JP6332207B2 - Automatic transmission and manufacturing method thereof - Google Patents

Description

  The present invention relates to an automatic transmission for a vehicle having a hydraulic control device and a manufacturing method thereof.

  In general, an automatic transmission mounted on a vehicle includes a transmission mechanism having a hydraulic actuator such as a clutch and a brake, a transmission case that houses the transmission mechanism, and supply and discharge of hydraulic pressure to and from the hydraulic actuator. And a hydraulic control device that controls the supply of lubricating oil to each unit.

  The clutch of the speed change mechanism includes inner and outer friction plates that are spline-fitted to a pair of inner and outer rotating members, for example, a piston cylinder formed by a part of the outer rotating member, and accommodated in the piston cylinder When the hydraulic pressure is supplied to the hydraulic chamber formed between the piston and the piston, the piston presses and fastens the friction plate.

  The brake of the speed change mechanism includes an inner friction plate that is spline-fitted on the outer side of the rotating member, and an outer friction plate that is spline-fitted on the inner side of the transmission case, and is fixed to the inner side of the transmission case. The hydraulic pressure is supplied to the hydraulic chamber formed between the piston cylinder formed by the inward projecting portion provided integrally with the formed member or the transmission case and the piston accommodated in the piston cylinder. Then, the piston presses the friction plate to fasten it.

  And the gear stage according to the driving | running state of a vehicle is suitably formed by selectively engaging frictional engagement elements, such as the above clutches and brakes, by the hydraulic control by a hydraulic control apparatus.

  A hydraulic control device for an automatic transmission typically includes a valve body provided with a valve insertion hole in which a solenoid valve and a spool valve constituting a hydraulic control circuit are mounted, and an oil passage communicated with the valve insertion hole. .

  As disclosed in Patent Document 1, conventionally, a valve body of a hydraulic control device has a plurality of layers of valve body components stacked with a separate plate between the mating surfaces of each layer, and fastened with a plurality of bolts. And unitized. The valve body constituting member of each layer is molded using a die by aluminum die casting or the like, thereby realizing efficient mass production.

  The valve insertion hole is formed by processing a molded valve body constituent member. On the other hand, the oil passage is formed by the mold when the valve body constituting member is molded using the mold. Therefore, the oil passage is formed so as to extend along the mating surface under the constraint that it opens to the mating surface with the other valve body constituent member over the entire length for convenience of die cutting.

  In the valve body constituent member of each layer, the oil passage opening portion on the mating surface is closed by the separate plate, or the oil passages of the valve body constituent member on both sides of the separate plate are connected to each other through the communication hole provided in the separate plate. Is communicated.

  The valve body configured as described above is attached to the outside of the transmission case so that the oil passage provided in the valve body and the oil passage provided in the transmission case are in communication with each other. As a result, the oil passage of the valve body passes through the oil passage of the transmission case, the hydraulic supply source such as an oil pump, the hydraulic actuator of the transmission mechanism, and various supplied parts such as the lubricated part in the transmission case. To be contacted.

JP 2013-253653 A

  However, the conventional valve body is configured by stacking a plurality of valve body constituent members with a separate plate interposed therebetween, and thus is easily increased in size and weight as a whole. In addition, in order to secure the sealing performance at the mating surfaces, a large number of bolts are used for fastening the valve body constituent members, and accordingly, a large number of boss portions having bolt holes are provided on the valve body constituent members. Therefore, this also increases the size and weight of the valve body.

  The various parts constituting the transmission mechanism are arranged in the transmission case, whereas the valve body that tends to be large as described above is arranged outside the transmission case. It is difficult to arrange the speed change mechanism compactly as a whole. As a result, the overall size of the automatic transmission is increased, and there is room for improvement in terms of vehicle mountability of the automatic transmission. In addition, since the weighted valve body is assembled to the transmission case as described above, the weight of the entire automatic transmission increases, resulting in a deterioration in fuel consumption performance of the vehicle.

  Further, in the conventional automatic transmission, the number of parts constituting the speed change mechanism is large, and the valve body is also composed of a plurality of valve body constituent members, and a separation plate or a seal is provided on a mating surface between these valve body constituent members. Since a sheet-like gasket is provided to ensure the safety and a large number of bolts are used for fastening the valve body constituent members, there is a problem that the number of parts and the number of assembly steps increase as a whole.

  Therefore, an object of the present invention is to reduce the size and weight of an automatic transmission having a hydraulic control device, and to reduce the number of parts and the number of assembly steps.

  In order to solve the above problems, an automatic transmission and a manufacturing method thereof according to the present invention are configured as follows.

First, the invention according to claim 1 of the present application relates to a transmission mechanism having a brake, a piston used for fastening the brake, a piston cylinder that accommodates the piston, and a valve of a hydraulic control device that controls the transmission mechanism. An automatic transmission including a body, wherein the valve body is provided integrally with the piston cylinder, and the valve body is a shaft of the transmission mechanism with respect to a transmission case housing the transmission mechanism. It is characterized by having a case attachment portion attached from the direction .

The invention according to claim 2 is the invention according to claim 1,
The valve body is a cylindrical member extending along the axial direction of the speed change mechanism.

  In addition, the “cylindrical member” referred to in this specification is not limited to an endless member that is continuous in the circumferential direction over the entire circumference, but is continuous in a partial range in the circumferential direction, such as a member having a C-shaped cross section. A member having a shape to be included is also included.

Furthermore, the invention described in claim 3 of the present application is a transmission mechanism having a brake, a piston used for fastening the brake, a piston cylinder that accommodates the piston, and a valve of a hydraulic control device that controls the transmission mechanism. A method of manufacturing an automatic transmission comprising a body,
The valve body is formed integrally with the piston cylinder by a three-dimensional additive manufacturing method ,
The valve body is attached to the transmission case housing the transmission mechanism from the axial direction of the transmission mechanism .

The invention according to claim 4 is the invention according to claim 3 ,
The said valve body is formed in the cylinder shape extended along the lamination direction of the said three-dimensional additive manufacturing method.

The invention according to claim 5 includes a speed change mechanism having a brake, a valve for controlling the hydraulic pressure supply to the hydraulic chamber of the brake, and a valve body having a valve insertion hole into which the valve is inserted. An automatic transmission,
The valve body is provided so that the hydraulic chamber is formed in a portion adjacent to the valve insertion hole, and a portion excluding the cavity including the valve insertion hole is integrally connected. And

The invention according to claim 6 is the invention according to claim 5 ,
The valve body is a cylindrical member extending along the axial direction of the speed change mechanism.

The invention according to claim 7 is the invention according to claim 5 or 6 ,
The valve body includes a case attachment portion attached to a transmission case housing the transmission mechanism from an axial direction of the transmission mechanism.

Furthermore, the invention according to claim 8 of the present application is directed to a speed change mechanism having a brake, a valve for controlling hydraulic pressure supply to the hydraulic chamber of the brake, and a valve body having a valve insertion hole into which the valve is inserted. An automatic transmission manufacturing method comprising:
Three-dimensional stacking so that the hydraulic chamber is formed in a portion of the valve body adjacent to the valve insertion hole, and a portion of the valve body excluding the cavity including the valve insertion hole is integrally connected. The valve body is formed by a modeling method.

The invention according to claim 9 is the invention according to claim 8 ,
The said valve body is formed in the cylinder shape extended along the lamination direction of the said three-dimensional additive manufacturing method.

The invention according to claim 10 is the invention according to claim 8 or 9 , wherein
The valve body is attached to the transmission case housing the transmission mechanism from the axial direction of the transmission mechanism.

  First, according to the automatic transmission according to the first aspect of the present invention, the valve body of the hydraulic control device is formed integrally with the piston cylinder of the brake of the speed change mechanism. Therefore, the valve body and the piston cylinder are separate members. Compared with the case where it comprises, the material used for these structural members can be reduced. Therefore, it is possible to reduce the size and weight of the entire automatic transmission, thereby improving the vehicle mountability of the automatic transmission and the fuel consumption performance of the vehicle.

  In addition, if the valve body and piston cylinder are integrally formed by the three-dimensional additive manufacturing method, there is no need to consider die cutting of the mold. Therefore, it is not subject to conventional restrictions such as having to open on the surface. Therefore, a high degree of freedom is obtained with respect to the shape and layout of the oil passage, and this also increases the degree of freedom of the shape of the valve body. Accordingly, the entire automatic transmission can be made compact by making the shape of the valve body fit into the shape of the transmission case and fit in the transmission case.

  Furthermore, since the valve body is integrated with the piston cylinder of the brake, the valve body is compared with a conventional automatic transmission in which the valve body is composed of a plurality of valve body components separate from the components of the speed change mechanism. In addition, the number of parts constituting the speed change mechanism and the number of assembling steps thereof can be reduced. In addition, by configuring the valve body with a single member, the separate plate interposed between the valve body components in the conventional valve body and the bolts used to fasten the valve body components can be eliminated. The number of points and assembly man-hours can be further reduced.

Furthermore, as described above, a high degree of freedom can be obtained in the oil passage design of the valve body, and since it is not necessary to use a mold for forming the oil passage, the oil passage design can be changed easily and in a short period of time. . The valve body can be easily attached to the transmission case by attaching the case attachment portion of the valve body to the transmission case from the axial direction of the transmission mechanism.

  According to the second aspect of the present invention, the cylindrical valve body extending along the axial direction of the speed change mechanism is formed by the three-dimensional additive manufacturing method in the stacking direction along the axial direction. The deformation of the valve body inside is suppressed, and the valve body can be formed with high accuracy. In addition, the tubular valve body is housed in the transmission case, so that the entire automatic transmission is more radial than the conventional automatic transmission in which the box-shaped valve body is attached to the outside of the transmission case. It can be configured in a compact manner, which further improves the vehicle mountability of the automatic transmission.

Furthermore, according to the manufacturing method of the automatic transmission according to the invention described in claim 3 , since the valve body of the hydraulic control device is formed integrally with the piston cylinder of the brake of the speed change mechanism by the three-dimensional additive manufacturing method, The same effect as that of the invention described in item 1 can be obtained. Further, the valve body can be easily attached to the transmission case by attaching the valve body to the transmission case from the axial direction of the transmission mechanism.

According to the invention described in claim 4 , in the formation of the tubular valve body by the three-dimensional additive manufacturing method, the formation is performed in the stacking direction along the axis of the valve body. Deformation is suppressed, and the valve body can be formed with high accuracy. In addition, the tubular valve body is housed in the transmission case, so that the entire automatic transmission is more radial than the conventional automatic transmission in which the box-shaped valve body is attached to the outside of the transmission case. It can be configured in a compact manner, which further improves the vehicle mountability of the automatic transmission.

In the automatic transmission according to the fifth aspect of the present invention, since the hydraulic chamber of the brake of the speed change mechanism is formed in a portion adjacent to the valve insertion hole in the valve body, the automatic transmission is inserted into the valve insertion hole. It is possible to improve the responsiveness of the hydraulic supply / discharge control for the hydraulic chamber by the valve.

  Furthermore, the parts forming the hydraulic chamber of the brake and the valve body are integrally formed by the three-dimensional additive manufacturing method, so that these parts are compared with the case where these parts are individually formed using separate members. The material used for the member can be reduced. Therefore, it is possible to reduce the size and weight of the entire automatic transmission, thereby improving the vehicle mountability of the automatic transmission and the fuel consumption performance of the vehicle. Further, the number of parts and the number of assembling steps can be reduced as compared with the conventional automatic transmission in which the valve body is constituted by a plurality of valve body constituent members separate from the parts forming the hydraulic chamber of the brake.

According to the invention described in claim 6 , this modeling is performed by forming the cylindrical valve body extending along the axial direction of the speed change mechanism by the three-dimensional additive manufacturing method in the stacking direction along the axial direction. The deformation of the valve body inside is suppressed, and the valve body can be formed with high accuracy. In addition, the tubular valve body is housed in the transmission case, so that the entire automatic transmission is more radial than the conventional automatic transmission in which the box-shaped valve body is attached to the outside of the transmission case. It can be configured in a compact manner, which further improves the vehicle mountability of the automatic transmission.

According to the seventh aspect of the present invention, the valve body can be easily attached to the transmission case by attaching the case attachment portion of the valve body to the transmission case from the axial direction of the transmission mechanism.

Furthermore, according to the manufacturing method of the automatic transmission according to the invention described in claim 8 , the valve body is shaped by the three-dimensional additive manufacturing method, and the hydraulic chamber of the brake of the speed change mechanism and the hydraulic chamber are formed in the valve body. Since the valve insertion hole into which the valve for controlling the hydraulic pressure supply to the valve is inserted is formed adjacently, the same effect as that of the invention of claim 5 can be obtained.

According to the ninth aspect of the invention, in the formation of the tubular valve body by the three-dimensional additive manufacturing method, the formation is performed in the stacking direction along the axis of the valve body. Deformation is suppressed, and the valve body can be formed with high accuracy. In addition, the tubular valve body is housed in the transmission case, so that the entire automatic transmission is more radial than the conventional automatic transmission in which the box-shaped valve body is attached to the outside of the transmission case. It can be configured in a compact manner, which further improves the vehicle mountability of the automatic transmission.

According to the tenth aspect of the present invention, the valve body can be easily attached to the transmission case by attaching the valve body to the transmission case from the axial direction of the transmission mechanism.

It is the figure which looked at the rough internal structure of the automatic transmission which concerns on 1st Embodiment of this invention from the axial direction drive source side. FIG. 2 is a cross-sectional view taken along line AA of FIG. 1 showing an upper half portion of the internal structure of the automatic transmission. FIG. 2 is a cross-sectional view taken along line AA of FIG. 1 showing a lower half portion of the internal structure of the automatic transmission. It is the BB sectional view taken on the line of FIG. 1 which shows the upper half part of the internal structure of the automatic transmission. It is the BB sectional view taken on the line of FIG. 1 which shows the lower half part of the internal structure of the automatic transmission. FIG. 4 is a cross-sectional view taken along line CC of FIGS. 2 and 3 showing the internal structure of the automatic transmission. It is a partially broken side view which shows the valve body and support part which are integrally formed by the three-dimensional additive manufacturing method. It is sectional drawing similar to FIG. 6 which shows the automatic transmission which concerns on 2nd Embodiment of this invention. It is sectional drawing similar to FIG. 6 which shows the automatic transmission which concerns on 3rd Embodiment of this invention.

  Hereinafter, the configuration of an automatic transmission according to the present invention will be described for each embodiment with reference to the accompanying drawings.

[First Embodiment]
First, an automatic transmission 1 according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a diagram showing a schematic internal structure of an automatic transmission 1 according to the first embodiment as viewed from the axial drive source side, and FIGS. 2 and 3 are diagrams showing the internal structure of the automatic transmission 1. FIG. 4 and FIG. 5 are sectional views taken along the line BB of FIG. 1 showing the internal structure of the automatic transmission 1, and FIG. 6 is a diagram showing the internal structure of the automatic transmission 1. 2 and FIG. 3 are cross-sectional views taken along the line C-C, and FIG.

  1 and 6, the transmission mechanism 30 is not shown in order to facilitate understanding of the invention.

[Overall configuration of automatic transmission]
As shown in FIGS. 1 to 5, the automatic transmission 1 includes a transmission mechanism 30 and a transmission case 2 that houses the transmission mechanism 30.

  The automatic transmission 1 is applied to, for example, an engine horizontally mounted vehicle such as a front engine front drive vehicle, and the transmission mechanism 30 is disposed on an axis extending in the vehicle body width direction.

  Although illustration is omitted, a torque converter and a drive source such as an engine are disposed on the right side of the speed change mechanism 30 in the vehicle body width direction, for example. Hereinafter, for convenience of explanation, with respect to the vehicle body width direction (axial center direction of the transmission mechanism 30), the drive source side (right side in FIGS. 2 to 5) is the front side, and the counter drive source side (left side in FIGS. 2 to 5) is. The rear side will be described.

  As shown in FIGS. 2 to 5, the speed change mechanism 30 includes an input shaft 14 extending along the axis thereof, and a counter drive gear 18 serving as an output unit disposed on the same axis as the input shaft 14. ing.

  For example, the input shaft 14 of the speed change mechanism 30 is configured integrally with a turbine shaft that is an output portion of the torque converter, and is connected to a drive source via the torque converter. As a result, the output rotation of the torque converter is input to the transmission mechanism 30 via the input shaft 14.

  The shaft center portion of the input shaft 14 has a front oil hole 83 extending axially from the front end surface of the input shaft 14 to the rear side, and extends axially from the rear end surface of the input shaft 14 to the front side. A rear oil hole 86 is provided. The input shaft 14 is provided with a plurality of oil holes 89 extending in the radial direction at intervals in the axial direction so that the rear oil holes 86 communicate with the outer space of the input shaft 14.

  As shown in FIG. 1, the automatic transmission 1 further includes a counter shaft 92 provided with a counter driven gear 93 that meshes with the counter drive gear 18. The counter shaft 92 is arranged in parallel to the input shaft 14 on the rear side of the vehicle body with respect to the input shaft 14. The counter shaft 92 is further provided with a final drive gear 94 having a smaller diameter than the counter driven gear 93.

  The axle 96 is disposed obliquely below the countershaft 92 on the rear side of the vehicle body, and the final drive gear is connected to the differential ring gear 95 of a differential (not shown) disposed on the same axis as the axle 96. 94 is engaged. The diff ring gear 95 has a larger diameter than the final drive gear 94, whereby the output rotation of the speed change mechanism 30 is decelerated and transmitted to the differential device, and the power input to the differential device depends on the driving situation. Is transmitted to the left and right axles 96 so as to obtain a difference in rotation.

[Transmission mechanism]
As shown in FIGS. 2 to 5, the automatic transmission 1 is, for example, a stepped transmission, and the transmission mechanism 30 includes a plurality of planetary gear sets (hereinafter simply referred to as “gear sets”) PG1, PG2, PG3, a plurality of Clutches CL1, CL2 and a plurality of brakes BR1, BR2, BR3.

  Specifically, for example, the first, second, and third gear sets PG1, PG2, and PG3 are provided as the plurality of gear sets, and the first and second clutches CL1 and CL2 are provided as the plurality of clutches, for example. As the plurality of brakes, for example, first, second, and third brakes BR1, BR2, and BR3 are provided.

  The first, second, and third gear sets PG1, PG2, and PG3 are arranged in this order from the front side on the axis of the input shaft 14, and are arranged between the input shaft 14 and the counter drive gear 18. A power transmission path is configured. These gear sets PG 1, PG 2, PG 3 are arranged on the rear side of the counter drive gear 18.

  The first, second, and third gear sets PG1, PG2, and PG3 each have three rotating elements. As these rotating elements, the first gear set PG1 includes the first sun gear S1, the first ring gear R1, and the first carrier. C1, the second gear set PG2 has a second sun gear S2, a second ring gear R2, and a second carrier C2, and the third gear set PG3 has a third sun gear S3, a third ring gear R3, and a third carrier C3. Have.

  The first and second gear sets PG1, PG2 are single pinion type. In these single pinion type gear sets PG1, PG2, the pinions supported by the carriers C1, C2 are directly meshed with the sun gears S1, S2 and the ring gears R1, R2. ing.

  On the other hand, the third gear set PG3 is a double pinion type, and includes a first pinion meshed with the third sun gear S3, and a second pinion meshed with the first pinion and the third ring gear R3. Are supported by the third carrier C3.

  The first and second clutches CL <b> 1 and CL <b> 2 are disposed on the front side of the counter drive gear 18 on the axis of the input shaft 14. The first and second clutches CL1 and CL2 are provided so as to overlap in the radial direction so that the first clutch CL1 is positioned outside the second clutch CL2.

  The first clutch CL1 includes a plurality of friction plates 33 that connect / disconnect between the input shaft 14 and the first sun gear S1 and the second sun gear S2, and a hydraulic chamber 36 to which hydraulic pressure for fastening the friction plates 33 is supplied. And a centrifugal balance chamber 38 to which hydraulic pressure for suppressing drag resistance during release is supplied.

  The second clutch CL2 includes a plurality of friction plates 43 that connect and disconnect between the input shaft 14 and the second carrier C2, a hydraulic chamber 46 to which hydraulic pressure for fastening these friction plates 43 is supplied, And a centrifugal balance chamber 48 to which a hydraulic pressure for suppressing drag resistance is supplied.

  The first, second and third brakes BR1, BR2 and BR3 are arranged on the axis of the input shaft 14 in this order from the front side. These brakes BR1, BR2 and BR3 are arranged rearward of the counter drive gear 18 in the axial direction and outside the first, second and third gear sets PG1, PG2 and PG3 in the radial direction.

  The first brake BR1 connects and disconnects the first ring gear R1 and the second carrier C2 and the transmission case 2, and includes an inner friction plate 51 that is spline-fitted to the outside of the first ring gear R1, and will be described later. An outer friction plate 52 fixed to the transmission case 2 by spline fitting with the valve body 100 is provided.

  The first brake BR1 is a tandem piston type brake including a plurality of pistons 53, 54, 55 and a plurality of hydraulic chambers 56, 58, and has a clutch clearance adjustment function for improving responsiveness at the time of engagement.

  Specifically, the first brake BR1 includes, for example, a pair of clearance adjusting pistons 53 and 54 that are movably fitted in a piston cylinder 108 fixed to the transmission case 2 in the axial direction, and these pistons 53, And a fastening piston 55 fitted so as to be movable relative to the shaft 54 in the axial direction.

  In the piston cylinder 108, a clearance adjusting hydraulic chamber 56 is formed on the back portion (right side in the figure) of one clearance adjusting piston 53, and the other clearance adjusting piston 54 has a return spring 59 (FIG. 4). The urging force is applied in the axial direction from the side opposite to the clearance adjusting hydraulic chamber 56. A fastening hydraulic chamber 58 surrounded by three pistons 53, 54, 55 is formed on the back of the fastening piston 55 (right side in the figure).

  In the first brake BR1, the clearance adjusting pistons 53 and 54 together with the fastening piston 55 are stroked to the left in the drawing by supplying hydraulic pressure to the clearance adjusting hydraulic chamber 56, so that the fastening piston 53 causes the friction plates 51 and 52 to move. It will be in the state which contacted or substantially contacted these, without pressing, ie, the clutch preparation state with a small clutch clearance (small clearance state). When hydraulic pressure is supplied to the fastening hydraulic chamber 58 in the fastening preparation state, the friction plates 51 and 52 are pressed by the fastening piston 53, and the first brake BR1 is brought into the fastening state.

  The second brake BR2 is a single piston type brake having inner and outer friction plates 61 and 62 and a hydraulic chamber 66 to which a fastening hydraulic pressure is supplied, and the second ring gear R2 and the third ring gear R3 and the transmission. The case 2 is connected / disconnected.

  The third brake BR3 is a single-piston brake including inner and outer friction plates 71 and 72 and a hydraulic chamber 76 to which a fastening hydraulic pressure is supplied. The third brake BR3 is provided between the third carrier C3 and the transmission case 2. Is connected and disconnected.

  The hydraulic supply / discharge of the above friction engagement elements CL1, CL2, BR1, BR2, BR3 is controlled by a hydraulic control device having a solenoid valve 150 and a spool valve 160, whereby the friction engagement elements are selectively engaged. As a result, a shift stage according to the shift range and the driving state of the vehicle is formed. In order to facilitate understanding of the invention, the solenoid valve 150 and the spool valve 160 are shown in phantom lines in FIGS. 2 to 5 and are not shown in FIG.

  The configuration of the transmission mechanism 30 described above is merely an example, and the specific configuration of the transmission mechanism 30 is not particularly limited.

[Transmission case]
As shown in FIGS. 2 to 5, the transmission case 2 includes a case main body 3 constituting an outer periphery, an oil pump housing 4 attached to an end portion on the front side of the case main body 3, and a rear of the case main body 3. And an end cover 5 that closes the opening end on the side.

  The case main body 3 is generally formed in a cylindrical shape as a whole, and is disposed so as to surround the speed change mechanism 30.

  As shown in FIGS. 1 and 2, the case main body 3 includes a wall portion 3 a that protrudes radially inward from the inner peripheral surface thereof. The wall 3a is disposed on the rear side of the first clutch CL1 and the second clutch CL2 in the axial direction. The wall 3a is disposed along a plane perpendicular to the axial direction.

  As shown in FIGS. 1 to 5, an opening end portion on the front side of the case body 3 is provided with a mating surface 3 b with a converter housing 6 that accommodates a torque converter, and the mating surface 3 b includes bolts. A plurality of seat portions 3c in which holes 3d are formed are formed at intervals in the circumferential direction. Case body 3 and converter housing 6 are coupled to each other by bolts 25 screwed into bolt holes 3d.

  As shown in FIGS. 2 to 5, the oil pump housing 4 is disposed so as to partition a torque converter accommodation space by the converter housing 6 and a transmission mechanism 30 accommodation space by the case body 3. The outer peripheral end portion of the oil pump housing 4 is fixed to the front side end portion of the case body 3 by, for example, bolts 26.

  An oil pump cover 24 is attached to the front side of the oil pump housing 4, and the oil pump 20 is accommodated between the oil pump housing 4 and the oil pump cover 24.

  The oil pump 20 is, for example, an internal mechanical oil pump that includes an inner rotor 21 and an outer rotor 22. Inside the inner rotor 21, a sleeve portion 8 extending in the axial direction from the inner peripheral end portion of the pump shell (not shown) of the torque converter to the rear side is fixed, for example, by press fitting. Thus, the oil pump 20 is driven through the sleeve portion 8 of the torque converter by the rotation of the drive source such as the engine.

  A sleeve portion 10 extending toward the axial front side (torque converter side) and a boss portion 12 extending toward the axial rear side (transmission mechanism side) are provided at the inner peripheral end of the oil pump housing 4.

  The sleeve portion 10 of the oil pump housing 4 is disposed radially outside the input shaft 14 and radially inside the sleeve portion 8 of the torque converter. Between the outer peripheral surface of the sleeve portion 10 and the inner peripheral surface of the sleeve portion 8, and between the inner peripheral surface of the sleeve portion 10 and the outer peripheral surface of the input shaft 14, it is used for supplying and discharging oil to and from the torque converter. Oil passages 80 and 81 are formed.

  A front oil hole 83 provided in the input shaft 14 is also used as an oil supply passage or oil discharge passage for the torque converter. A pipe member 16 is fitted in the oil hole 83, and an oil passage 82 used for oil supply or drainage to the torque converter is also formed outside the pipe member 16 in the oil hole 83.

  An input shaft 14 is penetrated inside the boss portion 12, and first and second clutches CL <b> 1 and CL <b> 2 are arranged outside the boss portion 12. Further, in the peripheral wall of the boss portion 12, for example, oil discharged from the oil pump 20 is guided to an oil passage 110 of the valve body 100, which will be described later, or the hydraulic chambers 36, 46 of the first and second clutches CL1, CL2. A plurality of oil passages 84 for supplying hydraulic pressure to the centrifugal balance chambers 38 and 48 are provided at intervals in the circumferential direction.

  The end cover 5 is coupled to the rear side end of the case body 3 by, for example, bolts 28. As shown in FIG. 3, the end cover 5 is provided with a protruding portion 5 a that protrudes to the front side in the axial direction. The protruding portion 5 a includes an oil passage 112 (described later) provided in the valve body 100. An oil passage 87 that communicates with the hydraulic chamber 76 of the third brake BR3 is provided.

  4 and 5, on the front side of the end cover 5, the first mounting member 6a that forms the hydraulic chamber 66 of the second brake BR2, and the outer sides of the second and third brakes BR2 and BR3 are provided. The outer peripheral portions of the friction plates 62 and 72 are coupled to the second mounting member 6b to be spline-fitted. As shown in FIG. 3, the first mounting member 6 a is provided with an oil passage 88 that connects an oil passage 112 (described later) of the valve body 100 and the hydraulic chamber 66.

  Further, as shown in FIG. 2, the end cover 5 is formed with an oil passage 85 that connects an oil passage 110 (described later) provided in the valve body 100 and an oil hole 86 on the rear side of the input shaft 14. . The oil supplied from the oil passage 85 to the oil hole 86 of the input shaft 14 passes through the oil hole 89 that causes the oil hole 86 and the outside of the input shaft 14 to communicate with each other by the action of centrifugal force caused by the rotation of the input shaft 14. Then, the oil is supplied to each part of the speed change mechanism 30 arranged on the outer side in the radial direction of the input shaft 14, so that the gear meshing part, the bearing part and the like in the speed change mechanism 30 are lubricated.

[Valve body]
The valve body 100 of the hydraulic control device according to the present embodiment is different from the conventional valve body attached to the outside of the transmission case, and is three-dimensionally laminated with a piston cylinder 108 that houses the pistons 53, 54, and 55 of the first brake BR1. It is integrally formed by a modeling method and is accommodated in the transmission case 2 together with the piston cylinder 108.

  As shown in FIGS. 2 to 6, the valve body 100 includes a cylindrical portion 101 that extends in the axial direction of the transmission mechanism 30, and the cylindrical portion 101 includes first to third gear sets of the transmission mechanism 30. It arrange | positions so that PG1, PG2, PG3 and 1st-3rd brake BR1, BR2, BR3 may be surrounded.

  As shown in FIG. 2, a case attaching portion 109 attached to the case main body 3 of the transmission case 2 is provided at the front side end portion of the tubular portion 101 of the valve body 100. The case attaching portion 109 is configured by a seat surface provided with a bolt hole 109a, and a plurality of case attaching portions 109 are provided at intervals in the circumferential direction at the radially outer end portion of the tubular portion 101 (see FIG. 1). The case attaching portion 109 is disposed so as to overlap the wall portion 3a of the case main body 3 from the axial rear side, and is fixed to the wall portion 3a by a bolt 27 screwed into the bolt hole 109a from the axial front side. .

  The valve body 100 is attached to the case body 3 by inserting the valve body 100 into the case body 3 from the rear side in the axial direction and pressing the case attachment portion 109 of the valve body 100 against the wall 3a of the case body 3. This is done by tightening the bolt 27 inserted into the bolt hole 109a from the front side in the axial direction. Therefore, the valve body 100 can be easily attached to the transmission case 2 from the axial center direction of the transmission mechanism 30.

  However, such a mounting structure of the valve body 100 is merely an example, and various modifications can be made to the mounting structure of the valve body 100 with respect to the transmission case 2. Further, the valve body 100 may be provided integrally with the transmission case 2.

  As shown in FIGS. 2 to 5, the piston cylinder 108 provided integrally with the valve body 100 is formed so as to protrude radially inward from the tubular portion 101. Specifically, the piston cylinder 108 includes an inner peripheral surface of the cylindrical portion 101, an annular vertical wall portion 104 that extends radially inward from a front side end portion of the cylindrical portion 101, and an inner wall of the vertical wall portion 104. It is comprised by the inner cylinder part 106 extended in an axial direction from a peripheral side edge part to the rear side, and is formed in the shape of the circumferential groove open | released to the rear side of the axial direction. The piston cylinder 108 accommodates the pistons 53, 54, 55 of the first brake BR 1 described above, thereby forming hydraulic chambers 56, 58 for clearance adjustment and fastening.

  A bearing 19 that supports the counter drive gear 18 is fitted inside the inner cylindrical portion 106. Thus, the bearing 19 is supported by the transmission case 2 via the valve body 100 formed by integrating the inner cylindrical portion 106, the vertical wall portion 104, and the cylindrical portion 101.

  As described above, the vertical wall portion 104 and the inner cylinder portion 106 that form the piston cylinder 108 of the first brake BR1 and support the bearing 19 are integrated with the valve body 100, so that the number of parts can be increased. Reduction and reduction in size and weight of the entire automatic transmission 1 are achieved.

  On the rear side of the piston cylinder 108, a spline 102 is formed on the inner periphery of the tubular portion 101 so that the outer periphery of the outer friction plate 52 of the first brake BR1 is fitted. As shown in FIG. 6, the spline 102 includes a plurality of tooth portions 102a provided at intervals in the circumferential direction, and tooth spaces 102b formed between adjacent tooth portions 102a. By forming the spline 102 in this way, a plurality of inwardly projecting portions 103 constituting the tooth portion 102a are provided on the inner periphery of the cylindrical portion 101 at intervals in the circumferential direction. The protrusion 103 is provided so as to protrude radially inward from the bottom of the tooth gap 102b.

  The tubular portion 101 of the valve body 100 has a valve insertion hole 120 for a solenoid valve to which the solenoid valve 150 is attached, a valve insertion hole 130 for a spool valve to which the spool valve 160 is attached, and these valve insertion holes 120. , 130 is provided.

  The solenoid valve 150 and the spool valve 160 constitute a hydraulic control circuit (not shown) together with the oil passage 110 of the valve body 100 and the like. The hydraulic control circuit is operated by the operation of the solenoid valve 150 or the spool valve 160, and the hydraulic chambers 36, 46, 56, 58, 66, 76 of the clutches CL1, CL2, brakes BR1, BR2, BR3 constituting the transmission mechanism 30 and the centrifugal Lubricated parts in the transmission case 2 such as the balance chambers 38 and 48, the gear meshing part and the bearing part in the transmission mechanism 30, the lubricated part of the torque converter, the hydraulic chamber of the lock-up clutch (not shown), etc. To control the oil supply and discharge.

  As shown in FIGS. 4 and 5, the spool valve 160 includes a spool 162 housed in the valve insertion hole 130 so as to be movable in the axial direction, and a stopper 164 fixed at a predetermined position in the valve insertion hole 130. A return spring 166 is provided in the valve insertion hole 130 so as to be expandable and contractable in the axial direction, and applies an elastic force to the spool 162 toward one side in the axial direction.

  The spool valve 160 adjusts the discharge pressure and switches the hydraulic pressure supply path by moving the spool 162 in the axial direction according to the hydraulic pressure input to the control port. Specifically, the spool valve 160 includes, for example, a pressure regulator valve that adjusts the discharge pressure of a mechanical oil pump to a line pressure, a manual valve that switches a hydraulic pressure supply path in conjunction with a shift lever operation by a driver, a solenoid valve It can function as various switching valves such as a fail-safe valve that switches the hydraulic pressure supply path so as to realize a predetermined gear position when 150 fails.

  As shown in FIGS. 2 and 3, the solenoid valve 150 includes a cylindrical electromagnetic portion 152 that houses a coil, and a cylindrical small diameter portion 154 that has a smaller diameter than the electromagnetic portion 152 and extends in the axial direction from the electromagnetic portion 152. It has. The solenoid valve 150 is assembled to the valve body 100 in a state where the small diameter portion 154 is inserted into the valve insertion hole 120.

  The solenoid valve 150 is disposed so as to protrude from the tubular portion 101 of the valve body 100 to the front side. The electromagnetic part 152 of the solenoid valve 150 is disposed on the front side of the tubular part 101 and is accommodated in the inner space of the case body 3 having a larger diameter than the tubular part 101. In the case main body 3, the electromagnetic part 152 is disposed on the outer side in the radial direction without interfering with the counter drive gear 18, the first and second clutches CL1 and CL2.

  As the solenoid valve 150, a linear solenoid valve or an on / off solenoid valve is used. The linear solenoid valve is used, for example, as a valve that directly controls the hydraulic pressure supplied to the hydraulic chambers 36, 46, 56, 58, 66, and 76 of the frictional engagement elements CL1, CL2, BR1, BR2, and BR3. The solenoid valve is used as a valve that opens and closes a hydraulic pressure supply path to the control port of the spool valve 160, for example.

  The valve insertion holes 120 and 130 to which the solenoid valve 150 and the spool valve 160 are attached are prepared at the inner peripheral surface of the pilot hole after the pilot hole is formed when the valve body 100 is formed by the three-dimensional additive manufacturing method. It is formed by being applied. However, the valve insertion holes 120 and 130 may be formed only by machining performed after modeling without forming the pilot holes in the valve body 100 during modeling by the three-dimensional additive manufacturing method.

  The specific configuration of the valve insertion holes 120 and 130, such as the orientation and arrangement of the valve insertion holes 120 and 130, is arbitrary. In the present embodiment, the valve insertion holes 120 and 130 are provided as follows.

  As shown in FIGS. 2 to 6, the axial center directions of all the valve insertion holes 120 and 130 are parallel to the axial center direction of the speed change mechanism 30. Moreover, all the valve insertion holes 120 and 130 are opened to the front side in the axial direction. As a result, when finishing the inner peripheral surfaces of the valve insertion holes 120 and 130, all the valve insertion holes 120 and 130 can be processed from the same direction, and the valve insertion holes 120 and 130 can be processed in the valve 150. , 160 can be inserted from the same direction.

  As shown in FIG. 6, the valve insertion holes 120 and 130 are arranged at intervals in the circumferential direction along the inner periphery of the tubular portion 101 of the valve body 100. Since the small-diameter portion 154 of the solenoid valve 150 has a larger diameter than the spool 162 of the spool valve 160, the valve insertion hole 120 for the solenoid valve is accordingly larger in diameter than the valve insertion hole 130 for the spool valve. It is said that.

  The valve insertion hole 120 for a solenoid valve having a relatively large diameter is arranged such that a part of the valve insertion hole 120 on the inner side in the radial direction is accommodated in the protrusion 103 at a circumferential position corresponding to the tooth portion 102 a of the spline 102. Is arranged. As described above, the valve insertion hole 120 formed by using the protruding portion 103 which is a thick portion compared to the circumferential position corresponding to the tooth groove 102b of the spline 102 is close to the top of the tooth portion 102a. Arranged radially inward.

  On the other hand, the valve insertion hole 130 for a spool valve having a relatively small diameter is disposed inward in the radial direction so as to be close to the bottom of the tooth groove 102b at a circumferential position corresponding to the tooth groove 102b of the spline 102. Yes.

  Since all the valve insertion holes 120 and 130 are arranged close to the inside in the radial direction in this way, the cylindrical portion 101 of the valve body 100 can be configured to be compact in the radial direction. The valve body 100 is downsized, and thus the transmission case 2 is downsized.

  Further, the valve insertion hole 120 for the solenoid valve is provided at a position corresponding to the tooth portion 102a of the spline 102, and the valve insertion hole 130 for the spool valve is provided at a position corresponding to the tooth groove 102b. The insertion holes 120 and 130 can be arranged adjacent to each other in the circumferential direction. Therefore, by arranging the spool valve 160 operated by the control pressure supplied from the predetermined solenoid valve 150 in the vicinity of the solenoid valve 150, the oil passage 110 connecting the valves 150 and 160 can be shortened. As a result, good responsiveness in hydraulic control can be obtained.

  In the present embodiment, the valve insertion holes 130 for all spool valves are provided at circumferential positions corresponding to the tooth grooves 102b of the spline 102, but the valve insertion holes 130 for some or all of the spool valves are provided. May be provided in a circumferential position corresponding to the tooth portion 102a of the spline 102. In this case, the valve insertion hole 130 is arranged further inside in the radial direction, so that the tubular portion 101 of the valve body 100 is provided. It is possible to further reduce the size of the.

  In the present embodiment, the valve insertion holes 120 and 130 are collectively arranged at the upper part and the lower part of the tubular part 101 of the valve body 100. The spool valve 160 mounted in the valve insertion hole 130 disposed in the lower portion of the tubular portion 101 is immersed in oil stored in the bottom portion in the transmission case 2 or disposed in the vicinity of the oil surface. Therefore, it is preferable to install a spool valve 160 having a large drain amount, such as a pressure regulating regulator valve, in the valve insertion hole 130. On the other hand, the spool valve 160 that supplies lubricating oil to the lubricated portion in the transmission case 2 is preferably mounted in the valve insertion hole 130 disposed in the upper portion of the cylindrical portion 101.

  Since the oil passage 110 communicated with the valve insertion holes 120 and 130 is formed by modeling the valve body 100 by the three-dimensional additive manufacturing method, the oil passage is formed by molding using a mold as in the past. Compared to the above, a high degree of design freedom can be obtained with respect to the specific configuration of the oil passage 110, such as the orientation, arrangement, cross-sectional shape, number, etc. of the oil passage 110, but in this embodiment, the oil passage 110 is Is formed.

  As shown in FIG. 6, most of the oil passage 110 provided in the tubular portion 101 of the valve body 100 is formed to extend in the circumferential direction. These oil passages 110 are arranged radially outside the valve insertion holes 120 and 130 and have a shape extending in an arc around the axis of the input shaft 14. Each oil passage 110 has a length as necessary in the circumferential direction, and a plurality of oil passages 110 are arranged in the circumferential direction depending on the positions in the axial direction and the radial direction.

  Note that the axial position and the radial position of each oil passage 110 are not necessarily constant, and each oil passage 110 may be extended in the circumferential direction while being appropriately curved or bent in the axial direction or the radial direction.

  The circumferential range in which these oil passages 110 are provided is, for example, a C-shaped range that opens to the rear side of the vehicle body, and all of these oil passages 110 are disposed on the front side of the vehicle body with respect to the counter shaft 92. Yes. As a result, interference between the bearing of the counter shaft 92 and other peripheral components and the oil passage 110 is avoided.

  As shown in FIGS. 2 to 5, a plurality of oil passages 110 extending in the circumferential direction in the tubular portion 101 are arranged side by side in the axial direction and the radial direction. The cross-sectional shape of these oil passages 110 is, for example, an oval shape that is long in the axial direction, whereby the oil passage 110 is compactly formed in the radial direction, thereby reducing the diameter of the cylindrical portion 101. ing.

  The tubular portion 101 connects the oil passage 110 extending in the circumferential direction with the valve insertion holes 120, 130, and connects the oil passage 110 extending in the circumferential direction with the inner peripheral side of the valve body 100. The connecting oil passage 112, the connecting oil passage 113 connecting the oil passages 110 extending in the circumferential direction, and the oil passage 110 extending in the circumferential direction are connected to the oil pump housing 4 via the oil passage 115 provided in the case body 3. A communication oil passage 114 (see FIGS. 3 and 5) that is in communication with the provided oil passage 84 is provided.

  Thereby, for example, oil discharged from a predetermined solenoid valve 150 or spool valve 160 is first guided to the oil passage 110 via the communication oil passage 111, and then, if necessary, the communication oil passage. 113 is led to another oil passage 110, and finally in the hydraulic chambers 56, 58, 66, 76 of the brakes BR 1, BR 2, BR 3 or the transmission case 2 via the communication oil passage 112. The hydraulic chambers of the clutches CL1 and CL2 are supplied to the parts to be lubricated or via the oil passage 114 for communication, the oil passage 115 of the case body 3 and the oil passage 84 of the oil pump housing 4 (see FIGS. 3 and 5). 36, 46.

  As described above, the tubular portion 101 of the valve body 100 in which the valve insertion holes 120 and 130 and the oil passages 110, 111, 112, 113, and 114 are formed has a larger thickness than the case body 3 of the transmission case 2. Have. By arranging such a thick cylindrical portion 101 inside the case body 3, gear noise generated in the gear sets PG 1, PG 2, PG 3, etc. arranged inside the cylindrical portion 101 is generated. Is effectively blocked by. Further, since the cylindrical portion 101 has a thickness that allows the oil passages 110, 111, 112, 113, and 114 to be disposed even in the outer portion of the solenoid valve 150, the operation sound of the solenoid valve 150 is also generated by the cylindrical portion 101. Is effectively blocked by.

  The valve body 100 may be further provided with other components such as a check valve and an orifice that constitute the hydraulic control circuit. In addition, when the check valve, the orifice, or the like is formed of a component different from the valve body 100, a mounted portion such as a hole in which the separate component is mounted may be provided in the valve body 100.

[Manufacturing method of valve body]
The valve body 100 is three-dimensionally laminated using a 3D printer so that all parts except for the hollow portions such as the valve insertion holes 120 and 130 and the oil passages 110, 111, 112, 113, and 114 are connected integrally. It is formed by a modeling method. Thereby, the valve body 100 having the piston cylinder 108 integrally is formed.

  A specific printing method in the three-dimensional additive manufacturing method is not particularly limited. However, when a metal such as aluminum is used as the material of the valve body 100, for example, an electron beam or a laser is disposed at an arbitrary position of the spread metal powder layer. The powder sintering additive manufacturing method can be adopted in which the irradiated portion is sintered and shaped and then the operation of laying down the next layer is repeated.

  In addition, when resin is used as the material of the valve body 100, a powder sintering additive manufacturing method may be adopted. However, when a resin material is used, many printing methods can be adopted as compared with a metal material. For example, a printing method according to needs such as an inkjet method may be adopted.

  As shown in FIG. 7, the modeling of the valve body 100 by the three-dimensional additive manufacturing method is such that the axis of the valve insertion holes 120 and 130 and the axis of the cylindrical portion 101 are arranged along the vertical direction. This is performed along the upward stacking direction D1. The direction of the valve body 100 at this time is, for example, a direction in which the valve insertion holes 120 and 130 are opened downward and the piston cylinder 108 is opened upward.

  In order to perform modeling of the piston cylinder 108 portion of the valve body 100 in a stable manner, a support portion 199 that supports the vertical wall portion 104 or the inner cylinder portion 106 of the piston cylinder 108 from the lower side during modeling is formed in the stacking direction D1. It is preferable to form integrally with the valve body 100 so as to extend upward from the lower end. The support part 199 includes, for example, a flat cylindrical part 199a formed at the lower end in the stacking direction D1, and a long cylindrical part 199b extending upward from the cylindrical part 199a.

  Thus, since the support part 199 is modeled integrally with the valve body 100, modeling of the valve body 100 above the support part 199 is stably performed in a state where the support part 199 is supported from below. Therefore, the valve body 100, in particular, the piston cylinder 108 can be formed with high accuracy.

  When the modeling of the valve body 100 by the three-dimensional additive manufacturing method is completed, the support portion 199 is removed. Since the cylindrical portion 199b of the support portion 199 has low rigidity due to, for example, a hollow inside, the support portion 199 can be easily removed.

  Thereafter, the inner peripheral surfaces and end surfaces of the valve insertion holes 120 and 130, a portion connected to the support portion 199, and the like are finished, or the bolt holes 109a provided in the tubular portion 101 are threaded. Thus, the valve body 100 is completed.

  Note that the support portion 199 is not necessarily formed. In particular, when modeling is performed using a resin material, the support portion 199 can be omitted depending on a printing method to be employed (for example, powder sintering lamination molding method). is there.

  As described above, the valve body 100 is integrally formed with the piston cylinder 108 by the three-dimensional additive manufacturing method, and a part of the valve body 100 is shared as a part of the piston cylinder 108. Therefore, the valve body and the piston cylinder are separated. As compared with the case where these are individually formed, the materials used for these formations are reduced. Therefore, the automatic transmission 1 can be reduced in size and weight as a whole, thereby improving the vehicle mountability of the automatic transmission 1 and the fuel efficiency of the vehicle.

  In addition, since it is not necessary to consider die removal when forming the valve body 100, all the oil passages extend over the entire length in the design of the oil passages 110, 111, 112, 113, 114 of the valve body 100. A high degree of freedom is obtained with respect to the shape and layout of the oil passage without being subjected to conventional restrictions such as having to be opened on the surface. Therefore, even if the tubular portion 101 as described above is formed in the valve body 100, the oil passage 110 extending in the circumferential direction so as to follow the shape of the tubular portion 101 can be formed. Further, the other oil passages 111, 112, 113, 114 can be formed so as to have a minimum length at a place necessary for communication of each part, and all the oil passages 110, 111, 112, 113, 114 are formed. Can be arranged compactly in the radial direction.

  As described above, the valve body 100 can be formed in a tubular shape as a whole while the oil passages 110, 111, 112, 113, and 114 necessary for hydraulic control are formed in the valve body 100. The tubular portion 101 of 100 is disposed inside the case body 3, thereby preventing the valve body 100 from protruding radially outward from the transmission case 2. Therefore, the automatic transmission 1 can be configured to be compact in the radial direction as a whole, and as a result, the vehicle of the automatic transmission 1 can be compared with a conventional automatic transmission in which a valve body is attached to the outside of the transmission case. Mountability can be improved effectively.

  Furthermore, since the valve body 100 is configured by a single member, the member constituting the valve body is different from a valve body in which a plurality of valve body components are overlapped and fastened with a large number of bolts as in the prior art. In addition to reducing the number of points, it is possible to eliminate the separate plate interposed between the valve body components in the conventional valve body and the bolts used to fasten the valve body components. Can be reduced.

  Further, as the bolts used for fastening the valve body components as described above are reduced, the bolt holes and the bosses for the bolt holes are also reduced in the valve body 100. Thus, the valve body 100 can be further reduced in size and weight. Therefore, the automatic transmission 1 can be more effectively reduced in size and weight.

  Furthermore, if the oil stored in the transmission case 2 is introduced into the oil passage 110 of the valve body 100 in the transmission case 2, the oil pan attached to the lower side of the transmission case is usually abolished. Thus, the vehicle mountability of the automatic transmission 1 in the vertical direction of the vehicle body can be further improved. Therefore, in this case, the power train having the automatic transmission 1 can be arranged to be low relative to the vehicle body, thereby realizing a vehicle body design with a low hood height. become.

  Further, since a high degree of freedom is obtained in the design of the oil passages 110, 111, 112, 113, 114 of the valve body 100 as described above, for example, three or more oil passages 110 are provided in the thickness direction of the valve body 100. An oil passage layout that cannot be achieved when molding using a mold as in the prior art, such as arranging them side by side, becomes possible. In addition, when the oil passage design is changed, there is no need to remake the mold, so that the oil passage design change can be realized easily and in a short period of time.

  Further, since the valve body 100 is formed by a three-dimensional additive manufacturing method, a hollow portion other than the valve insertion holes 120 and 130 and the oil passages 110, 111, 112, 113, and 114 may be formed at various places in the valve body 100. This is possible, and further weight reduction of the valve body 100 and thus the automatic transmission 1 can be achieved.

  In addition, since modeling by the three-dimensional additive manufacturing method is performed in the stacking direction D1 along the axis of the cylindrical portion 101 of the valve body 100, the cylindrical portion 101 and the inner cylindrical portion of the piston cylinder 108 are formed during the modeling. 106 is stably formed without deformation. Furthermore, in this modeling, since the valve insertion holes 120 and 130 are also formed to extend along the stacking direction D1 of the three-dimensional additive manufacturing method, the inner circumferences of the valve insertion holes 120 and 130 are stably deformed. It is formed. Therefore, the entire valve body 100 including the valve insertion holes 120 and 130 can be formed with high accuracy. In particular, since high dimensional accuracy is obtained for the valve insertion hole 130 for the spool valve, smooth movement of the spool 162 in the valve insertion hole 130 can be realized, and thereby hydraulic control with excellent responsiveness can be realized.

  Furthermore, according to the present embodiment, the valve body 100 is accommodated in the transmission case 2, so that oil leakage from the oil passage 110 of the valve body 100 to the outside of the transmission case 2 cannot occur. Therefore, in the conventional automatic transmission in which the valve body is attached to the outside of the transmission case, the seal member and the fastening bolt used for the coupling portion between the transmission case and the valve body can be eliminated, which also reduces the number of parts, In addition, the automatic transmission 1 can be reduced in size and weight.

  Further, as described above, the valve insertion holes 120 and 130 are provided along the inner periphery of the tubular portion 101 of the valve body 100, and the piston cylinder 108 of the first brake BR1 is integrally formed inside the tubular portion 101. The hydraulic chambers 56 and 58 of the first brake BR1 formed in the piston cylinder 108 and the valve insertion holes 120 and 130 are disposed adjacent to each other in the radial direction of the cylindrical portion 101. . As a result, the hydraulic pressure can be quickly supplied from the discharge portion of the solenoid valve 150 or the spool valve 160 used for controlling the hydraulic pressure of the first brake BR1 to the hydraulic chambers 56 and 58 adjacent to the valves 150 and 160. become. Therefore, it is possible to improve the responsiveness of the hydraulic supply / discharge control with respect to the hydraulic chambers 56 and 58, and further, the responsiveness of the engagement / release of the first brake BR1 or the engagement preparation control.

[Second Embodiment]
An automatic transmission according to the second embodiment will be described with reference to FIG. FIG. 8 is a cross-sectional view similar to FIG. 6 showing the automatic transmission according to the second embodiment. In the second embodiment, components similar to those in the first embodiment are denoted by the same reference numerals in FIG. 8 and description thereof is omitted.

  As shown in FIG. 8, the valve body 200 in the second embodiment is also formed integrally with the piston cylinder 108 (see FIGS. 1 to 5) by a three-dimensional additive manufacturing method, as in the first embodiment. The oil passage 110 extends in an arc shape over the entire length in that the oil passage 210 formed so as to extend in the circumferential direction in the cylindrical portion 201 of the body 200 is partially extended linearly. This is different from the first embodiment.

  Specifically, the oil passage 210 is formed so as to extend linearly along the vertical direction of the vehicle body at a portion passing through the vicinity of the end of the valve body 200 on the vehicle body front side. In accordance with this, the side surfaces of the tubular portion 201 of the valve body 200 and the case main body 203 on the front side of each vehicle body are flat surfaces along the vertical direction of the vehicle body.

  Thereby, since the protrusion of the case body 203 to the front side of the vehicle body is suppressed, the automatic transmission can be more effectively downsized, and the space 299 on the front side of the vehicle body of the automatic transmission can be increased. Can be planned. Therefore, it is possible to effectively protect the automatic transmission by ensuring a large retreat space for the vehicle body member and the mounted device disposed on the front side of the vehicle body of the automatic transmission.

[Third Embodiment]
The automatic transmission according to the third embodiment will be described with reference to FIG. FIG. 9 is a cross-sectional view similar to FIG. 6 showing the automatic transmission according to the third embodiment. Note that in the third embodiment, the same components as those in the first embodiment are denoted by the same reference numerals in FIG. 9 and description thereof is omitted.

  As shown in FIG. 9, the valve body 300 in the third embodiment is also formed integrally with the piston cylinder 108 (see FIGS. 1 to 5) by a three-dimensional layered manufacturing method, as in the first embodiment. An oil passage 110 extending in the circumferential direction is formed in the cylindrical portion 301, but valve insertion holes 120 and 130 are provided not only in the radial direction inside of these oil passages 110 but also in the radial direction outer side. This is different from the first embodiment in which all the valve insertion holes 120 and 130 are arranged on the radially inner side of the oil passage 110.

  The valve body 300 has projecting portions 301 a and 301 b that project radially outward from the outer peripheral surface of the tubular portion 301 in order to secure portions for forming the valve insertion holes 120 and 130 on the radially outer side of the oil passage 110. Is provided. Specifically, for example, a protruding portion 301a that protrudes obliquely upward from the outer peripheral surface of the cylindrical portion 301 toward the front side of the vehicle body, and a lower portion that protrudes obliquely downward from the outer peripheral surface of the cylindrical portion 301 toward the front side of the vehicle body. A protruding portion 301b is provided. The valve insertion holes 120, 130 provided in the protrusions 301 a, 301 b are connected to the oil passage 110 extending in the circumferential direction via the communication oil passage 111.

  As described above, by providing the valve insertion holes 120 and 130 in the projecting portions 301a and 301b of the valve body 300, the space for forming the valve insertion holes 120 and 130 is insufficient only in the inner peripheral side portion of the valve body 300. Even in this case, the required number of valve insertion holes 120 and 130 can be formed using the protrusions 301a and 301b provided on the outer peripheral side portion of the valve body 300.

  In addition, the valve insertion holes 120 and 130 provided on the outer peripheral side in this manner can be easily communicated with the oil passage 110 disposed close to the radial direction in the same manner as the valve insertion holes 120 and 130 on the inner peripheral side. Therefore, complication of the oil path configuration is suppressed.

  Furthermore, the projecting portions 301a and 301b are provided so as to project obliquely upward or obliquely downward from the tubular portion 301 toward the front side of the vehicle body. The increase in dimension is suppressed, and the increase in the dimension in the longitudinal direction of the vehicle body of the valve body 300 is suppressed as compared with a case where the valve body 300 protrudes horizontally toward the front side of the vehicle body. Therefore, the case main body 303 that accommodates the valve body 300 can also be configured in a compact manner, whereby it is possible to effectively reduce the size of the automatic transmission and to obtain good vehicle mountability of the automatic transmission. be able to.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above embodiment, the example in which the valve body is formed in a complete cylinder shape so as to surround the entire transmission mechanism has been described. However, in the present invention, the valve body is configured to surround the transmission mechanism. As long as it is formed so as to extend in the circumferential direction, it may be formed so as to be continuous in a partial range in the circumferential direction.

  In the above embodiment, the example in which the valve body is attached to the case body of the transmission case has been described. However, in the present invention, the valve body may be attached to another part of the transmission case, for example, It may be formed integrally with the transmission case by a three-dimensional additive manufacturing method.

  As described above, according to the present invention, it is possible to reduce the size and weight of an automatic transmission having a brake of a speed change mechanism and a valve body of a hydraulic control device, and to reduce the number of parts and the number of assembly steps. Therefore, this type of automatic transmission and a vehicle equipped with the automatic transmission may be suitably used in the manufacturing industry.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Transmission case 3 Case main body 3a Case body wall 3b Converter housing mating surface 4 Oil pump housing 5 End cover 6 Converter housing 14 Input shaft 18 Counter drive gear 19 Bearing 20 Oil pump 27 Bolt 30 Shift Mechanism 33 Friction plate 36 Hydraulic chamber 38 Centrifugal balance chamber 43 Friction plate 46 Hydraulic chamber 48 Centrifugal balance chamber 51,52 Friction plate 53,54,55 Piston 56,58 Hydraulic chamber 61,62 Friction plate 66 Hydraulic chamber 71,72 Friction plate 76 Hydraulic chamber 80, 81, 82 Oil passage 83 Oil hole 84, 85 Oil passage 86 Oil hole 87, 88 Oil passage 89 Oil hole 92 Counter shaft 93 Counter driven gear 94 Final drive gear 95 Defring gear 96 Axle 100 Valve body 101 Tubular Part 1 2 Spline 102a Tooth part 102b Tooth groove 104 Vertical wall part 106 Inner cylinder part 108 Piston cylinder 109 Case mounting part 109a Bolt hole 110 Oil passage 111 Communication oil path 112 Communication oil path 113 Communication oil path 114 Communication oil path 120 Valve insertion hole for solenoid valve 130 Valve insertion hole for spool valve 150 Solenoid valve 160 Spool valve 199 Support part 200 Valve body 201 Tubular part 203 Case body 210 Oil passage 299 Car body front side space 300 Valve body 301 Tubular part 301a, 301b Projection 303 Case body BR1, BR2, BR3 Brake CL1, CL2 Clutch PG1, PG2, PG3 Planetary gear set

Claims (10)

An automatic transmission comprising a speed change mechanism having a brake, a piston used for fastening the brake, a piston cylinder that accommodates the piston, and a valve body of a hydraulic control device that controls the speed change mechanism,
The valve body is provided integrally with the piston cylinder ,
The automatic transmission according to claim 1, wherein the valve body includes a case attaching portion attached to a transmission case housing the transmission mechanism from an axial direction of the transmission mechanism .   The automatic transmission according to claim 1, wherein the valve body is a cylindrical member extending along an axial direction of the transmission mechanism. A method for manufacturing an automatic transmission comprising: a transmission mechanism having a brake; a piston used for fastening the brake; a piston cylinder that houses the piston; and a valve body of a hydraulic control device that controls the transmission mechanism. And
The valve body is formed integrally with the piston cylinder by a three-dimensional additive manufacturing method ,
A method of manufacturing an automatic transmission, wherein the valve body is attached to a transmission case housing the transmission mechanism from an axial direction of the transmission mechanism . 4. The method of manufacturing an automatic transmission according to claim 3 , wherein the valve body is formed in a cylindrical shape extending along a stacking direction of the three-dimensional additive manufacturing method. An automatic transmission comprising a transmission mechanism having a brake, a valve for controlling hydraulic pressure supply to the hydraulic chamber of the brake, and a valve body having a valve insertion hole into which the valve is inserted,
The valve body is provided so that the hydraulic chamber is formed in a portion adjacent to the valve insertion hole, and a portion excluding the cavity including the valve insertion hole is integrally connected. And automatic transmission. The automatic transmission according to claim 5 , wherein the valve body is a cylindrical member extending along an axial direction of the transmission mechanism. The automatic transmission according to claim 5 or 6 , wherein the valve body includes a case attaching portion attached to a transmission case housing the transmission mechanism from an axial direction of the transmission mechanism. Machine. A method of manufacturing an automatic transmission comprising: a transmission mechanism having a brake; a valve for controlling hydraulic pressure supply to the hydraulic chamber of the brake; and a valve body having a valve insertion hole into which the valve is inserted,
Three-dimensional stacking so that the hydraulic chamber is formed in a portion of the valve body adjacent to the valve insertion hole, and a portion of the valve body excluding the cavity including the valve insertion hole is integrally connected. A method of manufacturing an automatic transmission, wherein the valve body is formed by a molding method. 9. The method for manufacturing an automatic transmission according to claim 8 , wherein the valve body is formed in a cylindrical shape extending along a stacking direction of the three-dimensional additive manufacturing method. The method for manufacturing an automatic transmission according to claim 8 or 9 , wherein the valve body is attached to a transmission case housing the transmission mechanism from an axial direction of the transmission mechanism.

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