JP4770331B2 - Lubrication structure of transmission clutch - Google Patents

Description

  The present invention relates to a lubrication structure for a multi-plate clutch provided in an automatic transmission or the like.

  In general, in an automatic transmission of a vehicle or the like, in order to switch a power transmission or cut-off state between a plurality of rotating elements of a transmission gear mechanism, or to switch a rotating element to a rotating or stopped state, a wet multi-plate A clutch is used (see, for example, Patent Document 1).

As a lubricating structure for preventing such a transmission gear mechanism from being overheated, the input shaft of the transmission gear mechanism is formed in a hollow shape, and the lubricating oil in the lubricating oil supply passage therein is subjected to centrifugal force due to rotation. In general, it is made to flow out from the through hole in the radial direction and be supplied to each part including the multi-plate clutch.
JP-A-11-182579

  By the way, when the drive range is selected, at least one multi-plate clutch of the automatic transmission is engaged so that power can be transmitted. At this time, the vehicle is stopped and the engine is in an idle state. In this case, it is preferable to absorb the rotational difference between the input and output by sliding not only the slip of the torque converter but also the multi-plate clutch in the engaged state. Also referred to as a fine engagement state).

  However, since the input rotational speed from the engine is low in the idle state, the oil pump discharge amount is reduced and the momentum of the lubricating oil flowing out from the through hole of the input shaft due to the centrifugal force is reduced as described above. The amount of oil supplied to each part of the gear mechanism is relatively small, and if the multi-plate clutch is slid in this state as described above, there is a possibility that the overheating cannot be prevented.

  On the other hand, for example, if the pump capacity is increased or the lubricating oil passage such as the through hole of the input shaft is widened so that sufficient lubricating oil is supplied to the multi-plate clutch even in the idle state, the vehicle travels this time. When the engine speed becomes high, the amount of oil supplied to the multi-plate clutch increases too much, resulting in an increase in rotational resistance and an increase in pump drive loss.

  Further, when the multi-plate clutch is disengaged by changing the gear position, there is a problem that dragging occurs if the supply amount of the lubricating oil is excessive as described above.

  The present invention has been made in view of such various points, and the object of the present invention is to sufficiently supply lubricating oil to the multi-plate clutch that is in a slightly engaged state during stopping as described above. While preventing the overheating, it is to reduce the supply amount of the lubricating oil while the vehicle is running so as not to deteriorate the fuel consumption, and to prevent the drag when the clutch is released.

  In order to achieve the above object, according to the present invention, when there is a rotating member that rotates as the vehicle travels in the vicinity of the multi-plate clutch that is in a slightly engaged state as described above, the rotating member is sandwiched. Thus, a lubricating oil injection port is provided on the opposite side of the multi-plate clutch, and the lubricating oil ejected from this injection port is sufficiently supplied to the multi-plate clutch while the rotating member is stopped, while rotating while the vehicle is running. It was comprised so that it might be interrupted | blocked by the rotating member which does.

  Specifically, the invention according to claim 1 includes a plurality of frictions between a drum portion connected to the input shaft side of the transmission and a hub portion located on the inner peripheral side and connected to the output shaft side. The present invention is directed to a clutch lubrication structure for a transmission in which plates are alternately stacked to form a multi-plate clutch, and lubricating oil is injected and supplied from a plurality of injection ports toward the multi-plate clutch.

A piston that presses and engages the multi-plate clutch is disposed adjacent to one side in the axial direction of the multi-plate clutch, while adjacent to the other side in the axial direction of the multi-plate clutch, When a rotating member connected to the output shaft side is disposed, a plurality of axial through holes are formed in the rotating member, and the plurality of injection ports are stopped when the rotating member is stopped. Regardless of this, at least one injection port is disposed so as to face the multi-plate clutch through any one of the plurality of through holes formed in the rotating member .

  With the above configuration, when the vehicle is stopped and the engine is in an idle state, and the multi-plate clutch is in a slightly engaged state to cause slipping, the rotating member connected to the output shaft side is stopped, At least one lubricating oil injection port faces the multi-plate clutch through any of the plurality of through holes. For this reason, the lubricating oil ejected from the at least one injection port reaches the multi-plate clutch without being blocked by the rotating member, and lubricates the multi-plate clutch that is in a slightly engaged state as described above. Oil can be sufficiently supplied to prevent overheating.

  On the other hand, when the vehicle is running, the multi-plate clutch is not in the fine engagement state, and is in a normal engagement state that does not cause much slip. During this travel, the output shaft of the transmission rotates, and the rotating member that rotates along with this rotates blocks the injection port and the multi-plate clutch. Is not excessively supplied. Therefore, an increase in the rotational resistance of the multi-plate clutch due to excessive supply of lubricating oil can be prevented, and deterioration of fuel consumption can be avoided. Also, dragging when the clutch is released can be prevented.

  Here, as described above, in order for the at least one lubricating oil injection port to face the multi-plate clutch through any one of the through holes regardless of the stop position of the rotating member, as an example, the rotation While a plurality of through holes are formed in the member so as to extend in the circumferential direction, two injection ports are provided on substantially the same circumference in the vicinity thereof, and the interval between them is set to be longer than the circumferential length of the through hole. What is necessary is just to set shorter than the circumferential direction length of the wall part between two adjacent through holes.

  By doing so, both the two injection ports are not covered by the wall portion between the two adjacent through holes, and the two injection ports are walls on both sides in the circumferential direction sandwiching the through holes, respectively. It is not covered by the part. That is, the multi-plate clutch can face the at least one injection port from one of the through holes regardless of the stop position of the rotating member.

  In order to arrange the lubricating oil injection port in this manner, for example, when a support portion that rotatably supports the rotating member is provided extending radially inward from the inner periphery of the transmission casing In this case, the injection port may be opened on the surface of the support portion that is close to and opposed to the rotating member (invention of claim 2). If it carries out like this, the injection part of lubricating oil can be opened to an optimal position using the support part close | similar to a rotation member.

Further, as the rotating member, for example, a counter drive gear that meshes with a driven gear of a counter shaft arranged in parallel with the input shaft may be used (invention of claim 3). This makes it possible to effectively use the large-diameter counter drive gear disposed on the input shaft of the transmission in a power train mounted horizontally on the vehicle. Further, the direction of the injection port arranged as described above is lubrication. It is preferable to set so that oil is injected toward the spline portion on the inner periphery of the multi-plate clutch (invention of claim 4). When the multi-plate clutch is in the slightly engaged state, the inner peripheral hub portion is stopped, while the outer peripheral drum portion is rotating, so if the lubricating oil is injected toward the inner peripheral spline portion, This is because the lubricating oil flows on the outer peripheral side by centrifugal force on the friction plate provided on the drum side, and the lubricating oil can be spread over the inner and outer periphery of the multi-plate clutch.

  In that case, it is preferable that the inner peripheral spline of the friction plate of the multi-plate clutch that is fitted to the hub portion is deleted by a predetermined number of teeth (invention of claim 5). In this way, an oil passage that connects the front and back of the friction plate is formed by the spline groove on the outer periphery of the hub portion at the missing tooth portion, and the lubricating oil flows in the axial direction across the plurality of friction plates through the oil passage. become. That is, it is possible to distribute the lubricating oil to each of the plurality of friction plates sliding with each other by centrifugal force.

  In particular, if the friction plate fitted in the hub portion is removed from the inner peripheral spline by a predetermined number of teeth except for the one in the axial direction closest to the piston (invention of claim 6), As described above, the lubricating oil flowing in the axial direction is blocked by the friction plate at one end in the axial direction, so that the lubricating oil can be further spread between the plurality of friction plates.

  The effect of the invention of claim 5 can be obtained in the same manner even if the outer peripheral spline of the hub portion is not a friction plate but a predetermined number of teeth are missing (invention of claim 7). And in that case, if the friction plate fitted to the hub portion has one end in the axial direction closest to the piston, the groove portion corresponding to the missing tooth portion of the spline of the hub portion is closed (claim). The invention similar to that of the invention of claim 8 and the invention of claim 6 can be obtained.

  As described above, according to the clutch lubrication structure for a transmission according to the present invention, the vehicle is driven near the multi-plate clutch that is slightly engaged while the vehicle is stopped and may slip. When there is a rotating member that rotates with the rotation member, a lubricating oil injection port is provided on the opposite side of the multi-plate clutch across the rotating member, and the lubricating oil from the injection port remains large while the rotating member is stopped. While it reaches the plate clutch, it is configured so as to be blocked by the rotating rotating member while the vehicle is running. In addition, it is possible to prevent an excessive supply amount of lubricating oil to the multi-plate clutch while the vehicle is running, thereby preventing fuel consumption deterioration and dragging when the clutch is released.

  In particular, according to the second aspect of the present invention, the lubricating oil injection port can be provided at an optimum position by utilizing a support portion of a rotating member extending radially inward from the inner periphery of the transmission casing.

  In the invention of claim 3, a large-diameter counter drive gear disposed on the input shaft of the transmission can be effectively used as the rotating member.

  In the invention of claim 4, by injecting the lubricating oil toward the spline portion of the inner periphery of the multi-plate clutch, the lubricating oil can be spread to the outer peripheral side by the centrifugal force of the rotating friction plate.

  In that case, if a predetermined number of teeth are missing from the friction plate of the multi-plate clutch or the spline of the hub portion to form an oil passage through which the lubricating oil flows in the axial direction (inventions of claims 5 and 7), a plurality of Lubricating oil can be distributed to the friction plates. Further, if the lubricating oil flowing in the axial direction is blocked by the friction plate at one axial end closest to the piston (inventions of claims 6 and 8), the lubricating oil can be used without waste in the entire multi-plate clutch. Can be spread.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

(Overall configuration of automatic transmission)
FIG. 1 shows the overall configuration of an automatic transmission AT according to this embodiment. The automatic transmission AT has, as main components, a torque converter 2 with a lock-up mechanism and its output shifted to the wheel side. A transmission gear mechanism 3 for transmission. The transmission gear mechanism 3 includes first and second sets of planetary gear mechanisms 31 and 32 in the illustrated example, and three sets of wet multi-plate clutches 4 to 4 that selectively restrict the rotation of the rotating elements. 6, a set of band brakes 7, a set of wet multi-plate brakes 8, and a set of one-way clutches 9.

  The torque converter 2 is disposed opposite to the pump 22 fixed in a case 21 connected to the engine output shaft 1 and is driven by the pump 22 via hydraulic oil (ATF). A turbine 23, a stator 25 interposed between the pump 22 and the turbine 23, and supported by the transmission casing 10 via a one-way clutch 24 to increase torque, the case 21 and the turbine 23 And a lock-up clutch 26 that directly connects the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to a turbine shaft integrated with the input shaft 30 of the transmission gear mechanism 3.

  A partition wall 11 is provided on the opposite side of the torque converter 2, that is, between the torque converter 2 and the transmission gear mechanism 3 so as to partition them in the transmission casing 10. A pump 12 is arranged. The oil pump 12 is connected to the case 21 of the torque converter 2 and is driven by the engine output shaft 1 through this.

  The first and second planetary gear mechanisms 31 and 32 of the transmission gear mechanism 3 are sun gears 31a and 32a, a plurality of pinions 31b and 32b engaged with the sun gears 31a and 32a, and the pinions 31b and 32b, respectively. Is constituted by a so-called single planetary gear set having pinion carriers 31c and 32c for supporting the inner ring 31 and internal gears 31d and 32d engaged with the pinions 31b and 32b.

  A forward clutch 4 comprising a wet multi-plate clutch is provided between the input shaft 30 and the sun gear 31a of the first planetary gear mechanism 31. The reverse clutch 5 includes the 3-4 clutch 6 interposed between the input shaft 30 and the pinion carrier 32c of the second planetary gear mechanism 32, and the sun gear 32a of the second planetary gear mechanism 32. Between the transmission casing 10, a 2-4 brake 7 including a band brake for fixing the sun gear 32a is disposed.

  Further, an internal gear 31d of the first planetary gear mechanism 31 and a pinion carrier 32c of the second planetary gear mechanism 32 are connected, and a low reverse brake comprising a wet multi-plate clutch is provided between these and the transmission casing 10. 8 and the one-way clutch 9 are arranged in parallel, and a pinion carrier 31c of the first planetary gear mechanism 31 and an internal gear 32d of the second planetary gear mechanism 32 are connected to the counter drive gear 13. Is connected.

  The counter drive gear 13 meshes with the driven gear 15 of the counter shaft 14 disposed in parallel with the input shaft 30, and the rotation of the counter drive gear 13 is transmitted to the counter shaft 14 by the counter driven gear 15. After being decelerated by the meshing of the output gear 16 on 14 and the ring gear 18 of the differential 17, it is transmitted to the left and right axles 19, 19 via the differential 17.

  Then, by selectively operating the clutches and brakes 4 to 8 in the transmission gear mechanism 3 and switching the power transmission path, the 1st to 4th speeds in the D range (forward travel range), and R The reverse speed in the range can be obtained. Specifically, the relationship between the operating states of the clutches, the brakes 4 to 8 and the one-way clutch 9 and the gear stage is summarized as shown in FIG. 2, where (O) indicates the case where the clutch or the like is engaged. Show. The broken line (◯) of the D range first speed indicates that the low reverse brake 8 is engaged only in the manual mode or the hold mode.

(Lubrication structure of forward clutch)
Next, the lubrication structure of the forward clutch 4 that is a characteristic part of the present invention will be described. First, as shown in an enlarged view in FIG. 3, the forward clutch 4 includes a clutch drum 41 (drum portion) whose inner peripheral boss portion is welded to the input shaft 30, and an inner surface of the outer peripheral wall of the clutch drum 41. The clutch hubs 42 (hub portions) that are spaced apart inwardly in the radial direction and the input hub 30 are alternately arranged between the clutch hub 42 and the clutch drum 41 in the direction of the input shaft 30 (axial direction: left-right direction in the figure). And a plurality of friction plates 43, 44,. The boss portion on the inner peripheral side of the clutch hub 42 is connected to a sleeve (shown by an imaginary line in the drawing) integrated with the sun gear 31 a of the first planetary gear mechanism 31.

  Further, a pressure receiving chamber PR is defined between the friction plates 43, 44,... In the clutch drum 41 on the one axial side (the right side in the figure, the torque converter 20 side) with the clutch drum 41. A piston 45 is provided to press and engage the friction plates 44 adjacent in the axial direction in response to the supply of hydraulic pressure to the pressure receiving chamber PR. In order to receive the pressing force by the piston 45, a retaining plate 46 is disposed on the side opposite to the piston 45 (the other end in the axial direction) of the friction plates 43, 44,.

  The piston 45 is formed by integrating a rubber seal on a steel plate press-molded product, and resists the urging force of the return spring 48 by the hydraulic pressure supplied from the oil passage 47 to the pressure receiving chamber PR on the back surface thereof. To the other side in the axial direction (left side in the figure) and press the friction plates 43, 44,. Thus, the hydraulic pressure for operating the piston 45 is adjusted by a hydraulic control circuit (not shown). As will be described later, the hydraulic pressure is reduced when the vehicle is stopped and the engine is in an idle state, thereby reducing friction. The plates 43, 44,... Are engaged with each other while sliding (hereinafter also referred to as neutral idol).

  In this embodiment, considering that the hydraulic oil in the pressure receiving chamber PR receives centrifugal force as the forward clutch 4 rotates and rises with respect to the control hydraulic pressure, the sealing plate 49 on the side opposite to the pressure receiving chamber PR of the piston 45 is considered. The centrifugal balance chamber BR is partitioned. The hydraulic pressure in the centrifugal balance chamber BR is increased by the centrifugal force similarly to the pressure receiving chamber PR, so that both can be offset and the clutch controllability can be improved.

  Supply of the working oil (ATF) to the centrifugal balance chamber BR is performed using a path for supplying ATF as lubricating oil to the sliding portion of the transmission gear mechanism 3. That is, in this embodiment, the input shaft 30 of the transmission gear mechanism 3 is formed in a hollow shape, and the inside thereof is the main supply passage 30a for the lubricating oil, and the centrifugal is caused by the rotation of the input shaft 30 from the main supply passage 30a. The radial through holes 30b, 30c,... Are formed at appropriate positions separated from each other in the axial direction so that the lubricating oil flows out by force.

  For example, the lubricating oil flowing out from the through hole 30b located on the right side of the drawing lubricates the bearings 50 and 50 that rotatably support the input shaft 30 with respect to the partition wall 11 of the transmission casing 10, and then cools the clutch drum 41. After that, it flows down naturally and is returned to the oil pan. The lubricating oil flowing out from the through hole 30c is supplied as hydraulic oil to the centrifugal balance chamber BR, and the lubricating oil flowing out from the inner peripheral portion of the centrifugal balance chamber BR is used for cooling the clutch hub 42. Further, the lubricating oil flowing out from the through hole 30 d is mainly supplied to the clutch hub 42 and the roller bearing 51.

  In this embodiment, in addition to supplying the lubricating oil from the main supply passage 30a by the rotation of the input shaft 30 as described above, the lubricating oil is directly injected to the forward clutch 4 in the fine engagement state as described above. I am doing so. That is, as shown in FIG. 2, the forward clutch 4 is engaged when the D range is selected, and is in a state where power can be transmitted. At this time, the vehicle is stopped and the engine is stopped. If in the idle state, the clutch hydraulic pressure is lowered so that the friction plates 43, 44,... Slide (neutral idle).

  However, since the input rotational speed from the engine is low in the idle state, the discharge amount of the oil pump 12 is reduced, and the momentum of the lubricating oil flowing out from the through holes 30b, 30c,. For this reason, the amount of oil supplied to the forward clutch 4 is considerably reduced. If the friction plates 43, 44,... Are slid in this state, they may overheat and deteriorate rapidly.

  On the other hand, if the capacity of the oil pump 12 is increased or the flow paths such as the through holes 30b, 30c,... Of the input shaft 30 are widened, the lubricating oil is sufficiently supplied to each part even in the idle state. In this case, when the engine speed becomes high while the vehicle is running, the amount of oil supplied to the forward clutch 4 becomes too large, the rotational resistance increases, and the drive loss of the oil pump 12 also increases. There is a risk that the fuel consumption will deteriorate.

  In addition, as shown in FIG. 3, for example, when switching from the third speed to the fourth speed in the D range, the forward clutch 4 is released and the 3-4 clutch 6 or the 2-4 brake 7 is engaged. However, at this time, if the amount of lubricating oil supplied to the forward clutch 4 is too large as described above, there is a problem that dragging occurs between the friction plates 43, 44,.

  Therefore, in this embodiment, attention is paid to the fact that there is a counter drive gear 13 near the forward clutch 4 which is in a slightly engaged state at the neutral idle, while stopping while the vehicle is running, and rotating while the vehicle is running. The drive gear 13 is used to provide an injection port (an injection nozzle 53 to be described later) so that the lubricating oil is sprayed directly onto the forward clutch 4 only when the vehicle is idle.

  That is, as shown in FIG. 2, the counter drive gear 13 located on the side opposite to the piston 45 (on the other side in the axial direction) of the forward clutch 4 has an inner periphery of a sleeve 13a extending in the axial direction from the center thereof. The sleeve 13a is connected to the pinion carrier 31c of the first planetary gear mechanism 31 by a connecting member, and the sleeve 13a is extended radially inward from the inner periphery of the transmission casing 10 via the roller bearing 51. It is supported by the support wall part 10a (support part).

  In the example shown in the figure, an oil passage 52 is perforated in the support wall portion 10a and extends from the regulator valve that controls the line pressure in the hydraulic control circuit of the automatic transmission AT (not shown). The drained hydraulic oil is supplied as lubricating oil. A perforation that communicates with the deepest portion (lower end portion) of the oil passage 52 and extends toward the counter drive gear 13 is a side surface (one side in the axial direction) of the support wall portion 10a that faces the counter drive gear 13 and faces it. The injection nozzle 53 is press-fitted into this perforation.

  As shown in the figure, the injection nozzle 53 is disposed at substantially the same height as the uppermost portion of the outer periphery of the clutch hub 42 of the forward clutch 4 and directly feeds the lubricating oil through the through hole 13b of the stopped counter drive gear 13. Toward the gap between the outer periphery of the clutch hub 42 and the inner periphery of the retaining plate 46 positioned thereabove, that is, toward the spline portion of the clutch inner periphery where the clutch hub 42 and the friction plates 43, 43,. The injection direction is set so as to inject.

  Further, in this embodiment, as shown in FIG. 4, the counter drive gear 13 has four through holes 13b, 13b,... That are long in the circumferential direction and are equally spaced from each other, and the injection nozzles 53, 53,. , So that at least one of the injection nozzles 53 is aligned with any one of the through holes 13b when viewed in the axial direction, that is, through any one of the through holes 13b of the stopped counter drive gear 13. .. Are arranged so as to face the forward clutch 4 and spaced apart from each other on a concentric circumference having the same diameter as that of the through holes 13b, 13b,...

  More specifically, among the three, the interval in the circumferential direction between the two adjacent injection nozzles 53, 53 is set to be shorter than the circumferential length of the through hole 13b of the counter drive gear 13. For this reason, as shown in FIG. 4 (a), the two injection nozzles 53, 53 at both ends in the circumferential direction are covered by the wall portions on both sides in the circumferential direction sandwiching the through hole 13b. The injection nozzle 53 is aligned with the through hole 13b and faces the forward clutch 4 through this.

  Further, the circumferential interval between the two injection nozzles 53, 53 at both ends in the circumferential direction is set longer than the circumferential length of the wall portion between two adjacent through holes 13 b, 13 b in the counter drive gear 13. . For this reason, as shown in FIG. 4B, even if any of the injection nozzles 53 is covered by the wall portion between the two through holes 13b, all of the three injection nozzles 53 to 53 are covered. One of the injection nozzles 53 matches the through hole 13b, and faces the forward clutch 4 through this.

  That is, regardless of the stop position of the counter drive gear 13, at least one injection nozzle 53, 53,... Faces the forward clutch 4 through any one of the through holes 13b, and the counter drive gear 13 is stopped. At the time of idling while the vehicle is stopped, the lubricating oil is directly sprayed from at least one of the injection nozzles 53, 53,... A sufficient amount of lubricating oil can be supplied to prevent overheating.

  The lubricating oil sprayed to the forward clutch 4 in the fine engagement state thus reaches the gap between the uppermost part of the outer periphery of the clutch hub 42 and the retaining plate 46 thereabove and stops. The lubricating oil that flows downward along the outer periphery of the clutch hub 42 and adheres to the retaining plate 46 that rotates together with the clutch drum 41 flows to the outer peripheral side due to centrifugal force, and friction between the retaining plate 46 and the adjacent friction plate 46. .. Reach the inner and outer peripheries of the plate 43 (the friction plate 43, 43,... Of the friction plates 43, 43,... Attached to the clutch hub 42 is closest to the counter drive gear 13).

  However, with respect to the friction plates 43, 44,... Other than those adjacent to the retaining plate 46, the amount of the lubricating oil circulating through a minute gap with the clutch hub 42 alone is not sufficient. . Therefore, in this embodiment, as shown in FIG. 5 (a), the friction plates 43, 43,... The teeth of the inner peripheral spline are appropriately omitted.

  In the example shown in the figure, spline teeth 43a, 43a,... That are normally formed at equal intervals on the entire inner periphery of the friction plate 43 are missing at a rate of one in four. In the missing tooth portion L, a spline groove on the outer periphery of the clutch hub 42 communicates with the front and back of the friction plate 43 to form an oil passage for lubricating oil. Therefore, as described above, the lubricant sprayed from the injection nozzles 53, 53,... Into the gap between the clutch hub 42 of the forward clutch 4 and the retaining plate 46 (the axial end close to the counter drive gear 13). The oil flows axially between the clutch hub 42 and the friction plates 43, 44,... Through the oil passage, and the friction plates 43, 44, other than those adjacent to the retaining plate 46. Also in ..., it flows from the inner peripheral side to the outer peripheral side by the centrifugal force and reaches the whole.

  On the other hand, of the friction plates 43, 43,... That are spline-fitted to the clutch hub 42, the one closest to the piston 45 has teeth 43a, 43a,. The missing tooth part is not provided. In the friction plate 43 closest to the piston 45, the lubricating oil flowing in the axial direction as described above is blocked so that the lubricating oil can be distributed between the friction plates 43, 44,. It is to do.

  In the friction hub 43 on the clutch hub 42 side, fading layers 43b are formed on both front and back surfaces. In this embodiment, shallow grooves 43c, 43c,... In the radial direction are formed in the fading layer 43b. In this way, the lubricating oil is cut off, and drag between the friction plates 43, 44,... Is suppressed.

  Therefore, according to the clutch lubrication structure of the transmission according to this embodiment, first, when the vehicle is stopped and the engine is in an idle state and the forward clutch 4 is in a slightly engaged state and is in a neutral idle state where slipping occurs, the clutch is stopped. The at least one injection nozzle 53, 53,... Faces the forward clutch 4 through any through-hole 13b of the counter drive gear 13, and the lubricating oil ejected from the injection nozzle 53, 53,. It is sprayed directly on the friction plates 43, 44, ... of the forward clutch 4.

  The lubricating oil sprayed in this way enters between the friction plates 43, 44,... Through the gap between the clutch hub 42 and the retaining plate 46 and flows down along the outer periphery of the clutch hub 42. While flowing in the axial direction through the groove portion of the outer peripheral spline of the hub 42 (in the hub side friction plate 43, the toothless portion L of the inner peripheral spline), the inner periphery of each of the friction plates 43, 44,. It flows from the side to the outer periphery and spreads over them.

  That is, as described above, the lubricating oil is sufficiently supplied to the forward clutch 4 that is in the slightly engaged state of the neutral idle, and the lubricating oil 43, 44,... It can be spread to prevent overheating. Therefore, deterioration of the friction plates 43, 44,... Due to overheating can be prevented, and the reliability of the forward clutch 4 can be improved.

  On the other hand, when the vehicle is running, for example, the forward clutch 4 is in a normal engagement state at the 1st to 3rd speeds in the D range, and is in the disengaged state at the 4th speed and the R range in the D range. There is no slippage. Since the counter drive gear 13 rotates during this travel, at least a part of the spray of lubricating oil from the injection nozzles 53, 53,...

  The amount of lubricating oil blocked by the counter drive gear 13 thus rotating increases as the rotation speed of the counter drive gear 13 increases. Therefore, at least when the vehicle is traveling at high speed, the spray of lubricating oil injected from the injection nozzles 53, 53,... Does not reach the forward clutch 4 as it is, and the rotational resistance in the forward clutch 4 increases due to excessive supply of lubricating oil. Can be prevented and deterioration of fuel consumption can be avoided.

  Further, when the vehicle switches from the 3rd speed to the 4th speed in the D range when the vehicle is traveling at high speed, the forward clutch 4 is released. However, since the supply of lubricating oil is not excessive at this time, the friction plates 43 and 44 ,... Does not cause a problem that the shifting operation is delayed by dragging.

  In addition, in this embodiment, as described above, the large-diameter counter drive gear 13 disposed on the input shaft 30 as a rotating member that appropriately blocks the lubricating oil from the injection nozzles 53, 53,. Further, the injection nozzles 53, 53,... Can be opened to the optimum position by using the support portion 10a provided in the casing 10 to rotatably support the counter drive gear 13.

  In addition, the structure of this invention is not limited to the thing of embodiment mentioned above, Other various structures are included. For example, the size, number and arrangement of the through holes 13b provided in the counter drive gear 13 and the number and arrangement of the injection nozzles 53 corresponding thereto are not limited to the above-described example. As an example, the two injection nozzles 53, 53 have a circumferential interval shorter than the circumferential length of the through holes 13b, 13b,... And a wall between two adjacent through holes 13b, 13b. What is necessary is just to arrange | position so that it may become longer than the circumferential direction length of a part. Of course, the greater the number of injection nozzles 53, the greater the degree of freedom of arrangement.

  Further, the injection nozzles 53, 53,... Do not necessarily have to be arranged on a concentric circumference having the same diameter as the formation portions of the through holes 13b, 13b,. There is no need to inject the fuel.

  Further, in the above embodiment, as shown in FIG. 5 (a), the teeth 43a, 43a,... Of the inner peripheral splines of the friction plates 43, 43,. However, in addition to this, for example, as shown in FIG. 6A, the outer peripheral spline of the clutch hub 42 may be deleted by a predetermined number of teeth.

  If it carries out like this, the missing part of the tooth | gear of both splines will match | combine, the cross-sectional area of the missing tooth part L will become large, and the distribution | circulation of lubricating oil will become smoother. In this case, among the friction plates 43, 43,... On the clutch hub 42 side, the one closest to the piston 45 (one end in the axial direction) has an inner spline as shown in FIG. The teeth 43a, 43a,... Are not provided with the missing tooth portion L, and the connecting portion 43d that connects the adjacent spline teeth 43a, 43a is closed so as to close the groove corresponding to the missing tooth portion of the spline of the clutch hub 42. By providing, the lubricating oil that has flowed in the axial direction can be blocked.

  Furthermore, as described above, the friction plates 43, 43,..., Inner spline teeth 43a, 43a,... And the clutch hub 42 outer periphery spline teeth are not lost, but only the clutch hub 42 outer periphery spline teeth are appropriately removed. , It may be omitted.

  The present invention is a clutch lubrication structure for an automatic transmission used in a vehicle such as an automobile, and has a very simple structure without causing adverse effects such as deterioration of fuel consumption or clutch drag, and a multi-plate clutch at the time of neutral idling. It is useful because it can prevent overheating.

1 is a skeleton diagram showing an overall configuration of an automatic transmission to which a clutch lubrication structure of the present invention is applied. It is a figure which shows the relationship between the engagement states, such as a clutch in the automatic transmission shown in FIG. 1, and a gear stage. It is an expanded sectional view showing a forward clutch and its lubricating structure. It is a figure which shows the positional relationship of the through-hole of a counter drive gear, and an injection nozzle seeing in the direction of an input shaft. It is explanatory drawing of the friction board which made the inner peripheral spline missing. FIG. 6 is a view corresponding to FIG. 5 according to another embodiment in which the spline of the clutch hub is also missing.

AT automatic transmission 3 transmission gear mechanism 4 forward clutch (multi-plate clutch)
DESCRIPTION OF SYMBOLS 10 Transmission casing 10a Support part 13 Counter drive gear (rotating member)
13b Through hole 14 Counter shaft 15 Counter driven gear 30 Input shaft 41 Clutch drum (drum part)
42 Clutch hub (hub part)
43, 44 Friction plate 43a Inner peripheral spline teeth 45 Piston 53 Lubricating oil injection nozzle (injection port)
L spline missing tooth

Claims (8)

A multi-plate clutch is constructed by alternately overlapping a plurality of friction plates between a drum portion connected to the input shaft side of the transmission and a hub portion located on the inner peripheral side and connected to the output shaft side. A clutch lubrication structure of a transmission configured to inject and supply lubricating oil from a plurality of injection ports facing the multi-plate clutch,
While the piston that presses and engages the multi-plate clutch is disposed adjacent to one side in the axial direction of the multi-plate clutch,
On the other side in the axial direction of the multi-plate clutch, a rotating member connected to the output shaft side is disposed,
The rotating member is formed with a plurality of axial through holes,
The plurality of injection ports do not depend on the stop position when the rotating member is stopped, and at least one injection port passes through any one of the plurality of through holes formed in the rotating member. And a clutch lubricating structure for a transmission, wherein the lubricating structure is arranged so as to face the multi-plate clutch. In the clutch lubrication structure of claim 1,
A support portion that extends radially inward from the inner periphery of the transmission casing and rotatably supports the rotating member is provided, and a lubricating oil is provided on a surface of the supporting portion that faces the rotating member in the vicinity thereof. A lubricating structure for a clutch of a transmission, wherein an injection port of the transmission is opened. In the clutch lubrication structure according to claim 1 or 2,
The structure for lubricating a clutch of a transmission, wherein the rotating member is a counter drive gear that meshes with a driven gear of a counter shaft disposed in parallel with the input shaft. The clutch lubrication structure according to any one of claims 1 to 3,
A structure for lubricating a clutch of a transmission, wherein a direction of an injection port is set so as to inject lubricating oil toward a spline portion of an inner periphery of a multi-plate clutch. In the clutch lubrication structure of claim 4,
A lubricating structure for a clutch of a transmission, wherein a predetermined number of teeth are missing from an inner peripheral spline of a friction plate of a multi-plate clutch that is fitted to a hub portion. In the clutch lubrication structure of claim 5,
A lubricating structure for a clutch of a transmission, characterized in that a predetermined number of teeth are missing from an inner peripheral spline of a friction plate fitted to a hub portion, except for one at an axial end closest to a piston. The clutch lubrication structure according to any one of claims 4 to 6,
A lubricating structure for a clutch of a transmission, wherein the outer peripheral spline of the hub part is missing a predetermined number of teeth. The clutch lubrication structure according to claim 7,
Of the friction plates fitted to the hub portion, the one at the one end in the axial direction closest to the piston has a groove portion corresponding to the missing tooth portion of the spline of the hub portion closed. Clutch lubrication structure.

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