JP6366645B2 - Lubrication structure of bearing - Google Patents

Description

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

  In a vehicle equipped with an automatic transmission, driving force from an engine is input to the automatic transmission via a torque converter, and driving force shifted by the automatic transmission is transmitted to driving wheels. For example, a continuously variable transmission (CVT) or a stepped automatic transmission (AT) is widely used as the automatic transmission.

  In an automatic transmission, a brake for braking the rotating element, a clutch for connecting the rotating element and another rotating element, and the like are often used. The brakes and clutches need to be supplied with oil for their operation. In a belt-type continuously variable transmission, it is necessary to supply oil to each pulley in order to move the movable sheave of each pulley around which the belt is wound. Also, the bearing interposed between the case housing the automatic transmission and the rotating element must absorb the differential rotation between the case and the rotating element and prevent seizure due to the absorption of the differential rotation. In order to do so, it is necessary to supply oil for lubrication. Therefore, in the automatic transmission, the hydraulic pressure generated by the oil pump is regulated by the valve body, and the regulated hydraulic pressure is supplied from the valve body to each part that needs to supply oil through the oil passage.

  FIG. 3 is a cross-sectional view showing a configuration on the output side of a conventional belt-type continuously variable transmission 201. In FIG. 3, the hatching indicating the cross section is omitted.

  The secondary pulley 202 of the continuously variable transmission 201 includes a fixed sheave 203, a movable sheave 204, and a cylinder 205.

  The fixed sheave 203 is formed integrally with the secondary shaft 206. The movable sheave 204 is disposed on one side (engine side) sandwiching the belt 207 with respect to the fixed sheave 203 and is provided so as to be movable in the rotational axis direction.

  The cylinder 205 is externally fitted to the secondary shaft 206 at a position on the engine side with respect to the movable sheave 204. The cylinder 205 includes a substantially annular plate-like inner peripheral portion 211 extending in the radial direction of rotation, and a substantially cylindrical first intermediate portion 212 extending from the inner peripheral portion 211 to the fixed sheave 203 side (opposite the engine side). A substantially annular plate-shaped second intermediate portion 213 extending outward in the rotational radial direction from the first intermediate portion 212, and an outer peripheral portion 214 extending outward in the rotational radial direction while bulging from the second intermediate portion 213 to the fixed sheave 203 side. Are continuously formed in this order.

  On the outer peripheral surface of the secondary shaft 206, a lock nut 221 is screwed onto the engine side of the portion where the inner peripheral portion 211 of the cylinder 205 is fitted. The cylinder 205 is fixed to the secondary shaft 206 by tightening the lock nut 221.

  An output shaft 231 is provided on the engine side of the secondary shaft 206 so as to be rotatable about the same rotational axis as the secondary shaft 206.

  A planetary gear mechanism 232 for transmitting power from the secondary shaft 206 to the output shaft 231 is provided on the engine side of the secondary pulley 202. The sun gear 233 is spline-fitted to the secondary shaft 206. The carrier 264 is provided so as to be rotatable integrally with the brake hub 234. Specifically, the brake hub 234 includes a fixed portion 261 that is fixed to the outer ring of the bearing 235, a substantially annular plate-like base end portion 262 that extends outward in the radial direction from the fixed portion 261, and a base end portion 262. And a substantially cylindrical extending portion 263 extending toward the fixed sheave 203 side, and supported by the output shaft 231 via a bearing 235 so as to be relatively rotatable. The carrier 264 is spline-fitted to an end portion of the extending portion 263 on the fixed sheave 203 side, and has a substantially annular plate shape extending from the end portion to the inside in the rotational radial direction. A plurality of pinion gears 236 are rotatably held on the carrier 264. Each pinion gear 236 meshes with the sun gear 233. The ring gear 237 collectively surrounds the plurality of pinion gears 236 and meshes with each pinion gear 236.

  A clutch 241 is provided to directly couple / separate the sun gear 233 and the ring gear 237. In the clutch 241, a plurality of clutch plates 244 and clutch disks 245 are alternately arranged between a clutch drum 242 fixed to the output shaft 231 and a clutch hub 243 supported by the sun gear 233 so as not to rotate relative to each other. . The ring gear 237 is held on the clutch drum 242 so as not to be relatively rotatable. Each clutch plate 244 is supported by a clutch drum 242, and each clutch disk 245 is supported by a clutch hub 243. A clutch piston 246 is disposed inside the clutch drum 242 so as to be movable in the axial direction, and a piston chamber 247 is formed between the clutch drum 242 and the clutch piston 246. A canceller 248 is disposed on the opposite side of the piston chamber 247 across the clutch piston 246, and a canceller chamber 249 is formed between the clutch piston 246 and the canceller 248. Further, a return spring 250 is interposed between the clutch piston 246 and the canceller 248 to urge them in a direction away from each other.

  A canceller oil passage 251 is formed inside the output shaft 231. The canceller oil passage 251 is open at the end surface on the engine side of the output shaft 231 and communicates with a space 253 between the end surface and the case 252. The output shaft 231 is formed with a communication passage 254 that allows the canceller chamber 249 and the canceller oil passage 251 to communicate with each other.

  Oil is supplied to the canceller oil passage 251 from a space 253 between the end surface on the engine side of the output shaft 231 and the case 252. The oil supplied to the canceller oil passage 251 flows into the canceller chamber 249 from the canceller oil passage 251 through the communication passage 254. An oil discharge hole 255 is formed through the inner peripheral end of the canceller 248, and the oil is discharged from the canceller chamber 249 through the oil discharge hole 255.

  When oil is supplied to the piston chamber 247 and the hydraulic pressure in the piston chamber 247 increases, the clutch piston 246 moves to the fixed sheave 203 side, and the clutch piston 246 presses the clutch plate 244. Due to this pressing, the clutch plate 244 and the clutch disc 245 are pressed against each other, and the sun gear 233 and the ring gear 237 are brought into a directly connected state in which they rotate together.

  In a state where the sun gear 233 and the ring gear 237 rotate as a unit, centrifugal force acts on the oil in the canceller chamber 249, and centrifugal hydraulic pressure is generated in the canceller chamber 249. With this centrifugal oil pressure, the centrifugal oil pressure generated in the piston chamber 247 can be canceled (cancelled). Therefore, when the supply of oil (hydraulic pressure) to the piston chamber 247 is stopped, the clutch piston 246 moves smoothly to the engine side by the urging force of the return spring 250. By the movement of the clutch piston 246, the pressure contact between the clutch plate 244 and the clutch disk 245 is released, and the sun gear 233 and the ring gear 237 are separated.

  Further, even when the sun gear 233 and the ring gear 237 are separated and rotating, centrifugal force acts on the oil in the canceller chamber 249, and centrifugal hydraulic pressure is generated in the canceller chamber 249. This centrifugal oil pressure can prevent the clutch piston 246 from moving to the clutch plate 244 side due to the centrifugal oil pressure generated in the piston chamber 247, and can prevent the clutch 241 from engaging.

Japanese Patent Laying-Open No. 2015-145682

  Part of the oil discharged from the canceller chamber 249 through the oil discharge hole 255 flows between the secondary shaft 206 and the sun gear 233, and further flows between the lock nut 221 and the sun gear 233, so that the inner periphery of the cylinder 205 It reaches between 211 and the carrier 264.

  The case 252 is provided with a facing portion 271 that faces the first intermediate portion 212 of the cylinder 205 in parallel from the outside in the rotational radial direction. Between the facing portion 271 and the first intermediate portion 212, a bearing 272 that holds the end of the secondary shaft 206 on the engine side rotatably via the cylinder 205 is interposed. The engine-side surfaces of the inner peripheral portion 211, the opposing portion 271 and the bearing 272 of the cylinder 205 are substantially flush, and form a plane extending in parallel with the surface of the substantially annular plate-like carrier 264 on the fixed sheave 203 side. doing.

  Therefore, a part of the oil flowing between the inner peripheral portion 211 of the cylinder 205 and the carrier 264 is supplied as lubricating oil (lubricating oil) between the inner ring and the outer ring of the bearing 272, but most of the oil is supplied to the carrier. It flows along a surface of H.264 on the fixed sheave 203 side or a plane facing the surface. As a result, the supply of oil to the bearing 272 is insufficient, and the bearing 272 may be seized due to poor lubrication.

  An object of the present invention is to provide a lubrication structure for a bearing that can satisfactorily supply oil to a bearing interposed between a case and a first rotating element.

  To achieve the above object, a lubricating structure for a bearing according to the present invention includes a first rotation element, a second rotation element, and a transmission including a case that accommodates the first rotation element and the second rotation element. A structure for lubricating a bearing interposed between an element and a case. In this structure, the second rotating element is disposed with a gap in the rotation axis direction with respect to the first rotating element, The oil passage communicates with the gap so that oil (lubricating oil) flowing through the passage is supplied to the gap, and faces the bearing on the surface of the second rotary element facing the first rotary element in the rotation axis direction. Projecting convex portions are formed.

  According to this structure, the first rotating element and the second rotating element are arranged with a gap therebetween in the rotation axis direction. When the gap between the first rotation element and the second rotation element communicates with the oil passage, oil flowing through the oil passage is supplied to the gap. A convex portion is formed on a surface of the second rotating element that faces the first rotating element in the rotation axis direction. The convex part protrudes toward the bearing interposed between the first rotating element and the case. Therefore, the oil supplied to the gap between the first rotating element and the second rotating element flows along the convex portion, so that the direction of the flow changes to the direction toward the bearing. Thereby, oil can be guide | induced to a bearing and oil can be favorably supplied to a bearing. Therefore, it is possible to suppress a shortage of oil supply to the bearing, and consequently, it is possible to suppress the occurrence of seizure due to poor lubrication in the bearing.

  In addition, since the amount of oil supplied to the bearing is increased as compared with the conventional configuration, the amount of oil flowing between the second rotating element and the case is decreased by the increase. Therefore, when a clutch (brake) is disposed on the outer side in the rotational radial direction between the second rotating element and the case, the amount of oil supplied to the clutch is reduced. As a result, drag loss due to the clutch can be reduced, and the fuel efficiency of the vehicle to which this bearing structure is applied can be improved.

  Furthermore, the effect by the stay of the oil in the vicinity of the convex part can be expected. That is, since the direction of oil flow changes in the vicinity of the convex portion, when the second rotating element rotates at a low speed, a portion where the oil stays in the vicinity of the convex portion is generated. When the second rotating element rotates at high speed, the oil staying in the vicinity of the convex portion receives centrifugal force and flows toward the bearing along the convex portion. As a result, it is possible to suppress the shortage of oil supply to the bearing even during high-speed rotation of the second rotating element, and it is possible to further suppress the occurrence of seizure due to poor lubrication in the bearing.

  According to the present invention, oil can be satisfactorily supplied to the bearing interposed between the case and the first rotating element. Therefore, it is possible to suppress a shortage of oil supply to the bearing, and consequently, it is possible to suppress the occurrence of seizure due to poor lubrication in the bearing.

It is sectional drawing which shows the structure of the output side of the continuously variable transmission to which the lubrication structure of the bearing which concerns on one Embodiment of this invention was applied. It is sectional drawing which shows the part between a secondary pulley and a planetary gear mechanism. It is sectional drawing which shows the structure of the output side of the conventional belt-type continuously variable transmission.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Continuously variable transmission>
FIG. 1 is a cross-sectional view showing a configuration on the output side of a continuously variable transmission 1 to which a bearing lubrication structure according to an embodiment of the present invention is applied. In FIG. 1, the hatching indicating the cross section is omitted.

  A belt-type continuously variable transmission (CVT) 1 is an example of a vehicle transmission, and is an endless belt between a primary pulley (not shown) on an input side and a secondary pulley 11 on an output side. 12 is wound around.

<Secondary pulley>
The secondary pulley 11 includes a fixed sheave 13, a movable sheave 14, and a cylinder 15.

  The fixed sheave 13 is formed integrally with the secondary shaft 16 and projects from the secondary shaft 16 in a hook shape in the rotational radial direction.

  The movable sheave 14 is disposed on one side (the right side in FIG. 1, hereinafter referred to as “right side”) with the belt 12 sandwiched between the fixed sheave 13. The movable sheave 14 includes a substantially cylindrical outer fitting portion 21 that is externally fitted to the secondary shaft 16 so as to be movable in the rotation axis direction, and a fixed sheave 13 side of the outer fitting portion 21 (left side in FIG. 1; hereinafter, “left side”). And a substantially cylindrical outer peripheral portion 23 that extends from the outer peripheral end portion of the sheave main body portion 22 to the engine side. . The belt 12 is sandwiched between the fixed sheave 13 and the sheave body 22 of the movable sheave 14.

  The cylinder 15 is fitted on the secondary shaft 16 at a position on the right side with respect to the movable sheave 14. The cylinder 15 includes a substantially annular plate-shaped inner end portion 24 extending in the rotational radial direction, a substantially cylindrical first intermediate portion 25 extending leftward from the inner end portion 24, and a rotational radial direction from the first intermediate portion 25. A substantially annular plate-shaped second intermediate portion 26 extending outward and an outer end portion 27 swelling leftward from the second intermediate portion 26 and extending outward in the rotational radial direction are successively formed in this order.

  A portion of the secondary shaft 16 where the cylinder 15 is fitted is formed to have a smaller diameter than a portion where the outer fitting portion 21 of the movable sheave 14 is fitted. Accordingly, a step is generated on the outer peripheral surface of the secondary shaft 16 between a portion where the outer fitting portion 21 of the movable sheave 14 is fitted and a portion where the cylinder 15 is fitted.

  An annular plate-like stopper 32 for restricting the movement of the movable sheave 14 is interposed between the surface 31 formed by the step and the inner end 24 of the cylinder 15.

  Further, on the outer peripheral surface of the secondary shaft 16, a screw is cut on the right side of the portion where the inner end portion 24 of the cylinder 15 is fitted. A lock nut 33 is screwed into the threaded portion. By tightening the lock nut 33, the inner end 24 of the cylinder 15 and the inner peripheral end of the stopper 32 are pressed against each other between the surface 31 and the lock nut 33, and the cylinder 15 and the stopper 32 are fixed to the secondary shaft 16. ing.

  A concave portion 34 that is opened at the end face is formed at the right end portion of the secondary shaft 16. The recess 34 has a cylindrical inner peripheral surface centered on the rotation axis of the secondary shaft 16.

<Output axis>
An output shaft 41 is provided on the right side of the secondary shaft 16 so as to be rotatable about the same rotational axis as the secondary shaft 16.

  The left end of the output shaft 41 is formed in a cylindrical shape having an outer diameter smaller than the inner diameter of the concave portion 34 of the secondary shaft 16, and is inserted into the concave portion 34. A bearing 42 is interposed between the recess 34 and the end of the output shaft 41. A bearing 43 is fitted on the right end portion of the output shaft 41. The outer ring of the bearing 43 is held by a case 44 that forms the outer shell of the continuously variable transmission 1. As a result, the output shaft 41 is rotatably supported at the left end by the secondary shaft 16 via the bearing 42 and supported by the case 44 at the right end by the bearing 43.

<Planetary gear mechanism>
A planetary gear mechanism 51 for transmitting power from the secondary shaft 16 to the output shaft 41 is provided on the right side of the secondary pulley 11. The planetary gear mechanism 51 includes a sun gear 52, a carrier 63, and a ring gear 54.

  The sun gear 52 is spline-fitted to the right end portion of the secondary shaft 16 and is disposed with a gap on the right side with respect to the lock nut 33.

  The carrier 63 is provided so as to be able to rotate integrally with the brake hub 53. Specifically, the brake hub 53 includes a substantially annular plate-like base end portion 61 that extends outward in the rotational radial direction, and a substantially cylindrical extension portion 62 that extends to the left from the outer peripheral end portion of the base end portion 61. It is provided integrally and is supported on the output shaft 41 via a bearing 55 so as to be relatively rotatable. The carrier 63 has a substantially annular plate shape that is spline-fitted to the left end portion of the extending portion 62 and extends inward in the rotational radial direction from the end portion.

  The carrier 63 holds a plurality of pinion shafts 64. The plurality of pinion shafts 64 are arranged on a circumference around the rotation axis of the secondary shaft 16. Each pinion shaft 64 extends to the right from the carrier 63 and supports the pinion gear 65 in a rotatable manner. Each pinion gear 65 meshes with the sun gear 52.

  The ring gear 54 has a substantially cylindrical shape that collectively surrounds the plurality of pinion gears 65, and meshes with each pinion gear 65 from the outside in the rotational radial direction.

<Clutch>
A clutch 71 is provided to directly couple / separate the sun gear 52 and the ring gear 54. The clutch 71 includes a clutch drum 72, a clutch hub 73, a clutch piston 74, and a canceller 75.

  The clutch drum 72 includes a substantially annular plate-like outer fitting fixing portion 81 that is fitted and fixed to the output shaft 41 by press fitting, and a substantially cylindrical extending portion 82 that extends to the left from the outer peripheral end of the outer fitting fixing portion 81. And integrated. The ring gear 54 is held at the distal end portion (left end portion) of the extending portion 82. A plurality of clutch plates 83 are held in the extending portion 82 on the right side of the ring gear 54 at intervals in the rotational axis direction.

  The clutch hub 73 is provided inside the clutch drum 72 and is supported by the sun gear 52 so as not to be relatively rotatable. The clutch hub 73 integrally includes a support portion 91 having a substantially crank-shaped cross section that extends outward from the sun gear 52 in the rotational radial direction, and a substantially cylindrical extension portion 92 that extends to the left from the outer peripheral end of the support portion 91. I have. The extending portion 92 faces the extending portion 82 of the clutch drum 72 with an interval in the rotational radial direction. A plurality of clutch disks 93 are held in the extending portion 92 at intervals in the rotation axis direction. The clutch plates 83 and the clutch discs 93 are arranged so as to be alternately arranged in the rotation axis direction.

  The clutch piston 74 is provided on the inner side of the clutch drum 72 and on the right side of the clutch hub 73 so as to be movable in the rotational axis direction. The clutch piston 74 is integrally provided with a substantially annular plate-shaped pressure receiving portion 101 extending in the rotational radial direction and a substantially cylindrical pressing portion 102 extending to the left from the outer peripheral end of the pressure receiving portion 101. A seal 103 is attached to the right side surface of the pressure receiving unit 101. The outer peripheral end of the seal 103 is in liquid-tight contact with the extending portion 82 of the clutch drum 72, and the inner peripheral end is in liquid-tight contact with the output shaft 41. Thus, a piston chamber 104 to which hydraulic pressure acting on the clutch piston 74 is supplied is formed between the clutch drum 72 and the clutch piston 74 around the output shaft 41.

  The canceller 75 is provided between the clutch hub 73 and the clutch piston 74. The canceller 75 is formed in a substantially annular plate shape extending in the rotation radial direction. An inner peripheral end portion of the canceller 75 is fitted on the output shaft 41. An annular seal 105 is stuck to the outer peripheral end of the canceller 75 along the outer peripheral end. The seal 105 is in liquid-tight contact with the pressing portion 102 of the clutch piston 74 from the inside in the rotational radial direction. Accordingly, a canceller chamber 106 is formed between the clutch piston 74 and the canceller 75 around the output shaft 41. The canceller chamber 106 is provided with a return spring 107, and the clutch piston 74 and the canceller 75 are elastically biased in a direction away from each other by the biasing force of the return spring 107. By this urging, the canceller 75 abuts on the snap ring 108 attached to the output shaft 41, and movement in the rotation axis direction is restricted.

<Oil channel configuration>
A clutch oil passage 111 and a canceller oil passage 112 are formed inside the output shaft 41. The clutch oil passage 111 and the canceller oil passage 112 are formed independently of each other at positions deviating from the rotation axis of the output shaft 41.

  The clutch oil passage 111 extends in the rotational axis direction from the right end surface of the output shaft 41 to a position facing the piston chamber 104 in the rotational radial direction. The right end of the clutch oil passage 111 is sealed by press-fitting the ball 113. An oil inlet 114 that penetrates between the outer peripheral surface of the output shaft 41 and the clutch oil passage 111 is formed at the right end portion of the output shaft 41. The output shaft 41 is formed with a communication oil passage 115 that allows the piston chamber 104 and the clutch oil passage 111 to communicate with each other.

  The canceller oil passage 112 extends in the rotational axis direction from the right end surface of the output shaft 41 to a position farther than the clutch oil passage 111. The canceller oil passage 112 is opened at the right end surface of the output shaft 41 and communicates with a space 116 between the end surface and the case 44. The output shaft 41 is formed with a communication oil passage 117 that allows the canceller chamber 106 and the canceller oil passage 112 to communicate with each other. Further, a distribution oil passage 118 that communicates with the canceller oil passage 112 is formed in the output shaft 41. The distribution oil passage 118 is opened on the outer peripheral surface of the output shaft 41 at a position on the right side with respect to the bearing 43.

  A clutch oil passage 111 and a canceller oil passage 112 are not formed at the left end of the output shaft 41. An axial oil passage 121 is formed at the left end. The shaft center oil passage 121 extends on the rotation axis of the output shaft 41 to the left end surface of the output shaft 41, is opened at the end surface, and is connected to the secondary shaft 16 and the output shaft 41 in the recess 34 of the secondary shaft 16. It communicates with the space created between. The output shaft 41 is formed with a canceller discharge oil passage 122 that allows the canceller chamber 106 and the shaft center oil passage 121 to communicate with each other. Further, a communication oil passage 123 communicating with the shaft center oil passage 121 is formed in the output shaft 41. The communication oil passage 123 is opened on the outer peripheral surface of the output shaft 41 at a position on the right side with respect to the bearing 42.

<Clutch operation>
Oil is supplied to the clutch oil passage 111 through an oil introduction port 114. Oil supplied to the clutch oil passage 111 is supplied from the communication oil passage 115 to the piston chamber 104. When the oil pressure in the piston chamber 104 increases due to the supply of oil, the pressure receiving portion 101 of the clutch piston 74 receives the oil pressure, the clutch piston 74 moves to the left side, and the pressing portion 102 of the clutch piston 74 presses the clutch plate 83. To do. By this pressing, the clutch plate 83 and the clutch disc 93 are pressed against each other (the clutch 71 is engaged), and the sun gear 52 and the ring gear 54 are rotated in a united state.

  On the other hand, the oil is always supplied to the canceller oil passage 112 via a space 116 between the right end surface of the output shaft 41 and the case 44. As a result, the oil flows through the canceller oil passage 112, the communication oil passage 117, the canceller chamber 106, the canceller discharge oil passage 122, and the shaft center oil passage 121. A part of the oil flowing through the shaft center oil passage 121 flows through the communication oil passage 123 and flows out to the position on the right side with respect to the bearing 42, and the remaining oil is between the secondary shaft 16 and the output shaft 41. It flows into the space where it occurs.

  In a state where the sun gear 52 and the ring gear 54 are rotating together, centrifugal force acts on the oil in the canceller chamber 106, and centrifugal hydraulic pressure is generated in the canceller chamber 106. With this centrifugal oil pressure, the centrifugal oil pressure generated in the piston chamber 104 can be canceled (cancelled). Therefore, when the supply of oil (hydraulic pressure) to the clutch oil passage 111 is stopped, the clutch piston 74 moves smoothly to the right due to the urging force of the return spring 107. By the movement of the clutch piston 74, the pressure contact between the clutch plate 83 and the clutch disc 93 is released, and the direct connection state between the sun gear 52 and the ring gear 54 is released (clutch 71 is released).

  Further, even when the sun gear 52 and the ring gear 54 are separated and rotating, centrifugal force acts on the oil in the canceller chamber 106, and centrifugal hydraulic pressure is generated in the canceller chamber 106. This centrifugal oil pressure can prevent the clutch piston 74 from moving to the clutch plate 83 side due to the centrifugal oil pressure generated in the piston chamber 104, and can prevent the clutch 71 from engaging.

<Bearing lubrication structure>
FIG. 2 is a cross-sectional view showing a portion between the secondary pulley 11 and the planetary gear mechanism 51. Also in FIG. 2, the hatching indicating the cross section is omitted.

  A part of the oil flowing out from the shaft center oil passage 121 to the right side position with respect to the bearing 42 through the communication oil passage 123 flows between the clutch hub 73 and the canceller 75 and is supplied to the clutch plate 83 and the clutch disc 93. The Part of the oil flows between the secondary shaft 16 and the sun gear 52, flows between the lock nut 33 and the sun gear 52, and reaches between the inner end 24 of the cylinder 15 and the carrier 63. .

  The case 44 is formed with a facing portion 131 that faces the first intermediate portion 25 of the cylinder 15 in parallel from the outside in the rotational radial direction. Between the facing portion 131 and the first intermediate portion 25, a bearing 132 that holds the right end portion of the secondary shaft 16 rotatably via the cylinder 15 is interposed.

  Further, the case 44 has a wedge-shaped portion 133 formed continuously on the right side of the facing portion 131. The wedge-shaped portion 133 extends inward in the rotational radial direction from the facing portion 131 and faces the bearing 132 from the right side. The wedge-shaped part 133 includes an annular ring surface 134 that extends in the rotation radial direction with a gap from the bearing 132, and an inclined surface 135 that extends from the inner periphery of the ring surface 134 to the right and to the outside in the rotation radial direction. have.

  On the other hand, a convex portion 137 having a substantially triangular cross section is formed on the left surface 136 of the carrier 63 so as to protrude toward the cage of the bearing 132. The convex portion 137 has a cylindrical cylindrical surface 138 extending to the left from the surface 136 and an inclined surface 139 that is inclined substantially parallel to the inclined surface 135 of the wedge-shaped portion 133.

<Effect>
According to the above configuration, the oil that has reached between the inner end 24 of the cylinder 15 and the carrier 63 strikes the cylindrical surface 138 of the convex portion 137 and flows along the cylindrical surface 138, so that the direction of the flow is changed. It changes in the direction toward the bearing 132. As a result, the oil can be guided to the bearing 132, and the oil can be satisfactorily supplied to the bearing 132. Therefore, it is possible to suppress a shortage of oil supply to the bearing 132, and thus it is possible to suppress the occurrence of seizure due to poor lubrication in the bearing 132.

  Further, since the amount of oil supplied to the bearing 132 is increased as compared with the conventional configuration, the increased amount is between the carrier 63 and the case 44 (the inclined surface 139 of the convex portion 137 and the inclined portion of the wedge-shaped portion 133). The amount of oil flowing between the surfaces 135) decreases. Therefore, the amount of oil supplied to the brake 141 (see FIG. 1) disposed on the outer side in the rotational radial direction with respect to the space between the carrier 63 and the case 44 is reduced. As a result, drag loss due to the brake 141 can be reduced, and the fuel efficiency of the vehicle on which the continuously variable transmission 1 is mounted can be improved.

  Furthermore, the effect by the stay of the oil in the vicinity of the convex part 137 can also be expected. That is, since the oil flow direction changes in the vicinity of the cylindrical surface 138 of the convex portion 137, a portion where the oil stays in the vicinity of the convex portion 137 is generated when the carrier 63 rotates at a low speed. When the carrier 63 rotates at high speed, the oil staying in the vicinity of the convex portion 137 receives centrifugal force and flows toward the bearing 132 along the convex portion 137. As a result, even when the carrier 63 rotates at high speed, it is possible to suppress the supply of oil to the bearing 132 from being insufficient, and it is possible to further suppress the occurrence of seizure due to poor lubrication in the bearing 132.

<Modification>
As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, in the above-described embodiment, the structure in which the bearing 132 provided in the continuously variable transmission 1 is lubricated is taken as an example. However, the present invention provides a bearing provided in a power transmission mechanism other than the continuously variable transmission 1. It can also be applied to a lubricating structure.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

15 cylinder (first rotating element)
44 Case 63 Carrier (second rotating element)
121 Shaft center oil passage (oil passage)
123 Communication oil passage (oil passage)
132 Bearing 136 Surface 137 Convex

Claims (1)

In a transmission including a first rotating element, a second rotating element, and a case that accommodates the first rotating element and the second rotating element, a bearing interposed between the first rotating element and the case is lubricated. A structure for
The second rotating element is disposed with a gap in the rotation axis direction with respect to the first rotating element,
The oil passage and the gap communicate with each other so that the oil flowing through the oil passage formed on the inner side in the rotational radial direction with respect to the bearing is supplied to the gap.
The second rotating element has a surface extending in the rotational radial direction so as to face the first rotating element in the rotational axis direction ,
It said surface is a convex portion protruding toward the bearing is formed, the lubrication structure of the bearing.

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