方向孔300-1（図２の28-1に相当）をパーキングギヤ３０６（図２の１００に相当）を超えるようにリア側まで延ばし、ここから半径方向孔300-2によって潤滑油をエクステンションハウジング１１内に噴出・拡散させる構造をとるのが普通であった。この場合、軸方向孔の長さによりアウトプットシャフトの強度的な低下が大きい問題があった。
【００３８】
この実施形態は従来技術におけるのこの問題を解消することを意図した給油構造をもっており、この給油構造について説明すると、図２に示すように、給油孔アウトプットシャフト２８の軸方向給油孔28-1はパーキングギヤ１００の手前で留まっており、軸方向給油孔28-1に開口する半径方向給油孔28-3はアウトプットシャフト２８とパワートレーンハウジングボス部３８との間の軸受け部分を給油するようにしている。半径方向給油孔28-3はボス部３８とアウトプットシャフト２８間の環状空間１０５に開口しており、この空間１０５にはローアンドリバースブレーキ２４に給油後のドレン油の回収部分となっており、これをリヤ側の給油に供することができるようになっている。即ち、アウトプットシャフト２８とパワートレーンハウジングボス部３８との間の隙間が給油通路を形成しており、空間１０５内の潤滑油はこの給油通路を介してリア側に誘導され、アウトプットシャフト２８に対するパーキングギヤ１００のスプライン嵌合部よりパーキングギヤ１００の回転による遠心力下でエアエクステンションハウジング１１内の潤滑に供される。
【００３９】
この実施形態における潤滑構造について更に詳細に説明すると、図４〜図６において、パーキングギヤ１００はボス部１０２と円板部１０３と円板部１０３の外周の歯部１０４とを備える。周知のように、パーキング時、図示しないパーキング爪が歯部１０４に係合するようになっている。ボス部１０２の内周に図６に示すようにスプライン102aが形成され、このスプライン102aにアウトプットシャフト２８の外周のスプラインが嵌合される。図６に示すように、スプライン102aはＡの部位で１つ欠歯となっている。更に、ボス部１０２のリア側端面にボス部内周のスプラインにおける前記欠歯の部分と連通するように半径方向の溝１０６が形成される。そのため、アウトプットシャフト２８上のスプラインと嵌合させたとき、この欠歯の部位に潤滑油通路が形成される。即ち、パワートレーンハウジング１０内よりパワートレーンハウジングボス部３８との間の軸受け部分を漏洩してきた潤滑油はパーキングギヤ１００のスプラインの欠歯により形成される潤滑油通路を経てボス部端面の溝１０６よりエクステンションハウジング１１内に噴出される。エクステンションハウジング内に噴出される潤滑油はパーキングギヤ１００の回転の下で遠心力によって飛散され、エクステンションハウジングの内周面に衝突せしめられ、エクステンションハウジング内の各部に潤滑油が飛散せしめられ、ブッシュ３９等のエクステンションハウジング内の各部の潤滑が行なわれる。尚、スプラインにおける前記欠歯の部分Ａと半径方向の溝１０６との位置合わせは必要とされない。
【００４０】
次ぎに、ピストン42, 44が収容されるクラッチドラム４０のサポート３４に対する挿入部におけるシール構造について図７を参照して説明すると、サポート３４はクラッチドラム４０の挿入部がフロント側の大径部34-1とリア側の小径部34-2とから成る段付形状を呈している。一方、クラッチドラム４０もサポート３４を収容する中心筒状部はフロント側の大径部40-1とリア側の小径部40-2とから構成され、大径部40-1と小径部40-2とはテーパ部40-3によって接続される。
【００４１】
クラッチドラム４０が挿入されるサポート３４の前記大径部34-1の外周に軸方向に僅かに離間して一対の環状溝が形成され、この環状溝にシール110A, 110Bが装着される。シール110A, 110Bを装着する環状溝間におけるサポート３４の前記大径部34-1の外周に給油溝１１２が形成される。この給油溝１１２は、クラッチドラム４０の内周部に形成される給油孔１１３を介してリバースクラッチ駆動用ピストン４２を制御するための油圧を発生する油圧室４８に開口している。また、給油溝１１２は制御用油圧を発生するための図示しない油圧制御回路に接続され、油圧制御回路からの油圧が給油溝１１２より給油孔１１３を介して油圧室５０に供給されると、リバースクラッチ駆動用ピストン４２はスプリング４７に抗して駆動される。
【００４２】
クラッチドラム４０が挿入されるサポート３４の前記小径部34-2の外周にも軸方向に僅かに離間して一対の環状溝が形成され、この環状溝にシール114A, 114Bが装着される。シール114A, 114Bを装着する環状溝間におけるサポート３４の前記小径部34-2の外周に給油溝１１６が形成される。この給油溝１１６は、クラッチドラム４０の内周部に形成される給油孔１１８を介してハイクラッチ駆動用ピストン４４を制御するための油圧を発生する油圧室５０に開口している。また、給油溝１１６は制御用油圧を発生するための図示しない油圧制御回路に接続され、油圧制御回路殻の油圧が給油溝１１６、給油孔１１８を介して油圧室５０に導入されると、ハイクラッチ駆動用ピストン４４は図示しないスプリングに抗して右方向に駆動される。
【００４３】
クラッチドラム４０への挿入部となるサポート３４の大径部34-1と小径部34-2との間は肩部１２０となっており、サポート３４に嵌挿されるクラッチドラム中心筒状部におけるフロント側の大径部40-1とリア側の小径部40-2との間におけるテーパ部40-3は肩部１２０を臨むような位置関係をとっている。そのため、テーパ部40-3と肩部１２０との間に環状の空間１２２が形成され、空間１２２を挟むようにシール110B, 114Aが位置される。そのため、空間１２２をドレン回路として機能させることができる。即ち、シール110B, 114Aを漏洩した作動油は環状空間１２２に集められ、図示しないオイルパン側に戻すことができる。テーパ部40-3と肩部１２０とを利用することにより空間１２２の容量を短い軸長にも係わらず大きくとることができ、かつデッドスペースの有効活用にもなる。
【００４４】
以上説明したように、クラッチドラム４０へのサポート４０の挿入部を大径部34-1と小径部34-2とからなる段付に構成することにより組み付け性の改善を図ることができる。即ち、変速機の組み立ての過程において、サポート３４の装着はインプットシャフト２６にクラッチドラム４０を装着した状態で行なわれる。即ち、サポート３４は、その中心孔に、ハウジング１０から突出しているインプットシャフト２６の先端が挿入され、その挿入を継続してゆくことにより、サポート３４のリア側端がクラッチドラム４０に挿入される。この挿入の過程において、クラッチドラム４０はその挿入孔のフロント側40-1が大径でリア側40-2が小径の段付であり、一方挿入すべきサポート３４も先端を小径34-2にした段付であるため、サポート３４の先端部34-2の挿入においてはクラッチドラムのフロント側の大径部40-1の内周に対して余裕があり、小径部34-2上のシールリング114A, 114Bの最初の過程で大径部40-1の内周に接触することはない。そのため、接触によりシールリング114A, 114Bの破損は起こり難くなっている。サポート３４の挿入がその小径部34-2上のシールリング114A, 114Bがテーパ部40-3に接触するまで行なわれると、テーパ部40-3の案内作用によってシールリング114A, 114Bはスムースに小径部40-2に導かれ、最終的にはシールリング114A, 114Bがクラッチドラム４０の小径部40-2の内周に接触した図示の装着完了状態をとるにいたる。
【００４５】
このように、サポート３４のクラッチドラム４０への挿入部を段付としかつこのサポートのこの段付部を受け取るクラッチドラム４０の開口をテーパ状の段付とすることで、先導側のシールリング114A, 114Bをテーパ部の案内作用によって円滑かつ確実に小径部40-2に導くことができ、シールリング114A, 114Bの破損が起こり難い。
【００４６】
以上説明した段付構造と異なり、従来方式では図１５に示すようにサポート３０８（図１の３４に相当）が段付でなくストレートであるとすると、当然にサポートを収容する孔もクラッチドラム３１０（図１の４０に相当）の孔もストレートとなる。この場合、サポートのストレート部分に２組４個のシールリング312A, 312B, 314A, 314B（図７の110A, 110B, 114A, 114Bに相当）が並ぶため、サポート３０８の挿入時に先導側のシールリング312A, 312B, 314A, 314Bがクラッチドラム３１０の内周に強い接触をすることによりこじられ易く、シールリングの折損や、外れの恐れがあったが、本実施形態はこのような恐れを回避することができる。
【００４７】
次ぎに、この実施形態におけるセカンドアンドオーバドライブブレーキ２０の取り付け構造について説明すると、図８において、セカンドアンドオーバドライブブレーキ２０はドライブプレート２０ａとドリブンプレート２０ｂとを備え、ドライブプレート２０ａはフロントサンギヤ１３ａから延びるドラム４１に形成されるスプライン溝41-1にスプライン嵌合され、ドリブンプレート２０ｂはハウジング１０の内周のスプライン溝10-1にスプライン嵌合される。ドライブプレート２０ａとドリブンプレート２０ｂとは交互に配置されたセット（プレートパック）を構成しており、ドライブプレート２０ａとドリブンプレート２０ｂとの対向面に摩擦材の層が形成されている。ドライブプレート２０ａとドリブンプレート２０ｂとのセットのリア側にバックアッププレート１３０がケース側のスプライン10-1に嵌合するように設けられ、フロント側にはリテーナ１３２が設けられる。即ち、ドライブプレート２０ａとドリブンプレート２０ｂとからなるセットはバックアッププレート１３０とリテーナ１３２との間に挟まれた配置となっている。そして、バックアッププレート１３０はそのリア側端面がケース内周に形成される肩部10-2に当接するように配置される。
【００４８】
セカンドアンドオーバドライブブレーキ２０の係合・離脱を惹起せしめるアクチュエータとしてのピストン５６を収容するためのシリンダとなる環状プレート１３４はリア側で開いた断面コの字状をなし、環状プレート１３４のこの断面コの字状の開口にピストン５６が収容される。
【００４９】
ピストン５６は図９に示すように環状をなし、内周及び外周にシールリング140, 142の収容のための環状溝を形成している。ピストン５６は環状プレート１３４の断面コの字状の開口に収容されるフロント側端部に対向したリア側の端面に円周方向に間隔をおいて軸方向に延びる断面円弧状の複数（４個）の作動突起１４６を形成している。図１０も参照。環状プレート１３４のリア側端面において、近接する突起部１４６間に軸方向に延びかつ円周方向に離間する複数（４個）のピン１４８が形成される。作動突起１４６はセカンドアンドオーバドライブブレーキ２０に向けて延びている。一方、各ピン１４８にリターンスプリング５７の一端が挿入され、他端はプレス成形品であるスプリングリテーナ１４９に当接している。スプリングリテーナ１４９はピストン５６の突起部１４６の挿通のための円周方向に離間した切欠部を形成している。このスプリングリテーナ１４９とドリブンプレート２０ｂを受け取るケース内面のスプライン溝10-1の端面に形成される肩部10-3に当接している。そのため、スプリング５７はピストン５６をしてプレート20a, 20bから離間する方向に付勢し、この場合はドライブプレート２０ａとドリブンプレート２０ｂとは摩擦接触せず、ブレーキ２０は解除となっている。
【００５０】
油圧室５４への油圧の供給がない場合は、ピストン５６はスプリング５７の付勢力によって図の左方に移動せしめられ、ドライブプレート２０ａとドリブンプレート２０ｂとはこれらの間の摩擦接触を回避せしめられる。その結果、ドライブ側の部材であるドラム４１はハウジング１０側（固定側）から拘束を受けることがない。
【００５１】
油圧室５４へ油圧が供給されると、スプリング５７の付勢力に抗してピストン５６は伸張し、ピストン５６に一体の作動突起１４６はリテーナ１３２を介してドライブプレート２０ａとドリブンプレート２０ｂとからなるセットオーバックアッププレート１３０を介してケースの肩部10-2に押し付ける。その結果、ドライブプレート２０ａとドリブンプレート２０ｂとは相互に摩擦接触せしめられ、ドラム４１の回転は拘束される。
【００５２】
この実施形態のような、ハウジング１０に肩部10-2を設け、この肩部10-2にドライブプレート２０ａとドリブンプレート２０ｂとからなるセットを押し付けることによる制動作用は、ハウジング１０と一体に形成される肩部10-2をストッパとして機能させており、部品点数を削減することができ、換言すればストッパとしての別体部品であるスナップリング等の部品が不要となり、コスト低減を図ることができる利点がある。また、ケース肩部10-2をストッパとして機能させることにより、ストッパの高さ位置をピストン５６の作用位置（突起１４６がリテーナ１３２に当接する高さ位置）と同じ程度の高いところにとることが容易である。これにより、制動工程中にドライブプレート２０ａとドリブンプレート２０ｂとより成るセットにこれを傾けるように加わるモーメントを小さくすることができ、制動中のプレートの姿勢を直立状態に確保することが容易となる。
【００５３】
以上説明の実施形態のように、制動動作中の摩擦プレートセットの軸方向の拘束用にハウジング１０に一体の肩部を使用する代わりに、スナップリングを使用することはこれまで通常行なわれてきたことである。即ち、図１６はこの従来構造を示し、ドライブプレート３２０（図８の２０ａに相当）及びドリブンプレート３２２（図８の２０ｂに相当）からなるセットはピストン３２４（図８の１４６に相当）によって押圧されたとき、その押圧力はスナップリング３２６で受け止められるようにされていたが、この場合はスナップリング３２６の高さをそれほど高くできないため、ピストン３２４の作用点よりスナップリング３２６の高さが低くなり、制動中にプレート320, 322が傾いてしまうおそれがあった。また、スナップリング３２６の設置の分、部品点数が多くなり、またスナップリングの合口部のスプライン乗り上げによる外れが起こりやすい上、スナップリングを収容するための溝が必要となるため、軸長が長くなる上レイアウトの自由度が小さくなる等の欠点が生じやすい問題点があったが、この実施形態はこの問題点を解決するものである。
【００５４】
次ぎに、ロークラッチのハブとしても機能するリア遊星歯車機構１４におけるインターナルギヤ１４ｃの構造について説明する。図１１において、ロークラッチ２２はリアインターナルギヤ１４ｃにスプライン嵌合されるドライブプレート２２ａとクラッチドラム６０にスプライン嵌合されるドリブンプレート２２ｂとから構成される。一方、リア遊星歯車機構１４はサンギヤ１４ａと、ピニオン１４ｂと、インターナルギヤ１４ｃとリヤキャリアプレート１４ｄから成る。
【００５５】
インターナルギヤ１４ｃはロークラッチ２２のドライブ側のハブとしても機能するものであり、リング部１５０とリング部１５０のリア側端に溶接固定されるディスク状側板１５２とから構成される。リング部１５０における前端側の内周に内歯150-1が形成され、この内歯150-1がピニオン１４ｂと噛合いしている。内歯150-1から軸方向にオフセットしたリング部１５０の外周にスプライン150-2が形成され、スプライン150-2にドリブンプレート２２ａがスプライン嵌合される。リング部１５０はピニオン１４ｂと噛合する内歯150-1を形成するフロント側部位がスプライン150-2が形成されるリア側部位より肉厚となっており、この肉厚は開口端（フロント側端）に行くほど大きくなる形状となっている。側板１５２は外周部がリア側に膨らんだ形状をなしており、換言すれば内周部はキャリヤプレート１４ｄに接近して位置している。そのため、インターナルギヤ１４ｃの軸長は従来と変わらない。リング部１５０と側板１５２の外周部との間にリング状の空間１６０が形成され、この空間１６０はクラッチ２２の潤滑の潤滑油を溜めるための油溜めとして機能させることができる。更に、リング部１５０内周における内歯のない部位に潤滑油孔１５４が形成され、この潤滑油孔１５４は内端は油溜め空間１６０に開口し、外端はスプライン150-2のスプライン歯間の溝低部に開口している。潤滑油孔１５４はリング部１５０における内歯150-1のない部位に形成されているためその設置位置及びその内径の設定の自由度を上げることができる。
【００５６】
変速機の作動中においてインターナルギヤ１４ｃにはその回転による遠心力及びインターナルギヤ１４ｃがピニオン１４ｂと噛合いしていることにより生ずるフープ応力(hoop stress)が加わる。この発明によれば、リング部１５０を内歯150-1の部位において肉厚とすることによりこの部位の剛性を高めることができる効果がある。
【００５７】
以上述べた実施形態におけるオフセット構造と異なり、従来技術では 図１７に示すようにリング部３３０（図１１の１５０に相当）における軸方向同一部位にピニオン３３２に噛合う内歯330-1（図１１の150-1に相当）及びスプライン330-2（図１１の150-2に相当）を設けていた。この場合、必要な剛性を確保できるようにリング部３３０の肉厚を大きくとる必要があり、そのため外径を拡張せざるをえず、レイアウト状の自由度が損なわれる問題点があったがこの発明はこのような問題点を解消しうるものである。
【００５８】
本実施形態においてインターナルギヤ１４ｃの仕上げ時、内・外周のスプライン歯の加工はホブカッタによって行なわれる。外歯150-2の加工の際に粗材にホブカッタを噛合わせながらスプラインの加工を行うが、外周側におけるリング部１５０は歯がなく肉厚部となっており、その切り上がり形状がそのままホブカッタの外径Ｒとなる（図１２）。そのため、粗材のスプラインの部分と肉厚部分とで同一工具を使用して１サイクルで加工を完了させることができる。
【図面の簡単な説明】
【図１】図１はこの発明の自動変速機のトルクコンバータハウジングに後続する部分（イ）を示す長手方向断面図である。
【図２】図２はこの発明の自動変速機の図１に後続する部分（ロ）を示す長手方向断面図である。
【図３】図３はこの発明の自動変速機の図２に後続する部分（ハ）を示す長手方向断面図である。
【図４】図４はこの発明の自動変速機におけるパーキングギヤの断面図である。
【図５】図５は図４のパーキングギヤの単品正面図である。
【図６】図６は図５の部分拡大図であり、スプラインにおける欠歯を示している。
【図７】図７はクラッチドラムに対するシール部を嵌合構造を示す図１の部分拡大図である。
【図８】図８はセカンドアンドオーバドライブブレーキの部位における図１の部分拡大図である。
【図９】図９は図８のセカンドアンドオーバドライブブレーキのピストンの単品長手方向断面図である。
【図１０】図１０は図９のピストン単品の正面図でる。
【図１１】図１１はリア側遊星歯車機構の部位における図１の部分拡大図である。
【図１２】図１１はインターナルギヤにおけるリング部の肉厚部における図１の部分拡大図である。
【図１３】図１３は従来技術におけるアウトプットシャフトの位置決めを説明する概略図である。
【図１４】図１４は従来技術におけるエクステンションハウジングの給油方式を説明する概略図である。
【図１５】図１５は従来技術におけるクラッチドラムへの給油部におけるシール部の構成を説明する概略図である。
【図１６】図１６は従来技術におけるクラッチプレートの軸方向係止方式を説明する概略図である。
【図１７】図１７は従来技術におけるクラッチハブとして機能する遊星歯車機構のインターナルギヤの構成を説明する概略図である。
【符号の説明】
１０…パワートレーンハウジング
１１…エクステンションハウジング
１３…フロント遊星歯車機構
１４…リア遊星歯車機構
１４ｃ…リアインターナルギヤ
１６…ハイクラッチ
１８…リバースクラッチ
２０…セカンドアンドオーバドライブブレーキ
２０ａ…ドライブプレート
２０ｂ…ドリブンプレート
２２…ロークラッチ
２４…ローアンドリバースブレーキ
２６…インプットシャフト
２８…アウトプットシャフト
３４…サポート
34-1…サポート大径部
34-2…サポート小径部
４０…クラッチドラム
40-1…クラッチドラム挿入孔大径部
40-2…クラッチドラム挿入孔小径部
40-3…テーパ部
42, 44, 56, 70, 74…ピストン
44, 48, 54, 72, 76…油圧室
８２…スピードメータギヤ
８６…スペーサ
８７…スラスト軸受
１００…パーキングギヤ
102a…パーキングギヤのスプライン
Ａ…パーキングギヤのスプラインの欠歯部
110A, 110B, 114A, 114B…シール
112, 122…給油溝
113, 118…給油孔
１２０…肩部
１３０…バックアッププレート
１３２…リテーナ
１４６…突起部
１４８…ピン
１５０…リア遊星歯車機構のインターナルギヤのリング部
150-1…インターナルギヤのリング部の内歯
150-2…インターナルギヤのリング部のスプライン
１５２…リア遊星歯車機構のインターナルギヤの側板
１５４…潤滑油孔
１６０…油溜め[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a planetary gear mechanism that constitutes a power train (transmission mechanism) of an automatic transmission, and relates to a planetary gear mechanism that has a function as a clutch hub by forming a spline on the outer periphery of a ring portion of the internal gear. .
[0002]
[Prior art]
The power train of an automatic transmission for a vehicle is constituted by a planetary gear mechanism, and is intended by constraining one of a sun gear, a pinion (planetary gear) and an internal gear (ring gear) constituting the planetary gear mechanism by a clutch or a brake. The gear ratio is obtained. In this case, there is one in which a spline is formed on the outer periphery of the internal gear from the viewpoint of effective use of space and the like, and this is also used as a clutch hub.
[0003]
[Problems to be solved by the invention]
In the prior art, the pinion meshing inner teeth on the inner periphery of the ring portion of the internal gear and the clutch hub spline on the outer periphery are provided at the same position in the axial direction. Therefore, as long as the outer diameter of the transmission at this portion is kept constant, the thickness of the ring portion becomes thin, and there is a possibility that the rigidity against the hoop stress due to the meshing with the pinion is insufficient. Further, in order to ensure rigidity, it is necessary to increase the wall thickness. In this case, however, it is necessary to expand the outer diameter of the transmission at the power train site, and it is necessary to store the transmission in the vehicle. There is a problem that the degree of freedom of the layout of the transmission in a narrow space is impaired.
[0004]
The present invention has been made in view of the above-described problems of the prior art, and an object thereof is to ensure necessary rigidity without increasing the outer diameter.
[0005]
[Means for Solving the Problems]
According to the present invention, a carrier plate that supports the sun gear and a pinion shaft that rotatably supports the pinion that meshes with the sun gear at both ends; It has an inner tooth that protrudes to the inner peripheral side of the ring portion and meshes with the pinion, and a spline hub portion that protrudes to the outer peripheral side of the ring portion. A planetary gear device is constituted by an internal gear, Spline hub And a friction engagement device that fastens and releases power transmission with the other transmission member Writing Ng Part United on one side of the other Said A side plate that is axially adjacent to the carrier plate is provided. Note Internal gear In addition, In the planetary gear mechanism having a function as a clutch hub of the friction engagement device, the spline hub portion is moved forward. Inside Against teeth Said Offset in the axial direction to the side plate The ring part outer periphery is composed of an outer peripheral cylindrical part and a spline hub part, Outer cylindrical part On the opposite side of the side plate Opening End ring Thickness Ring part thickness having the spline hub part It is to make it thicker.
[0006]
The spline that becomes the clutch hub is offset from the inner teeth, and the wall thickness of the internal gearing at the inner teeth is reduced. From the ring wall thickness of the spline hub By taking a large value, it is possible to secure sufficient rigidity against the hoop pressure due to the engagement between the internal teeth and the pinion and to maintain the outer diameter of the internal gear as it is.
[0007]
In the above-described configuration, the wall thickness of the outer peripheral cylindrical portion is gradually increased toward the internal gear opening end, so that the spline portion in the ring portion can be smoothly connected to the internal gear portion. There is.
[0008]
In the above configuration, the thickness of the outer peripheral cylindrical portion may be a portion processed by a hob having substantially the same radius as the radius of curvature in the rounded shape of the spline and the thick portion. Thereby, although it is using the same hob cutter for spline formation, it can cut in one cycle.
[0009]
In the above configuration of the planetary gear mechanism, the carrier plate that fixes and supports the pinion shaft that rotatably supports the pinion at both ends, the inner peripheral portion of the ring portion that does not form the internal teeth of the internal gear, and the side plate of the internal gear An oil reservoir can be provided in the partitioned space, and a lubricating oil hole can be formed that opens from the inner periphery of the ring portion toward the friction element located on the outer periphery of the internal gear. According to this configuration, since the lubricating oil hole is formed in the portion of the internal gearing portion lacking the internal teeth, the effect of increasing the degree of freedom of the lubricating oil hole drilling portion and the diameter of the lubricating oil hole. There is.
[0010]
This specification also discloses a method for positioning an output shaft (output shaft) of an automatic transmission. According to this method, a power train housing is provided in a space (extension chamber) between the power train housing and the extension housing. A first contact portion on the side and a second contact portion on the extension housing side opposite thereto, and the first engagement portion and the second engagement portion on the output shaft output shaft are arranged on the housing side. The axial position of the output shaft is fixed by contacting the first and second contact portions. Preferably, the first engaging portion is a parking member such as a parking gear, and the second engaging portion is a locking member such as a spacer or a retainer that is locked to the speed gear. According to this positioning method, positioning is performed only between the output shafts in the extension housing, so a snap ring on the front side is not required, assembly is easily performed without increasing the number of parts, and the planetary gear mechanism. And since the clutch can be assembled by assembly, the number of assembling steps can be reduced, and the strength can be increased. Also, the shaft length can be shortened.
[0011]
This specification also discloses a lubrication structure for an extension chamber of an automatic transmission. According to this lubrication structure, a hollow portion of the output shaft is formed in an intermediate wall between the power train housing and the extension housing for supporting the output shaft. Is formed in the extension housing inner peripheral surface under the centrifugal force of the parking gear via the spline engaging portion of the parking gear. The lubricating oil is scattered. Preferably, the oil supply passage of the intermediate wall is configured to receive drain oil of the low and reverse brake, and the parking gear has a tooth missing in the spline portion thereof, thereby guiding the lubricating oil. I have to. Since this structure can stop the oil supply hole in the output shaft before the parking gear, there is an effect that it is possible to suppress a decrease in strength of the output shaft.
[0012]
This specification describes an automatic transmission in which a series of two hydraulic chambers are formed by providing a piston in series in a drum fitted to a transmission shaft such as a support for supporting a torque converter. Is also disclosed a seal structure in the hydraulic pressure supply system to each hydraulic chamber, and according to this structure, between the seal portion to the first hydraulic chamber and the seal portion to the second hydraulic chamber, A step is provided in the seal portion to the first hydraulic chamber between the conduction shaft and the drum, the conduction shaft, and an opening of the drum into which the shaft is inserted, and a drain circuit is provided in the step portion. By providing the step, the front seal is guided by the taper when the conductive shaft is inserted into the drum, so that the insertion operation is facilitated and the seal is not damaged. Further, by providing a drain circuit at the level difference part, it is possible to effectively use a wide dead space.
[0013]
In this specification, in an automatic transmission, in a multi-plate clutch or brake comprising a pack of a drive plate and a driven plate that are spline-engaged with a housing such as a power train housing, the end of the spline is used as a shoulder of the housing. Also disclosed is one that regulates the axial position of the plate during clutch or brake engagement operation. According to this structure, since the shoulder part integral with the housing is used for positioning the plate pack, the snap ring which is a separate part can be eliminated. Further, it is possible to prevent the snap ring from coming off due to the spline climbing that occurs when the snap ring is used.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
FIGS. 1 to 3 show a portion downstream of the torque converter of the automatic transmission according to the present invention divided into three by an II line and an II-II line. Reference numeral 10 denotes a power train housing, and 11 an extension housing, which are fastened to each other by bolts 12. A torque converter housing 8 is disposed at the engine side end of the power train housing 10 and the housings 8 and 10 are fixed to each other by bolts 9.
[0015]
The power train housing 10 accommodates a front planetary gear mechanism 13 and a rear planetary gear mechanism 14 constituting a power train of the automatic transmission, and controls engagement / disengagement between the gear rotating elements of the planetary gear mechanisms 13 and 14. As a result, the clutches or brakes 16, 18, 20, 22, 24 for forming the required gear ratio are accommodated. Here, 16 is a high clutch (HIGH / C), 18 is a reverse clutch (REV / C), 20 is a second and overdrive brake (2 & OD / B), 22 is a low clutch (LOW / C), and 24 is a low and It is called reverse brake (L & R / B).
[0016]
The transmission includes an input shaft 26 and an output shaft 28 that are rotatable with respect to the power train housing 10. The mounting structure of the shafts 26 and 28 will be described. The plate 30 is fixed to the front end (engine side) of the power train housing 10 by bolts 32. The oil pump cover 33 is fixed to the plate 30 by bolts 35. A rotor 37 is disposed in the oil pump housing 33. A sleeve-like support 34 that supports the torque converter at the front side end (not shown) is fitted into the oil pump cover 33 and the plate 30 at the intermediate portion. The rear end of the support 34 protrudes into the housing 10, and a drum 40 for the high clutch 16 and the reverse clutch 18 is attached as will be described later.
[0017]
An input shaft hole 34A is formed in the support 34 along its longitudinal direction, and the input shaft 26 is inserted into the input shaft hole 34A. As is well known, the front side end of the input shaft 26 is connected to the turbine side of a torque converter (not shown). The rear side (wheel side) of the input shaft 26 protrudes from the support 34, and the rear side end portion thereof is rotatably inserted into the opening 28 </ b> A at the front side end portion of the output shaft 28. The power train housing 10 forms a closed body 36 on the rear side, and an output shaft 28 is rotatably supported by a boss portion 38 integrated with the wall surface along the center axis LL of the transmission. Yes. The rear side of the output shaft 28 extends through the extension housing 11 and is rotatably supported by the housing 11 by a bush 39.
[0018]
Next, the connection of the input shaft 26 and the output shaft 28 to the planetary gear mechanisms 13 and 14 will be described. The front planetary gear mechanism 13 is a pinion shaft that rotatably supports a sun gear 13a, a pinion (planetary gear) 13b, and a pinion 13b. 13e, an internal gear (ring gear) 13c, and a carrier plate 13d attached to the pinion shaft 13e with the pinion 13b interposed therebetween. The rear planetary gear mechanism 14 allows the rear sun gear 14a, the rear pinion (planetary gear) 14b, and the pinion 14b to freely rotate. A pinion shaft 14e, a rear internal gear (ring gear) 14c, and a rear carrier plate 14d attached to the pinion shaft 14e with the pinion 14b interposed therebetween are configured. The input shaft 26 is splined to the rear sun gear 14a, while the output shaft 28 is splined to the rear carrier plate 14d. The rear internal gear 14c is merely inserted into the output shaft 28, but also functions as a clutch hub of the low clutch 22, and the case side (fixed side) or the The connection state with the front planetary gear mechanism side is controlled. On the other hand, the front internal gear 13c is always in rotational connection with the rear pinion 14b, but the sun gear 13a and pinion 13c are not directly rotationally connected to other rotating parts. That is, the front sun gear 13a is also a hub of the second and overdrive brake 20, and by engaging the brake 20, the front sun gear 13a is fixed to the case side. The front pinion 13b is always in rotational connection with the drum 60 of the low clutch 22, and power transmission from the front planetary gear mechanism 13 to the rear planetary gear mechanism 14 is controlled by the control of the clutch 22.
[0019]
Next, the clutch and brake in the power train housing 10 will be described. First, the high clutch 16 and the reverse clutch 18 will be described. The high clutch 16 serves as a hub, a drive plate 16a that is spline-engaged on a support 27 that is spline-engaged to the front carrier plate 13d, and the clutch drum 40 that is splined. And a driven plate 16b to be fitted. The reverse clutch 18 includes a drive plate 18a that is spline-fitted to a drum 41 that rotates integrally with a front sun gear 13a as a hub, and a driven plate 18b that is spline-engaged to the inner periphery of the clutch drum 40.
[0020]
When hydraulic pressure is supplied to a hydraulic chamber 48 formed between the clutch drum 40 and the reverse clutch piston 42, the reverse clutch piston 42 is driven in the right direction in the figure against the return spring 47, and is driven to the drive plate 18a. The driven plate 18b is pressed, the reverse clutch 18 is engaged, and the front sun gear 13a with which the drive plate 18a is spline-engaged with the drum 41 and the clutch drum 40 are in a rotationally connected state.
[0021]
When hydraulic pressure is supplied to the hydraulic chamber 50 between the reverse clutch piston 42 and the high clutch piston 44, the high clutch piston 44 is driven rightward in the figure against a return spring (not shown) and driven by the drive plate 16a. The plate 16b is pressed, the high clutch 16 is engaged, and the support 27 extending from the front carrier plate 13d with which the drive plate 16a is spline-engaged and the clutch drum 40 with the driven plate 16b being spline-engaged are constrained in the rotational direction. Become.
[0022]
Next, the second and overdrive brake 20 includes a drive plate 20a that is spline-engaged with a drum 41 extending from a front sun gear 13a as a hub, and a driven plate 20b that is spline-engaged with the inner periphery of the housing 10. A brake piston 56 is accommodated in a cylinder fixed to the housing 10, and a hydraulic chamber 54 is formed between the housing 10 and the piston 56.
[0023]
When hydraulic pressure is supplied to the hydraulic chamber 54, the brake piston 56 is driven rightward in the figure against the return spring 57, the drive plate 20a is pressed against the driven plate 20b, and the front sun gear in which the drive plate 20a is spline-fitted. The drum 41 extending from 13a and the housing 10 in which the driven plate 20b is spline-fitted are constrained in the rotational direction.
[0024]
The low clutch 22 includes a drive plate 22a that is spline-fitted to the outer periphery of the rear sun gear 14c as a hub, and a driven plate 22b that is spline-fitted to the inner periphery of the clutch drum 60. The clutch drum 60 is always in rotation connection with the drum 61 connected to the front pinion 13b, and at the same time is in rotation connection with a sleeve 62 that is a hub of the low and reverse brake 24. The sleeve 62 is fitted and inserted into a sleeve 66 fixed to a boss portion 38 integral with the housing 10 by a bolt 64 via a one-way clutch 68. A piston 70 is accommodated in the low clutch drum 60, and a hydraulic chamber 72 is formed between the drum 60 and the piston 70.
[0025]
When hydraulic pressure is introduced into the hydraulic chamber 72, the piston 70 is driven to the left in the figure against the spring 73, the drive plate 22a is frictionally engaged with the driven plate, and the drive plate 22a is spline-fitted. The null gear 14c and the drum 60 to which the driven plate 22b is spline-fitted are brought into a rotationally connected state.
[0026]
The low and reverse brake 24 includes a drive plate 24 a that is spline-fitted to the sleeve 62 and a driven plate 24 b that is spline-fitted to the inner periphery of the housing 10. The piston 74 is slidably accommodated in the housing 10, and a hydraulic chamber 76 is formed between the piston 74 and the housing 10.
[0027]
When hydraulic pressure is introduced into the hydraulic chamber 76, the piston 74 is driven in the left direction in the figure against the spring 77, and the drive plate 24 a that is splined to the sleeve 62 is splined to the inner periphery of the housing 10. The sleeve 62 is frictionally engaged with the driven plate 24b and reaches a state in which the sleeve 62 is restrained so as not to move to the case side.
[0028]
The automatic transmission of this embodiment is 4th speed, and the hydraulic mechanisms of the clutches or brakes 16, 18, 20, 22, 24 are controlled as shown in the following table.

In the table above, ◯ represents the engagement of the clutch or brake. At the first speed, the low clutch 22 is engaged, and the rotation of the input shaft 26 is transmitted to the output shaft 28 from the rear sun gear 14a, the rear pinion 14b, and the rear carrier plate 14d. At this time, the one-way clutch 68 functions to restrain the reverse rotation of the rear internal gear 14c.
[0029]
In the second speed, the second and overdrive brake 20 and the low clutch 22 are engaged. The front sun gear 13a is restrained on the case side, and the rotation of the input shaft 26 is applied to both the front sun gear 13c and the rear pinion 14b.
[0030]
In the third speed, the high clutch 16 and the low clutch 22 are engaged, and the rotation of the input shaft 26 is transmitted from the rear sun gear 14a to the rear pinion 14b and is also transmitted to the rear internal gear 14c through the front pinion 13b. That is, the rear gears 13a, 13b, and 13c rotate as a unit and the rotation is transmitted to the output shaft 28 (the transmission ratio is 1).
[0031]
In the fourth speed, the high clutch 16 and the second and overdrive brake 20 are engaged, and the front sun gear 13a is in a restrained state, so that the rotation of the input shaft 26 is taken out from the front pinion 13b to the front internal gear 13c, and from here to the rear It is transmitted to the pinion 14b and transmitted to the output shaft 28 (in this case, it is overdrive).
[0032]
In reverse, the reverse clutch 18 and the low and reverse brake 24 are engaged, the front pinion 13b and the rear internal gear 14c are fixed, and the input shaft 26 rotates from the front sun gear 13a to the front internal gear 13c and then to the rear pinion 14b. Then, it is taken out to the output shaft 28 (reverse rotation).
[0033]
Next, an extension chamber 98 is formed in the extension housing 11. In the extension chamber 98, a parking gear 100 is provided on the output shaft 28 in the vicinity of the rear end of the power train housing 10. In addition, a speedometer gear 82 is provided at an intermediate portion of the output shaft 28, and a sealing device 84 is provided at a rear side end portion of the output shaft 28. Further, a flanged spacer (or retainer) 86 is provided on the output shaft 28 on the rear side of the speedometer gear 82, and the spacer 86 has a flange receiving stopper 11-1 on the inner periphery of the extension housing 11. By engaging through a thrust bearing 87, the output shaft 28 functions to be positioned in the right direction in the axial direction. That is, the speedometer gear 82 is fixed between a pair of snap rings 88, 90 on the output shaft 28, and the spacer 86 is engaged with the snap ring 90 that stops the rear side of the speedometer gear 82 and the front side end, The rear end is engaged with another snap ring 92. That is, the spacer 86 is held on the output shaft 28 by the snap rings 90 and 92. Accordingly, the output shaft 28 cannot move further to the right when the spacer 86 hits the thrust bearing 87. On the other hand, the positioning of the output shaft 28 in the left direction in the axial direction is performed when the parking gear 100 hits the thrust bearing 101.
[0034]
In this embodiment, the shaft position of the output shaft 28 is fixed in the process of assembling the transmission. The spacer 86 hits the thrust receiving portion 11-1 of the housing 11 by the thrust bearing 87 on the right side, and the parking gear 100 thrusts on the left side. This is performed by hitting the boss 38 of the housing 11 by the bearing 101. Accordingly, the planetary gear mechanisms 13 and 14 can be assembled to the output shaft 28 together with the clutch 22 as an assembly.
[0035]
FIG. 13 shows an output shaft positioning method in the conventional method. In this conventional method, the spacer as in the illustrated embodiment is not provided, and the output shaft is positioned on the front side. That is, the rear carrier plate 302 (corresponding to 14d in FIG. 1) of the rear planetary gear mechanism which is the most front (upper) part to be attached to the output shaft 300 (corresponding to 28 in FIG. 2) is inserted, and the front side The output shaft 300 is positioned by attaching the snap ring 304 to the shaft. Therefore, in this conventional assembly procedure, the rear planetary gear mechanism and the clutch attached thereto cannot be assembled as one assembly, and only the carrier plate 302 is first attached to the output shaft 300 by the snap ring 304 from the rear planetary gear mechanism. And the remaining parts had to be assembled as a subassembly. For this reason, there is a problem that the number of assembly steps increases. Further, the attachment of the snap ring 304 is an operation in a place where it is difficult to see inside the narrow housing, so that the workability is not good and there is a drawback that an assembly error is likely to occur.
[0036]
The embodiment of the present invention using the spacer 86 of FIG. 3 solves such problems in the prior art, makes it difficult for assembly errors to occur and eliminates the need for sub-assembly, and thus reduces the number of assembly steps. Further, in this embodiment, securing a predetermined position of the output shaft 28 during assembly is realized without increasing the number of parts so much and without increasing the axial length. In other words, the spacer 86 itself is a part that has not been used in the past, but its attachment point is a part adjacent to a speedometer gear that has not been used in the past, and the installation of the spacer increases the axial length at all. There is no. Of the snap rings for the spacer 36, the snap ring on the front side is the same as that conventionally used for the speedometer gear, and only one snap ring is added at this portion. On the other hand, the conventional snap ring 304 for restraining the rear carrier plate is attached to the annular groove formed on the front side of the rear carrier plate 302 adjacent to the axial direction. In this embodiment, a snap ring for positioning the rear carrier plate is not necessary, and the dimension in the direction of the split axis can be shortened. Further, when the automatic transmission is in operation, the spacer 86 receives a thrust load by contacting the housing 11 via the thrust bearing 87 instead of the snap ring, which is advantageous from the viewpoint of increasing the strength.
[0037]
The input shaft 26 has axial holes 26-1, 26-2 and radial holes 26-3, 26-4, 26-5, 26-6 that open to the axial holes 26-1, 26-2. The output shaft 28 has an axial hole 28-1 and radial holes 28-2 and 28-3 that open to the axial hole 28-1, and the lubricating oil supplied in the axial direction has a radius. The oil is fed to the seals of the pistons 42, 44, 56, 70, 74 that form the radial and thrust bearings and the hydraulic chambers 44, 48, 54, 72, 76. Is to be done. In particular, the rear side lubrication will be described. Conventionally, as shown in FIG. 14, an axial hole 300-1 (corresponding to 28-1 in FIG. 2) of the output shaft 300 (corresponding to 28 in FIG. 2) is used as a parking gear. In general, the structure extends to the rear side so as to exceed 306 (corresponding to 100 in FIG. 2), and the lubricating oil is jetted and diffused into the extension housing 11 through the radial holes 300-2. In this case, there has been a problem that the strength of the output shaft is greatly reduced due to the length of the axial hole.
[0038]
This embodiment has an oil supply structure intended to solve this problem in the prior art, and this oil supply structure will be described. As shown in FIG. 2, the axial oil supply hole 28-1 of the oil supply hole output shaft 28 is as follows. The radial oil supply hole 28-3 that remains in front of the parking gear 100 and opens into the axial oil supply hole 28-1 supplies the bearing portion between the output shaft 28 and the power train housing boss 38. Yes. The radial oil supply hole 28-3 opens into an annular space 105 between the boss portion 38 and the output shaft 28, and this space 105 is a portion for collecting drain oil after refueling the low and reverse brake 24. This can be used for rear-side refueling. That is, a gap between the output shaft 28 and the power train housing boss portion 38 forms an oil supply passage, and the lubricating oil in the space 105 is guided to the rear side through the oil supply passage, and parking to the output shaft 28 is performed. The air extension housing 11 is lubricated under a centrifugal force generated by the rotation of the parking gear 100 from the spline fitting portion of the gear 100.
[0039]
The lubricating structure in this embodiment will be described in more detail. In FIGS. 4 to 6, the parking gear 100 includes a boss portion 102, a disc portion 103, and a tooth portion 104 on the outer periphery of the disc portion 103. As is well known, a parking claw (not shown) is engaged with the tooth portion 104 during parking. As shown in FIG. 6, a spline 102a is formed on the inner periphery of the boss portion 102, and the spline on the outer periphery of the output shaft 28 is fitted to the spline 102a. As shown in FIG. 6, the spline 102a has one missing tooth at the portion A. Further, a radial groove 106 is formed on the rear side end face of the boss portion 102 so as to communicate with the portion of the missing tooth in the spline on the inner periphery of the boss portion. Therefore, when the spline on the output shaft 28 is fitted, a lubricating oil passage is formed at the portion of the missing tooth. That is, the lubricating oil leaking from the bearing portion between the power train housing 10 and the power train housing boss portion 38 passes through the lubricating oil passage formed by the spline teeth of the parking gear 100 and the groove 106 on the end surface of the boss portion. Further, it is ejected into the extension housing 11. The lubricating oil sprayed into the extension housing is scattered by centrifugal force under the rotation of the parking gear 100, collides with the inner peripheral surface of the extension housing, and the lubricating oil is scattered on each part in the extension housing. Each part in the extension housing is lubricated. It should be noted that the alignment of the missing tooth portion A and the radial groove 106 in the spline is not required.
[0040]
Next, the seal structure at the insertion portion of the clutch drum 40 in which the pistons 42 and 44 are accommodated with respect to the support 34 will be described with reference to FIG. -1 and a small diameter portion 34-2 on the rear side. On the other hand, the central cylindrical portion in which the clutch drum 40 also accommodates the support 34 is composed of a large diameter portion 40-1 on the front side and a small diameter portion 40-2 on the rear side, and the large diameter portion 40-1 and the small diameter portion 40-. 2 is connected by a taper 40-3.
[0041]
A pair of annular grooves are formed in the outer periphery of the large-diameter portion 34-1 of the support 34 into which the clutch drum 40 is inserted so as to be slightly spaced apart in the axial direction, and seals 110A and 110B are attached to the annular grooves. An oil supply groove 112 is formed on the outer periphery of the large-diameter portion 34-1 of the support 34 between the annular grooves in which the seals 110A and 110B are mounted. The oil supply groove 112 opens into a hydraulic chamber 48 that generates oil pressure for controlling the reverse clutch drive piston 42 via an oil supply hole 113 formed in the inner peripheral portion of the clutch drum 40. The oil supply groove 112 is connected to a hydraulic control circuit (not shown) for generating control hydraulic pressure. When the oil pressure from the hydraulic control circuit is supplied from the oil supply groove 112 to the hydraulic chamber 50 through the oil supply hole 113, the The scratch drive piston 42 is driven against the spring 47.
[0042]
A pair of annular grooves are also formed in the outer periphery of the small diameter portion 34-2 of the support 34 into which the clutch drum 40 is inserted, slightly spaced apart in the axial direction, and seals 114A and 114B are attached to the annular grooves. An oil supply groove 116 is formed on the outer periphery of the small diameter portion 34-2 of the support 34 between the annular grooves in which the seals 114A and 114B are mounted. The oil supply groove 116 opens into a hydraulic chamber 50 that generates oil pressure for controlling the high clutch drive piston 44 through an oil supply hole 118 formed in the inner peripheral portion of the clutch drum 40. Further, the oil supply groove 116 is connected to a hydraulic control circuit (not shown) for generating a control hydraulic pressure. When the oil pressure of the hydraulic control circuit shell is introduced into the hydraulic chamber 50 through the oil supply groove 116 and the oil supply hole 118, the oil supply groove 116 becomes high. The clutch driving piston 44 is driven rightward against a spring (not shown).
[0043]
A shoulder portion 120 is provided between the large diameter portion 34-1 and the small diameter portion 34-2 of the support 34 serving as an insertion portion for the clutch drum 40, and the front portion of the central cylindrical portion of the clutch drum inserted into the support 34 is inserted. The tapered portion 40-3 between the large-diameter portion 40-1 on the side and the small-diameter portion 40-2 on the rear side has a positional relationship facing the shoulder portion 120. Therefore, an annular space 122 is formed between the tapered portion 40-3 and the shoulder portion 120, and the seals 110B and 114A are positioned so as to sandwich the space 122. Therefore, the space 122 can function as a drain circuit. That is, the hydraulic oil leaking from the seals 110B and 114A is collected in the annular space 122 and can be returned to the oil pan (not shown). By using the tapered portion 40-3 and the shoulder portion 120, the capacity of the space 122 can be increased regardless of a short axial length, and the dead space can be effectively utilized.
[0044]
As described above, it is possible to improve the assembling property by configuring the insertion portion of the support 40 to the clutch drum 40 to be a stepped portion composed of the large diameter portion 34-1 and the small diameter portion 34-2. That is, in the process of assembling the transmission, the support 34 is mounted with the clutch drum 40 mounted on the input shaft 26. That is, the tip of the input shaft 26 protruding from the housing 10 is inserted into the center hole of the support 34, and the rear end of the support 34 is inserted into the clutch drum 40 by continuing the insertion. . In this insertion process, the clutch drum 40 is stepped with a large diameter on the front side 40-1 and a small diameter on the rear side 40-2 of the insertion hole, while the support 34 to be inserted has a small diameter 34-2 at the tip. Therefore, there is a margin in the insertion of the tip portion 34-2 of the support 34 with respect to the inner periphery of the large diameter portion 40-1 on the front side of the clutch drum, and the seal ring on the small diameter portion 34-2 In the initial process of 114A and 114B, the inner periphery of the large diameter portion 40-1 is not contacted. Therefore, the seal rings 114A and 114B are not easily damaged by the contact. When the support 34 is inserted until the seal rings 114A and 114B on the small-diameter portion 34-2 contact with the tapered portion 40-3, the guide portions of the tapered portion 40-3 make the seal rings 114A and 114B smoothly small in diameter. It is led to the portion 40-2, and finally the seal rings 114A and 114B come into the illustrated mounting completion state in which they contact the inner periphery of the small diameter portion 40-2 of the clutch drum 40.
[0045]
In this way, the insertion portion of the support 34 into the clutch drum 40 is stepped, and the opening of the clutch drum 40 that receives this stepped portion of the support is tapered, so that the leading-side seal ring 114A is formed. 114B can be smoothly and reliably guided to the small diameter portion 40-2 by the guide action of the tapered portion, and the seal rings 114A and 114B are unlikely to break.
[0046]
Unlike the stepped structure described above, in the conventional method, as shown in FIG. 15, if the support 308 (corresponding to 34 in FIG. 1) is not stepped but straight, the hole for housing the support naturally also has a clutch drum 310. The hole (corresponding to 40 in FIG. 1) is also straight. In this case, two sets of four seal rings 312A, 312B, 314A, and 314B (corresponding to 110A, 110B, 114A, and 114B in FIG. 7) are arranged on the straight part of the support. 312A, 312B, 314A, 314B is easily twisted by making strong contact with the inner periphery of the clutch drum 310, and there is a risk of breakage or disengagement of the seal ring, but this embodiment avoids such fear. be able to.
[0047]
Next, the mounting structure of the second and overdrive brake 20 in this embodiment will be described. In FIG. 8, the second and overdrive brake 20 includes a drive plate 20a and a driven plate 20b, and the drive plate 20a extends from the front sun gear 13a. The spline groove 41-1 formed in the extending drum 41 is spline-fitted, and the driven plate 20b is spline-fitted to the inner peripheral spline groove 10-1. The drive plate 20a and the driven plate 20b constitute a set (plate pack) arranged alternately, and a layer of friction material is formed on the opposing surface of the drive plate 20a and the driven plate 20b. A backup plate 130 is provided on the rear side of the set of the drive plate 20a and the driven plate 20b so as to be fitted to the spline 10-1 on the case side, and a retainer 132 is provided on the front side. That is, the set including the drive plate 20 a and the driven plate 20 b is disposed between the backup plate 130 and the retainer 132. The back-up plate 130 is disposed so that the rear side end surface thereof is in contact with the shoulder 10-2 formed on the inner periphery of the case.
[0048]
An annular plate 134 serving as a cylinder for accommodating the piston 56 as an actuator that causes engagement and disengagement of the second and overdrive brake 20 has a U-shaped cross section opened on the rear side. The piston 56 is accommodated in the U-shaped opening.
[0049]
As shown in FIG. 9, the piston 56 has an annular shape, and annular grooves for accommodating the seal rings 140 and 142 are formed on the inner periphery and the outer periphery. The piston 56 has a plurality of circular arc sections (four pieces) extending in the axial direction at intervals in the circumferential direction on the rear end face facing the front side end portion accommodated in the U-shaped opening of the annular plate 134. ) Operating projections 146 are formed. See also FIG. On the rear end face of the annular plate 134, a plurality of (four) pins 148 extending in the axial direction and spaced apart in the circumferential direction are formed between adjacent protrusions 146. The operating projection 146 extends toward the second and overdrive brake 20. On the other hand, one end of a return spring 57 is inserted into each pin 148, and the other end is in contact with a spring retainer 149 which is a press-formed product. The spring retainer 149 forms a circumferentially spaced notch for insertion of the protrusion 146 of the piston 56. The spring retainer 149 and the driven plate 20b are in contact with a shoulder 10-3 formed on the end surface of the spline groove 10-1 on the inner surface of the case. Therefore, the spring 57 urges the piston 56 in a direction away from the plates 20a and 20b. In this case, the drive plate 20a and the driven plate 20b are not in frictional contact, and the brake 20 is released.
[0050]
When there is no supply of hydraulic pressure to the hydraulic chamber 54, the piston 56 is moved to the left in the figure by the urging force of the spring 57, and the drive plate 20a and the driven plate 20b can avoid frictional contact therebetween. . As a result, the drum 41 which is a member on the drive side is not restrained from the housing 10 side (fixed side).
[0051]
When the hydraulic pressure is supplied to the hydraulic chamber 54, the piston 56 expands against the urging force of the spring 57, and the operating projection 146 integrated with the piston 56 includes the drive plate 20a and the driven plate 20b via the retainer 132. Press against the shoulder 10-2 of the case through the set-o backup plate 130. As a result, the drive plate 20a and the driven plate 20b are brought into friction contact with each other, and the rotation of the drum 41 is restricted.
[0052]
As in this embodiment, the housing 10 is provided with a shoulder 10-2, and the braking action by pressing the set of the drive plate 20a and the driven plate 20b against the shoulder 10-2 is formed integrally with the housing 10. The shoulder 10-2 is made to function as a stopper, and the number of parts can be reduced. In other words, parts such as a snap ring, which is a separate part as a stopper, are unnecessary, and the cost can be reduced. There are advantages you can do. Further, by making the case shoulder portion 10-2 function as a stopper, the height position of the stopper can be set as high as the working position of the piston 56 (the height position at which the protrusion 146 contacts the retainer 132). Easy. As a result, the moment applied to the set of the drive plate 20a and the driven plate 20b so as to incline it during the braking process can be reduced, and it becomes easy to ensure the posture of the plate during braking in an upright state. .
[0053]
Instead of using a shoulder integral with the housing 10 for axial restraint of the friction plate set during braking operation as in the embodiment described above, it has been usual practice to use a snap ring. That is. That is, FIG. 16 shows this conventional structure, and a set comprising a drive plate 320 (corresponding to 20a in FIG. 8) and a driven plate 322 (corresponding to 20b in FIG. 8) is pressed by a piston 324 (corresponding to 146 in FIG. 8). However, in this case, since the height of the snap ring 326 cannot be increased so much, the height of the snap ring 326 is lower than the operating point of the piston 324. Therefore, the plates 320 and 322 may be tilted during braking. In addition, the number of parts is increased by the installation of the snap ring 326, and the snap ring is likely to come off due to the spline climbing, and a groove for accommodating the snap ring is required, so the shaft length is long. In addition, there is a problem that defects such as a lower degree of freedom of layout tend to occur, but this embodiment solves this problem.
[0054]
Next, the structure of the internal gear 14c in the rear planetary gear mechanism 14 that also functions as a hub of the low clutch will be described. In FIG. 11, the low clutch 22 includes a drive plate 22a that is spline-fitted to the rear internal gear 14c and a driven plate 22b that is spline-fitted to the clutch drum 60. On the other hand, the rear planetary gear mechanism 14 includes a sun gear 14a, a pinion 14b, an internal gear 14c, and a rear carrier plate 14d.
[0055]
The internal gear 14 c also functions as a drive-side hub of the low clutch 22, and includes a ring portion 150 and a disk-like side plate 152 that is welded and fixed to the rear end of the ring portion 150. Inner teeth 150-1 are formed on the inner periphery of the ring portion 150 on the front end side, and the inner teeth 150-1 mesh with the pinion 14b. A spline 150-2 is formed on the outer periphery of the ring portion 150 that is axially offset from the inner teeth 150-1, and the driven plate 22a is spline-fitted to the spline 150-2. In the ring portion 150, the front side portion forming the internal teeth 150-1 meshing with the pinion 14b is thicker than the rear side portion where the spline 150-2 is formed, and this thickness is the opening end (front side end). ) Is a shape that gets bigger as you go to. The side plate 152 has a shape in which the outer peripheral portion swells to the rear side. In other words, the inner peripheral portion is located close to the carrier plate 14d. Therefore, the axial length of the internal gear 14c is not different from the conventional one. A ring-shaped space 160 is formed between the ring portion 150 and the outer peripheral portion of the side plate 152, and this space 160 can function as an oil sump for accumulating lubricating oil for lubricating the clutch 22. Further, a lubricating oil hole 154 is formed at a portion of the inner periphery of the ring portion 150 where there are no internal teeth. The lubricating oil hole 154 has an inner end that opens into the oil reservoir space 160 and an outer end that is located between the spline teeth of the spline 150-2. Open in the lower part of the groove. Since the lubricating oil hole 154 is formed in a portion of the ring portion 150 where the internal teeth 150-1 are not present, the installation position and the degree of freedom in setting the inner diameter can be increased.
[0056]
During operation of the transmission, the internal gear 14c is subjected to centrifugal force due to its rotation and hoop stress generated by the internal gear 14c meshing with the pinion 14b. According to the present invention, there is an effect that the rigidity of this part can be increased by increasing the thickness of the ring part 150 at the part of the internal tooth 150-1.
[0057]
Unlike the offset structure in the embodiment described above, in the prior art, as shown in FIG. 17, the internal teeth 330-1 (FIG. 11) meshing with the pinion 332 at the same axial position in the ring portion 330 (corresponding to 150 in FIG. 11). And a spline 330-2 (corresponding to 150-2 in FIG. 11). In this case, it is necessary to increase the thickness of the ring portion 330 so as to ensure the required rigidity. Therefore, the outer diameter has to be expanded, and there is a problem that the degree of freedom of the layout shape is impaired. The invention can solve such problems.
[0058]
In this embodiment, when finishing the internal gear 14c, the inner and outer spline teeth are processed by a hob cutter. Spline processing is carried out while meshing the hob cutter with the rough material when processing the external teeth 150-2, but the ring part 150 on the outer peripheral side has no teeth and is a thick part, and the rounded shape remains as it is. Of the outer diameter R (FIG. 12). Therefore, the machining can be completed in one cycle using the same tool for the spline portion and the thick portion of the coarse material.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing a portion (A) following a torque converter housing of an automatic transmission according to the present invention.
FIG. 2 is a longitudinal sectional view showing a portion (b) subsequent to FIG. 1 of the automatic transmission according to the present invention.
FIG. 3 is a longitudinal sectional view showing a portion (c) subsequent to FIG. 2 of the automatic transmission according to the present invention.
FIG. 4 is a sectional view of a parking gear in the automatic transmission according to the present invention.
5 is a front view of a single unit of the parking gear of FIG. 4. FIG.
6 is a partially enlarged view of FIG. 5 and shows missing teeth in the spline.
FIG. 7 is a partially enlarged view of FIG. 1 showing a structure for fitting a seal portion to a clutch drum.
FIG. 8 is a partially enlarged view of FIG. 1 in a second and overdrive brake part.
9 is a single longitudinal sectional view of a piston of the second and overdrive brake of FIG. 8. FIG.
FIG. 10 is a front view of a single piston in FIG. 9;
FIG. 11 is a partially enlarged view of FIG. 1 at a portion of the rear planetary gear mechanism.
FIG. 11 is a partially enlarged view of FIG. 1 in the thick part of the ring part in the internal gear.
FIG. 13 is a schematic diagram illustrating positioning of an output shaft in the prior art.
FIG. 14 is a schematic diagram for explaining an oil supply method of an extension housing in the prior art.
FIG. 15 is a schematic diagram for explaining a configuration of a seal portion in an oil supply portion to a clutch drum in the prior art.
FIG. 16 is a schematic view illustrating an axial locking method of a clutch plate in the prior art.
FIG. 17 is a schematic diagram illustrating the configuration of an internal gear of a planetary gear mechanism that functions as a clutch hub in the prior art.
[Explanation of symbols]
10 ... Powertrain housing
11 ... Extension housing
13 ... Front planetary gear mechanism
14 ... Rear planetary gear mechanism
14c ... Rear internal gear
16 ... High clutch
18 ... Reverse clutch
20 ... Second and overdrive brake
20a ... Drive plate
20b ... Driven plate
22 ... Low clutch
24. Low and reverse brake
26 ... Input shaft
28 ... Output shaft
34 ... Support
34-1… Support large diameter part
34-2… Support small diameter part
40 ... Clutch drum
40-1… Clutch drum insertion hole large diameter part
40-2 ... Clutch drum insertion hole small diameter part
40-3… Tapered part
42, 44, 56, 70, 74… Piston
44, 48, 54, 72, 76… Hydraulic chamber
82 ... Speedometer gear
86 ... Spacer
87 ... Thrust bearing
100 ... Parking gear
102a ... Parking gear spline
A ... Missing part of spline of parking gear
110A, 110B, 114A, 114B… Seal
112, 122… oil supply groove
113, 118 ... refueling hole
120 ... shoulder
130 ... Backup plate
132 ... Retainer
146. Projection
148 ... pin
150 ... Ring part of internal gear of rear planetary gear mechanism
150-1… Internal teeth of ring part of internal gear
150-2 ... Spline of internal gear ring
152 ... Internal gear side plate of rear planetary gear mechanism
154 ... Lubricating oil hole
160 ... Oil sump

Claims (2)

A sun gear, a carrier plate that fixes and supports both ends of a pinion shaft that rotatably supports a pinion that meshes with the sun gear, inner teeth that project to the inner peripheral side of the ring portion and mesh with the pinion, and an outer peripheral side of the ring portion A planetary gear device is constituted by an internal gear having a protruding spline hub portion,
A friction engagement device for fastening and releasing power transmission between the spline hub and the other transmission member;
A side plate adjacent to the one carrier plate in the axial direction is provided integrally on one side of the ring portion,
In the planetary gear mechanism in which the internal gear has a function as a clutch hub of the friction engagement device,
The spline hub part is offset in the axial direction toward the side plate with respect to the inner teeth, and the outer periphery of the ring part is composed of an outer cylindrical part in which no spline is formed and a spline hub part in which a spline is formed ,
The ring part thickness of the opening end opposite to the side plate of the outer peripheral cylindrical part is made thicker than the ring part thickness having the spline hub part ,
The wall thickness of the outer peripheral cylindrical portion is gradually increased toward the internal gear opening end,
A planetary gear mechanism of an automatic transmission , wherein the wall thickness of the outer peripheral cylindrical portion is a portion processed by a hob having substantially the same radius as the radius of curvature of the spline and the rounded shape of the thick portion. . An oil reservoir is formed in a space defined by a carrier plate that fixes and supports both ends of a pinion shaft that rotatably supports the pinion, an inner peripheral portion of the ring portion that does not form internal teeth of the internal gear, and a side plate of the internal gear. The planetary gear mechanism for an automatic transmission according to claim 1, wherein a lubricating oil hole is formed that opens from an inner periphery of the ring portion toward a friction element positioned on the outer periphery of the internal gear.

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