JP5869377B2 - Transmission lubrication structure - Google Patents

Description

  The present invention relates to a lubricating structure for a transmission.

  Conventionally, a pump shaft is inserted into the input shaft of a transmission, and the driving force of a drive source such as an engine located on one end side of the input shaft is transmitted to the pump located on the other end side of the input shaft via the pump shaft. Those are known (for example, see Patent Document 1). According to this, since the pump shaft is disposed in the input shaft, the transmission can be reduced in size.

JP 2010-270789 A

  When the pump shaft is arranged in the input shaft, it is conceivable to make the pump shaft hollow and provide a lubrication hole in the pump shaft so as to supply the lubricating oil to a place where lubrication is required. Here, when lubricating oil is supplied from the pump shaft, the amount of lubricating oil supplied to the end portion on the drive source side increases, and the amount of lubricating oil supplied to the center portion of the pump shaft and the end portion on the pump side is reduced. Less.

  In this case, when the temperature of the lubricating oil in the transmission is low, the viscosity of the lubricating oil increases. Therefore, when there is a wet clutch at the end of the input shaft on the prime mover, friction due to the lubricating oil increases in the wet clutch. To do. Thereby, there is a possibility that a disadvantageous function may occur such as deterioration in fuel consumption or increase in in-gear load. For this reason, it is necessary to provide a mechanism for limiting the amount of lubricating oil supplied to the wet clutch to a small amount when the temperature is low.

  As such a mechanism, a mechanism that restricts the flow rate by a valve or the like may be used. However, a mechanism using a valve or the like is disadvantageous in terms of cost and space because means for controlling the mechanism, parts constituting the mechanism, and a place for arranging the mechanism are required.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission capable of suppressing the amount of lubricating oil supplied to the driving source side end when the lubricating oil is at a low temperature without the need to provide a control means or the like in view of the problems of the prior art. It is to provide a lubricating oil structure.

A lubricating oil structure of a transmission according to the present invention includes a hollow rotating shaft, a pump shaft that is disposed in the rotating shaft and transmits power of a driving source to a pump, and a central arrangement that is disposed in a central portion of the rotating shaft. A member, an end arrangement member arranged at the drive source side end of the rotating shaft, an introduction path provided in the pump side end of the pump shaft, and through which the lubricating oil is introduced from the pump, A lead-out path provided in the drive-source-side end portion of the pump shaft for leading the lubricant supplied from the introduction path side to the outer periphery of the pump shaft; an inner peripheral surface of the rotary shaft; and an outer periphery of the pump shaft A first oil passage formed between the surface and one end connected to the introduction passage and the other end extending to a position corresponding to the centrally arranged member; and the first oil passage formed in the rotating shaft. To distribute the lubricating oil of the above to the centrally arranged member A first oil hole, a second oil hole that is drilled in the rotation shaft, and is supplied to the outer periphery of the pump shaft through the lead-out path, and the pump shaft. A second oil passage having one end connected to the introduction passage and the other end connected to the lead-out passage, and the pump shaft is connected to the pump side end portion from the drive source side end portion. The second oil passage is configured as a gap between the inner sleeve and the outer sleeve, and the pump shaft further has a diameter from the introduction passage. A first connection oil hole extending outward in the direction and connected to the first oil path; a second connection oil hole extending radially outward from the introduction path and connected to the second oil path; and the second Extends radially inward from the oil passage and connects to the outlet passage That a third connecting oil hole, and a third oil hole for performing the derivation of the lubricating oil to the pump shaft periphery by said outlet passage, a portion from the pump of the lubricating oil to be introduced into the introduction path, It is supplied to the end portion arrangement member from the introduction passage through the second oil passage, the outlet passage and the second oil hole.

  According to the present invention, the second oil passage configured as a gap between the inner sleeve and the outer sleeve over a long span between both ends of the pump shaft is formed by the lubricating oil flowing into the outlet passage through the second oil passage. A choke function that appropriately suppresses the amount when the temperature of the lubricating oil is low. Therefore, it is not necessary to use complicated parts or means for controlling them, and when the lubricating oil is at a low temperature, the amount of lubricating oil supplied to the drive source side end can be appropriately suppressed.

In this invention, the said pump shaft is arrange | positioned at the said drive source side edge part of the said pump shaft, and is arrange | positioned at the cylindrical side 1st member which comprises the said derivation | leading-out path, and the said pump side edge part of the said pump shaft. And a cylindrical second member constituting the introduction path , the third oil hole is formed in the first member, and the pump side end portion of the first member is formed by the inner sleeve and the outer sleeve. The second oil passage is defined on the drive source side edge of the second oil passage, and the drive source side end of the second member is fitted on the inner sleeve and the outer sleeve. The pump-side edge of the lead-in path is defined by a closing member provided on the pump side in the inner sleeve, and the pump-side edge of the lead-out path is defined by , Provided on the drive source side in the inner sleeve It may be defined by the closure member.

  According to this, the lubricating oil structure of the transmission of the present invention can be obtained only by configuring the pump shaft using the first member, the second member, the small diameter sleeve, the large diameter sleeve, and the closing member.

  Moreover, in this invention, you may have an oil hole connected from the said 2nd oil path to the said 1st oil path. According to this, a part of the lubricating oil in the second oil passage can be distributed to the first oil passage.

It is a skeleton figure of an embodiment of a transmission to which a lubrication structure of the present invention is applied. FIG. 2 is a cross-sectional view showing a lubricating structure in the vicinity of a first drive gear shaft in the transmission of FIG. 1. It is the III-III sectional view taken on the line of FIG. It is the IV-IV sectional view taken on the line of FIG. 3 is a graph showing the relationship between the temperature and flow rate of lubricating oil flowing through a second oil passage in the lubricating structure of FIG. 2. It is sectional drawing which shows another structural example of the 1st connection oil hole vicinity part in the lubricating structure of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the automatic transmission 1 according to the embodiment includes an input shaft 2 to which a driving force (output torque) of an internal combustion engine ENG (drive source) composed of an engine is transmitted, and a differential gear (not shown). And an output member 3 composed of an output gear for outputting power to the left and right front wheels as drive wheels, and a plurality of gear trains G2 to G5 having different gear ratios.

  The automatic transmission 1 also includes a first drive gear shaft 4 (rotating shaft) that rotatably supports the drive gears G3a and G5a of the odd-numbered gear trains G3 and G5 that establish odd-numbered gears in the gear ratio order. ), The second drive gear shaft 5 that rotatably supports the drive gears G2a and G4a of the even-numbered gear trains G2 and G4 that establish even-numbered gears in the gear ratio order, and the reverse gear A reverse shaft 6 that rotatably supports a reverse drive gear GRa of a reverse gear train GR that is used and includes a reverse drive gear GRa and a reverse driven gear GRb is provided. The first drive gear shaft 4 (rotary shaft) is disposed on the same axis as the input shaft 2, and the second drive gear shaft 5 is disposed in parallel with the first drive gear shaft 4 (rotary shaft).

  The automatic transmission 1 includes an idle drive gear Gia rotatably supported on the first drive gear shaft 4, a first idle driven gear Gib meshed with the idle drive gear Gia, and a first idle driven gear Gib. An idle gear comprising a second idle driven gear Gic meshed with and fixed to the second drive gear shaft 5 and a third idle driven gear Gid meshed with the first idle driven gear Gib and fixed to the reverse shaft 6 A column Gi is provided.

  The automatic transmission 1 includes a first clutch C1 and a second clutch C2 that are hydraulically operated wet friction clutches. The first clutch C1 is configured to be switchable between a transmission state in which the driving force of the internal combustion engine ENG transmitted to the input shaft 2 is transmitted to the first drive gear shaft 4 and an open state in which this transmission is cut off. The second clutch C2 is configured to be switchable between a transmission state in which the driving force of the internal combustion engine ENG transmitted to the input shaft 2 is transmitted to the second drive gear shaft 5 and an open state in which this transmission is cut off.

  The states of both clutches C1 and C2 are switched by the hydraulic pressure supplied from the clutch control circuit 10. Further, the clutches C1 and C2 can adjust the engagement pressure in the transmission state by adjusting the hydraulic pressure with an actuator (not shown) provided in the clutch control circuit 10 (so-called a half-clutch state). .

  Lubricating oil is supplied to the lubricating circuit 9 from the pump 8, and the lubricating circuit 9 includes an oil passage that distributes the lubricating oil to locations in the automatic transmission 1 that require lubrication, such as the clutches C 1 and C 2. The pump 8 is an end opposite to the internal combustion engine ENG, is disposed coaxially with the input shaft 2, and is connected to the input shaft 2 through the hollow first drive gear shaft 4. It is driven by the internal combustion engine ENG via 2a.

  Like the pump 8, the lubrication circuit 9 is disposed at the end opposite to the internal combustion engine ENG and coaxially with the input shaft 2.

  Further, the automatic transmission 1 is provided with a planetary gear mechanism PG that is coaxial with the input shaft 2 and is positioned closer to the internal combustion engine ENG than the pump 8. The planetary gear mechanism PG is configured as a single pinion type that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports a pinion Pa that meshes with the sun gear Sa and the ring gear Ra.

  Three elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the planetary gear mechanism PG are arranged at intervals corresponding to the gear ratio in the collinear chart (the relative rotation speed of each element can be expressed by a straight line). If the first element, the second element, and the third element from the sun gear Sa side in the order of arrangement, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra.

  The gear ratio of the planetary gear mechanism PG (the number of teeth of the ring gear Ra / the number of teeth of the sun gear Sa) is g, and the distance between the sun gear Sa as the first element and the carrier Ca as the second element is the second element. The ratio between the carrier Ca and the distance between the ring gear Ra as the third element is g: 1.

  The sun gear Sa as the first element is fixed to the first drive gear shaft 4. The carrier Ca as the second element is connected to the third speed drive gear G3a of the third speed gear train G3. The ring gear Ra as the third element is fixed to the transmission case 7 so as to be releasable by a lock mechanism B1 (brake).

  The lock mechanism B1 (brake) is composed of a synchromesh mechanism, and is configured to be switchable between a fixed state in which the ring gear Ra (third element) is fixed to the transmission case 7 and an open state in which this fixing is released. Yes.

  In addition, the planetary gear mechanism PG is configured by a double pinion type including a sun gear, a ring gear, and a carrier that pivotally supports a pair of pinions that mesh with each other, one of which is sun gear and the other is meshed with the ring gear. May be. In this case, for example, the sun gear (first element) is fixed to the first drive gear shaft 4, the ring gear (second element) is connected to the third speed drive gear G3a of the third speed gear train G3, and the carrier (third element) ) May be configured to be releasably fixed to the transmission case 7 by a lock mechanism B1 (brake).

  A hollow electric motor MG (motor / generator), which is a rotating electric machine, is disposed outward in the radial direction of the planetary gear mechanism PG. In other words, the planetary gear mechanism PG is disposed inside the hollow electric motor MG. The electric motor MG includes a stator MGa and a rotor MGb. The rotor MGb includes a rotor hub that is positioned between the pump 8 and the planetary gear mechanism PG and extends toward the input shaft 2. The rotor hub is splined to the first drive gear shaft 4.

  The electric motor MG is controlled via a power drive unit PDU (Power Drive Unit) based on an instruction signal from a power control unit ECU (Electronic Control Unit), and the power control unit ECU transfers the power drive unit PDU to the secondary battery BATT. Is appropriately switched between a driving state in which the electric power MG is consumed to drive the electric motor MG and a regenerative state in which the rotational power of the rotor MGb is suppressed to generate power and the generated power is charged to the secondary battery BATT via the power drive unit PDU. .

  The electric motor MG is provided with a rotation sensor MGc for detecting the rotation speed of the electric motor MG (rotation speed of the rotor MGb), and the rotation sensor MGc is configured to be able to transmit the detected rotation speed of the electric motor MG to the power control device ECU. ing.

  A reverse driven gear GRb that meshes with the reverse drive gear GRa of the reverse gear train GR that is rotatably supported by the reverse shaft 6 is fixed to the first drive gear shaft 4. A first driven gear Go1 meshing with the second speed drive gear G2a and the third speed drive gear G3a is fixed to the output shaft 3a that supports the output member 3. A second driven gear Go2 that meshes with the fourth speed drive gear G4a and the fifth speed drive gear G5a is fixed to the output shaft 3a.

  Thus, by configuring the driven gears of the 2nd gear train G2 and the 3rd gear train G3 and the driven gears of the 4th gear train G4 and the 5th gear train G5 with one gear Go1, Go2, respectively, The shaft length of the transmission can be shortened, and the FF (front wheel drive) system can be mounted on a vehicle.

  The first drive gear shaft 4 is composed of a synchromesh mechanism, and is connected to the third speed drive gear G3a and the first drive gear shaft 4 in which the third speed drive gear G3a and the first drive gear shaft 4 are connected. A first meshing mechanism SM1 that can be switched to any one of a neutral state that disconnects the third drive gear G3a and the fifth drive gear G5a from the first drive gear shaft 4; Is provided.

  The second drive gear shaft 5 is constituted by a synchromesh mechanism, and is connected in a second speed side in which the second speed drive gear G2a and the second drive gear shaft 5 are connected. The fourth speed drive gear G4a and the second drive gear shaft 5 A second meshing mechanism SM2 that can be switched to any one of a neutral state in which the second-speed drive gear G2a and the fourth-speed drive gear G4a are disconnected from the second drive gear shaft 5. Is provided.

  The reverse shaft 6 includes a third meshing mechanism SM3 which is configured by a synchromesh mechanism and can be switched between a connected state in which the reverse drive gear GRa and the reverse shaft 6 are connected and a neutral state in which the connection is broken. Is provided.

  Further, the power control device ECU controls the actuator (not shown) of the clutch control circuit 10 to adjust the hydraulic pressure to switch between the transmission state and the release state of both clutches C1 and C2.

  Next, the operation of the automatic transmission 1 configured as described above will be described. In the automatic transmission 1 of the first embodiment, the internal combustion engine ENG can be started using the driving force of the electric motor MG by engaging the first clutch C1.

  First, when the first gear is established using the driving force of the internal combustion engine ENG, the ring mechanism Ra of the planetary gear mechanism PG is fixed to the transmission case 7 with the lock mechanism B1 (brake) fixed. The clutch C1 is engaged to establish a transmission state.

  The driving force of the internal combustion engine ENG is input to the sun gear Sa of the planetary gear mechanism PG via the input shaft 2, the first clutch C1, and the first driving gear shaft 4, and the rotation of the internal combustion engine ENG input to the input shaft 2 The number is decelerated to 1 / (g + 1) and transmitted to the third speed drive gear G3a via the carrier Ca.

  The driving force transmitted to the third-speed drive gear G3a is the gear ratio of the third-speed gear train G3 composed of the third-speed drive gear G3a and the first driven gear Go1 (number of teeth of the third-speed drive gear G3a / first driven gear). The number of teeth of Go1) is i, and the gear is shifted to 1 / i (g + 1) and output from the output member 3 via the first driven gear Go1 and the output shaft 3a, and the first gear is established.

  As described above, in the automatic transmission 1 according to the present embodiment, the first gear can be established by the planetary gear mechanism PG and the third gear train, so that a meshing mechanism dedicated to the first gear is not necessary. Since it is arranged in the hollow electric motor MG, the axial length of the automatic transmission can be further shortened.

  When the vehicle is in a decelerating state at the first speed and the charging rate SOC (State Of Charge) of the secondary battery BATT is less than a predetermined value, the power control unit ECU applies a brake with the electric motor MG. Performs decelerating regenerative operation that generates electricity. Further, when the charging rate SOC of the secondary battery BATT is equal to or higher than a predetermined value, the electric motor MG is driven to drive HEV (Hybrid Electric Vehicle) that assists the driving force of the internal combustion engine ENG, or only the driving force of the electric motor MG. EV (Electric Vehicle) traveling can be performed.

  Further, when the vehicle is traveling in EV and the vehicle is allowed to decelerate and the vehicle speed is equal to or higher than a certain speed, the driving force of the electric motor MG is used by gradually engaging the first clutch C1. In addition, the internal combustion engine ENG can be started using the kinetic energy of the vehicle.

  When the power control unit ECU predicts from the vehicle information such as the vehicle speed and the opening degree of the accelerator pedal that the upshift to the second gear is performed during traveling at the first gear, the second meshing mechanism SM2 is set to 2 A two-speed side connection state in which the high-speed drive gear G2a and the second drive gear shaft 5 are connected or a pre-shift state approaching this state is set.

  When the second speed is established using the driving force of the internal combustion engine ENG, the second meshing mechanism SM2 is brought into the second speed connected state in which the second speed driving gear G2a and the second driving gear shaft 5 are connected, The first clutch C1 is brought into an open state, and the second clutch C2 is fastened into a transmission state. As a result, the driving force of the internal combustion engine ENG is output from the output member 3 via the second clutch C2, the idle gear train Gi, the second drive gear shaft 5, the second speed gear train G2, and the output shaft 3a.

  When the power control unit ECU predicts an upshift at the second speed, the first meshing mechanism SM1 is connected to the third speed side where the third speed drive gear G3a and the first drive gear shaft 4 are connected. Alternatively, a pre-shift state that approaches this state is set.

  On the contrary, when the power control unit ECU predicts a downshift, the first meshing mechanism SM1 is operated to neutralize the third drive gear G3a, the fifth drive gear G5a, and the first drive gear shaft 4. State.

  As a result, the upshift or the downshift can be performed simply by setting the first clutch C1 in the transmission state and the second clutch C2 in the disengaged state, and smoothly switching the shift speed without interrupting the driving force. Can do.

  Even at the second speed, when the vehicle is in a decelerating state and the charging rate SOC of the secondary battery BATT is less than a predetermined value, the power control device ECU performs a deceleration regenerative operation. When performing the deceleration regenerative operation in the second speed stage, it differs depending on whether the first meshing mechanism SM1 is in the third speed side connected state or in the neutral state.

  When the first meshing mechanism SM1 is in the third speed side connected state, the third speed drive gear G3a rotated by the first driven gear Go1 rotated by the second speed drive gear G2a is connected to the electric motor via the first drive gear shaft 4. In order to rotate the rotor MGb of the MG, the rotation of the rotor MGb is suppressed and a brake is applied to generate power and perform regeneration.

  When the first meshing mechanism SM1 is in the neutral state, the rotation speed of the ring gear Ra is set to “0” by setting the lock mechanism B1 in a fixed state, together with the third speed drive gear G3a meshing with the first driven gear Go1. Regeneration is performed by applying a brake by causing the motor MG connected to the sun gear Sa to generate the rotational speed of the rotating carrier Ca.

  Further, when HEV traveling is performed at the second speed, for example, the first meshing mechanism SM1 is set to the third speed side connection state in which the third speed drive gear G3a and the first drive gear shaft 4 are connected, and the planetary gear mechanism PG is It can be performed by setting each element in a locked state where relative rotation is impossible and transmitting the driving force of the electric motor MG to the output member 3 via the third-speed gear train G3. Alternatively, the first meshing mechanism SM1 is set to the neutral state, the lock mechanism B1 (brake) is set to the reverse rotation preventing state, the rotation speed of the ring gear Ra is set to “0”, and the driving force of the electric motor MG is first driven through the first speed path. By transmitting to the gear Go1, HEV traveling at the second gear can also be performed.

  When the third speed is established using the driving force of the internal combustion engine ENG, the first meshing mechanism SM1 is set to the third speed side connected state in which the third speed drive gear G3a and the first drive gear shaft 4 are connected. The second clutch C2 is brought into an open state, and the first clutch C1 is fastened into a transmission state. Thereby, the driving force of the internal combustion engine ENG is transmitted to the output member 3 via the input shaft 2, the first clutch C1, the first driving gear shaft 4, the first meshing mechanism SM1, and the third gear train G3. The output speed is / i.

  At the third speed stage, the first meshing mechanism SM1 is in the third speed side connected state in which the third speed drive gear G3a and the first drive gear shaft 4 are connected, so the sun gear Sa of the planetary gear mechanism PG and the carrier Ca And the same rotation.

  Accordingly, each element of the planetary gear mechanism PG is in a locked state in which relative rotation is impossible. When the motor MG brakes the sun gear Sa, deceleration regeneration is performed, and when the driving force is transmitted to the sun gear Sa by the motor MG, HEV traveling is performed. be able to. Further, EV traveling is also possible in which the first clutch C1 is opened and the vehicle travels only with the driving force of the electric motor MG.

  In the third speed, the power control unit ECU moves the second meshing mechanism SM2 to the second speed drive gear G2a and the second drive when a downshift is predicted based on vehicle information such as the vehicle speed and the accelerator pedal opening. When an upshift is predicted when the second-speed side connected state in which the gear shaft 5 is connected or a pre-shift state in which the gear shaft 5 is close to this state is predicted, the second meshing mechanism SM2 is moved to the fourth-speed drive gear G4a and the second drive gear shaft 5 Are connected to the 4th speed side, or a pre-shift state is brought close to this state.

  As a result, it is possible to change the gear position simply by engaging the second clutch C2 and setting the transmission state, and releasing the first clutch C1 and setting the transmission state, thereby smoothly shifting without interrupting the driving force. It can be carried out.

  In the case where the fourth speed stage is established using the driving force of the internal combustion engine ENG, the second meshing mechanism SM2 is brought into the fourth speed side connected state in which the fourth speed driving gear G4a and the second driving gear shaft 5 are connected, The first clutch C1 is brought into an open state, and the second clutch C2 is fastened into a transmission state.

  When the power control unit ECU predicts a downshift from the vehicle information while traveling at the fourth speed, the first meshing mechanism SM1 is connected to the third speed drive gear G3a and the first drive gear shaft 4. A fast-side connected state or a pre-shift state approaching this state is set.

  Conversely, when the power control unit ECU predicts an upshift from the vehicle information, the first meshing mechanism SM1 is connected to the fifth speed drive gear G5a and the first drive gear shaft 4 in the fifth speed side connected state, Alternatively, a pre-shift state is brought close to this state. As a result, it is possible to perform downshift or upshift by simply engaging the first clutch C1 and setting it to the transmission state, and releasing the second clutch C2 so that the shift is smooth without interruption of the driving force. Can be done.

  When performing deceleration regeneration or HEV traveling during traveling at the fourth speed stage, when the power control unit ECU predicts downshifting, the first meshing mechanism SM1 is moved to the third speed driving gear G3a and the first driving gear shaft 4. If the brake is applied by the electric motor MG, the decelerating regeneration can be performed, and the HEV running can be performed if the driving force is transmitted.

  When the power control unit ECU predicts an upshift, the first meshing mechanism SM1 is set to the fifth speed side connected state in which the fifth speed drive gear G5a and the first drive gear shaft 4 are connected, and braking is performed by the electric motor MG. If the driving force is transmitted from the deceleration regeneration and the electric motor MG, HEV traveling can be performed.

  When the fifth speed is established using the driving force of the internal combustion engine ENG, the first meshing mechanism SM1 is set to the fifth speed connected state in which the fifth speed driving gear G5a and the first driving gear shaft 4 are connected, The clutch C2 is released and the first clutch C1 is engaged to establish a transmission state. At the fifth speed, since the internal combustion engine ENG and the electric motor MG are directly connected when the first clutch C1 is in the transmission state, HEV traveling can be performed if the driving force is output from the electric motor MG. If the electric motor MG brakes and generates electric power, deceleration regeneration can be performed.

  In addition, when performing EV traveling at the fifth speed, in addition to the second clutch C2, the first clutch C1 may be opened. Further, the internal combustion engine ENG can be started by gradually engaging the first clutch C1 during EV traveling at the fifth speed.

  The power control device ECU sets the second meshing mechanism SM2 to the fourth speed drive gear G4a and the second drive gear shaft 5 when a downshift from the vehicle information to the fourth speed is predicted during traveling at the fifth speed. Are connected to the fourth speed side, or a pre-shift state approaching this state. As a result, the downshift to the fourth speed can be smoothly performed without interruption of the driving force.

  When the reverse speed is established using the driving force of the internal combustion engine ENG, the lock mechanism B1 is set in a fixed state, the third meshing mechanism SM3 is set in a connected state in which the reverse drive gear GRa and the reverse shaft 6 are connected, The clutch C2 is engaged and the transmission state is established. Thereby, the rotational speed of the input shaft 2 is [number of teeth of the idle drive gear Gia / number of teeth of the third idle driven gear Gid] × [number of teeth of the reverse drive gear GRa / number of teeth of the reverse driven gear GRb] × [ 1 / i (g + 1)] is shifted to a negative rotation (rotation in the reverse direction) and output from the output member 3 to establish the reverse gear.

  Further, in the reverse speed, if the forward rotation side driving force is generated in the reversely rotating rotor MGb and the brake is applied, deceleration regeneration is performed, and if the reverse driving force is generated, HEV traveling can be performed. . Moreover, the reverse gear stage by EV driving | running | working can also be established by making both clutch C1, C2 into an open state, making lock mechanism B1 (brake) into a fixed state, and reversing electric motor MG.

  FIG. 2 is a sectional view showing a lubricating structure of the first drive gear shaft 4 portion. As shown in FIG. 2, this lubrication structure includes the above-described lubrication circuit 9, and is disposed in the first drive gear shaft 4 which is a hollow rotating shaft, and in the first drive gear shaft 4, and the internal combustion engine ENG. The pump shaft 2a which transmits the motive power (refer FIG. 1) to the pump 8 and the center arrangement | positioning member arrange | positioned in the center part of the 1st drive gear shaft 4 are provided.

  As the centrally arranged member, the drive gears G3a and G5a, the reverse driven gear GRb, the idle drive gear Gia, and the first meshing mechanism SM1 shown in FIG. 1 are applicable. Moreover, the bearing etc. which are arrange | positioned between each member are also contained.

  The lubrication structure is provided in the end portions of the first drive gear shaft 4 at the end portion of the internal combustion engine ENG on the clutches C1 and C2, and the end portion on the pump 8 side of the pump shaft 2a. An introduction path 11 through which the lubricating oil is introduced, and a lead-out path 12 provided in the internal combustion engine ENG side end portion of the pump shaft 2a, and for leading out the lubricating oil supplied from the introduction path 11 side to the outer periphery of the pump shaft 2a. With.

  The lubrication structure is further formed between the inner peripheral surface of the first drive gear shaft 4 and the outer peripheral surface of the pump shaft 2a, with one end connected to the introduction path 11 and the other end to a position corresponding to the central arrangement member. A first oil passage 13 that extends, a first oil hole 14 that is provided in the first drive gear shaft 4 and distributes the lubricating oil in the first oil passage 13 to the centrally arranged member, and the first drive gear shaft 4. And a second oil hole 15 for supplying lubricating oil led out to the outer periphery of the pump shaft 2a through the lead-out path 12 to the clutches C1 and C2 (end portion arranging members).

  A second oil passage 16 having one end connected to the introduction passage 11 and the other end connected to the lead-out passage 12 is provided in the pump shaft 2a. The pump shaft 2a includes an inner sleeve 17 and an outer sleeve 18 constituting a double sleeve extending from the internal combustion engine ENG side end to the pump 8 side end. The second oil passage 16 is configured as a gap between the inner sleeve 17 and the outer sleeve 18. The distance of the gap is about 1 mm, for example. The length of the second oil passage 16 is, for example, about 260 mm.

  The pump shaft 2a is disposed at the internal combustion engine ENG side end of the pump shaft 2a, and is disposed at the cylindrical first member 19 constituting the lead-out path 12, and the pump 8 side end of the pump shaft 2a. And a cylindrical second member 20 constituting the same. The introduction path 11 is connected to the first oil path 13 by the first connection oil hole 21 and is connected to the second oil path 16 by the second connection oil hole 22.

  3 is a cross-sectional view taken along line III-III in FIG. 2, and FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. As shown in FIG. 3, the first connection oil hole 21 extends radially outward from the introduction path 11 and is connected to the first oil path 13, and the inner sleeve 17, the second member 20, and the outer sleeve 18. It penetrates. As shown in FIG. 4, the second connection oil hole 22 extends radially outward from the introduction path 11, is connected to the second oil path 16, and passes through the inner sleeve 17.

  Returning to FIG. 2, the second oil passage 16 is connected to the lead-out passage 12 by a third connection oil hole 23 extending radially inward from the second oil passage 16. The first member 19 has a third oil hole 24 extending from the outlet path 12 to the outer periphery of the first member 19. The lead-out path 12 and the third oil hole 24 lead out the lubricating oil to the outer periphery of the pump shaft 2a.

  An end of the first member 19 on the pump 8 side is fitted to the inner sleeve 17 and the outer sleeve 18 to define an internal combustion engine ENG side edge of the second oil passage 16, and an internal combustion engine ENG side end of the second member 20. The portion is fitted to the inner sleeve 17 and the outer sleeve 18 to define the end edge of the second oil passage 16 on the pump 8 side.

  An internal combustion engine ENG side end edge of the introduction path 11 is defined by a closing member 25 provided on the pump 8 side in the inner sleeve 17. An end edge of the lead-out path 12 on the pump 8 side is defined by a closing member 26 provided on the internal combustion engine ENG side in the inner sleeve 17. However, the closing member 25 is located closer to the internal combustion engine ENG than the second connection oil hole 22. The closing member 26 is located closer to the pump 8 than the third connection oil hole 23.

  In this lubricating structure, part of the lubricating oil supplied from the pump 8 to the introduction passage 11 flows into the first oil passage 13 via the first connection oil hole 21, and the other part of the lubricating oil is supplied to the second connection oil hole 22. And then flows into the second oil passage 16. The lubricating oil flowing into the first oil passage 13 is distributed from the first oil holes 14 to the centrally arranged member.

  The lubricating oil that has flowed into the second oil passage 16 is supplied to the clutches C1 and C2 via the third connection oil hole 23, the outlet passage 12, the third oil hole 24, and the second oil hole 15 in this order. . When the lubricating oil passes through the second oil passage 16, the choke function by the second oil passage 16 acts, and when the lubricating oil is at a low temperature, the flow rate of the lubricating oil is suppressed.

  FIG. 5 shows the relationship between the oil temperature and the flow rate of the lubricating oil flowing through the second oil passage 16. A graph curve A shows the relationship between the oil temperature and the flow rate for the second oil passage 16 of the present embodiment. The graph curve B and the graph curve C show the relationship between the oil temperature and the flow rate when the length of the second oil passage 16 is shortened to about 60% and about 40%, respectively, as a comparative example. The graph curve D shows the relationship between the oil temperature and the flow rate when a pipe line having a diameter of about 5 mm is used instead of the second oil path 16.

  When the oil temperature is high (the right end of the graph), the flow rate increases to the same extent in any of the graph curves A to D, but when the oil temperature is low (the left end of the graph), as shown by the graph curve A For the second oil passage 16 of the present embodiment, the flow rate is considerably reduced. On the other hand, in each comparative example, even when the oil temperature is low, the flow rate does not decrease so much as shown by the graph curves B to D. Thus, according to the second oil passage 16 of the present embodiment, an appropriate oil temperature-flow rate characteristic can be obtained for the lubricating oil supplied to the clutches C1 and C2.

  As described above, according to the present embodiment, the two ends of the pump shaft 2a are constituted by the double sleeve by the inner sleeve 17 and the outer sleeve 18, and the clutch is provided via the second oil passage 16 as a gap between them. Since the lubricating oil is supplied to C1 and C2, the supply amount of the lubricating oil can be reduced to a necessary level by the choke effect of the second oil passage 16 when the viscosity of the lubricating oil is high and the temperature is low. Thereby, the friction and the in-gear load in the clutches C1 and C2 can be reduced, and the fuel consumption can be improved and the transmission can be downsized.

  In addition, since the choke function and the pump shaft, which have been provided separately in the past, are integrated in the pump shaft 2a, a long span is secured for the choke function in the axial direction of the pump shaft 2a, and a large amount of lubricating oil flows. A large choke effect can be obtained also in the second oil passage 16. In addition, the degree of freedom of setting the degree of chalk is high. Such an effect can be achieved without the need to control a valve or the like. Therefore, it is possible to reduce the weight and size of the transmission and to improve the assemblability.

  In addition, this invention is not limited to the above-mentioned Example. For example, although not mentioned above, an oil hole communicating from the second oil passage 16 to the first oil passage 13 is provided, and a part of the lubricating oil in the second oil passage 16 is supplied to the first oil passage 13. You may do it.

  The vicinity of the first connection oil hole 21 and the second connection oil hole 22 may be configured as shown in FIG. That is, a small-diameter portion having a small diameter in two steps toward the edge direction is provided at the end of the second member 20 on the internal combustion engine ENG side, the outer small-diameter portion is fitted to the outer sleeve 18, and the inner small-diameter portion is The inner sleeve 17 is fitted. The first connection oil hole 21 that connects the introduction path 11 and the first oil path 13 is provided by penetrating only the second member 20, and the second connection that connects the introduction path 11 and the second oil path 16. The oil hole 22 may be provided through the second member 20 and the inner sleeve 17.

  2 ... pump shaft, 4 ... large drive gear shaft (rotating shaft), 8 ... pump, 11 ... introduction path, 12 ... introduction path, 13 ... first oil path, 14 ... first oil hole, 15 ... second oil hole , 16 ... second oil passage, 17 ... inner sleeve, 18 ... outer sleeve, 19 ... first member, 20 ... second member, 21 ... first connection oil hole, 22 ... second connection oil hole, 23 ... third Connection oil hole, 24 ... third oil hole, 25,26 ... blocking member, C1, C2 ... clutch (end placement member), G3a, G5a ... drive gear (center placement member), Gia ... idle drive gear (center placement) Member), GRb ... reverse driven gear (centrally arranged member), SM1 ... first meshing mechanism (centrally arranged member).

Claims (3)

A hollow axis of rotation;
A pump shaft disposed within the rotating shaft and transmitting the power of the drive source to the pump;
A centrally disposed member disposed at a central portion of the rotating shaft;
An end arrangement member arranged at the drive source side end of the rotation shaft;
An introduction path provided in the pump-side end of the pump shaft, through which lubricating oil is introduced from the pump;
A lead-out path that is provided in an end portion on the drive source side of the pump shaft, and leads out the lubricant supplied from the introduction path side to the outer periphery of the pump shaft;
A first oil passage formed between an inner peripheral surface of the rotating shaft and an outer peripheral surface of the pump shaft, one end connected to the introduction passage, and the other end extending to a position corresponding to the centrally arranged member;
A first oil hole that is drilled in the rotating shaft and distributes the lubricating oil of the first oil passage to the centrally arranged member;
A second oil hole for supplying lubricating oil, which is drilled in the rotating shaft and led to the outer periphery of the pump shaft via the lead-out path, to the end-positioning member;
A second oil passage provided in the pump shaft, having one end connected to the introduction passage and the other end connected to the lead-out passage;
The pump shaft includes an inner sleeve and an outer sleeve constituting a double sleeve extending from the drive source side end to the pump side end,
The second oil passage is configured as a gap between the inner sleeve and the outer sleeve;
The pump shaft further includes:
A first connection oil hole extending radially outward from the introduction path and connected to the first oil path;
A second connection oil hole extending radially outward from the introduction path and connected to the second oil path;
A third connection oil hole extending radially inward from the second oil passage and connected to the outlet passage;
A third oil hole for conducting the lubricating oil to the outer periphery of the pump shaft by the lead-out path,
A part of the lubricating oil introduced from the pump into the introduction path is supplied to the end arrangement member from the introduction path through the second oil path, the outlet path, and the second oil hole. The lubrication structure of the transmission. The pump shaft is
A cylindrical first member disposed at the drive source side end of the pump shaft and constituting the lead-out path;
A cylindrical second member disposed at the pump side end of the pump shaft and constituting the introduction path ;
The third oil hole is formed in the first member;
The pump side end of the first member is fitted to the inner sleeve and the outer sleeve to define the drive source side edge of the second oil passage,
The drive source side end of the second member is fitted into the inner sleeve and the outer sleeve to define the pump side end edge of the second oil passage,
The drive source side edge of the introduction path is defined by a closing member provided on the pump side in the inner sleeve,
2. The transmission lubricating structure according to claim 1, wherein the pump side end edge of the lead-out path is defined by a closing member provided on the drive source side in the inner sleeve.   The lubricating structure for a transmission according to claim 1 or 2, further comprising an oil hole that connects the second oil passage and the first oil passage.