JP6674243B2 - Transmission and method of manufacturing support structure - Google Patents

Description

  The present invention relates to a structure of a transmission.

  Some transmissions have a configuration that switches the transmission path of the planetary gear mechanism by fastening and releasing a friction engagement element, such as a forward-reverse mechanism.

  In such a configuration, the ring gear of the planetary gear mechanism and a rotating body such as a hub are generally connected to a clutch hub or the like by spline fitting.

  Patent Literature 1 discloses that a ring gear connected to an input shaft is spline-fitted to a clutch drum and held by a clip.

JP-A-2000-55150

  In a configuration in which a ring gear of a planetary gear mechanism is spline-fitted to a clutch drum as in the related art described in Patent Document 1, the clutch drum is centered only by the ring gear. In such a configuration, rotation imbalance occurs due to the gear reaction force, and wear occurs due to repeated collision of the spline coupling portion between the ring gear and components such as the clutch drum. There is a problem that the occurrence of wear further increases the unbalance of the clutch drum.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a transmission that prevents wear of a hub (brake hub) and prevents occurrence of rotational imbalance.

According to one embodiment and another embodiment of the present invention, a transmission including a planetary gear mechanism having a ring gear includes a hub that rotates integrally with the ring gear, and a friction element that fastens and releases the hub and the case. You. The hub has a support portion, the ring gear is Ru with a internal gear. The support portion is supported from the radial inside by a shoulder formed on the outer peripheral side of the internal gear, and the shoulder contacts the hub in the axial direction. In one embodiment of the present invention, the support has a projection structure projecting from the hub toward the ring gear. In another embodiment of the present invention, the gap between the support and the shoulder is a predetermined gap.

According to the above aspect, since the hub is supported by the ring gear from the radially inner side by the support portion, the hub is supported by the ring gear and centered, thereby preventing imbalance during rotation.

FIG. 1 is an explanatory diagram illustrating a configuration of a vehicle equipped with a transmission according to an embodiment of the present invention. FIG. 2 is an explanatory diagram illustrating a configuration of a forward and backward movement mechanism according to the embodiment of the present invention. FIG. 4 is an explanatory diagram of a joint portion between the brake hub and the internal gear according to the embodiment of the present invention. FIG. 4 is an explanatory diagram of a joint portion between the brake hub and the internal gear according to the embodiment of the present invention.

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

  FIG. 1 is an explanatory diagram illustrating a configuration of a vehicle equipped with the automatic transmission 4 of the present embodiment.

  The vehicle includes an engine 1 as a drive source. The output rotation of the engine 1 is transmitted to drive wheels via a torque converter with lock-up 2, a forward / reverse switching mechanism 3, a transmission 4, and a final reduction mechanism 5.

  The forward / reverse switching mechanism 3 is provided between the engine 1 and the transmission 4. The forward / reverse switching mechanism 3 switches the rotation input from the rotation shaft 13 in a forward rotation direction (forward traveling) or a reverse rotation direction (reverse traveling) and inputs the rotation to the transmission 4 via the rotation shaft 15.

  The forward / reverse switching mechanism 3 includes a double-pinion type planetary gear mechanism 30, a forward clutch 31, and a reverse brake 32. When the forward clutch 31 is engaged, the reverse brake 32 is engaged in the normal rotation direction. In the reverse direction. The engagement and release of the forward clutch 31 and the reverse brake 32 of the forward / reverse switching mechanism 3 are controlled by the hydraulic pressure supplied from the hydraulic control circuit 11.

  The transmission 4 includes a primary pulley 21, a secondary pulley 22, and a belt 23 spanned between the pulleys 21 and 22. A belt-type continuously variable transmission mechanism (variator 20) that changes the winding diameter to perform a speed change is provided.

  The primary pulley 21 includes a fixed pulley and a movable pulley, and the groove width of the primary pulley 21 is changed by moving the movable pulley by the primary hydraulic pressure supplied to the primary hydraulic chamber 23a.

  The secondary pulley 22 includes a fixed pulley and a movable pulley, and the groove width of the secondary pulley 22 is changed by moving the movable pulley by the secondary hydraulic pressure supplied to the secondary hydraulic chamber 23b.

  The belt 23 hangs on a V-shaped sheave surface formed by the fixed pulley and the movable pulley of the primary pulley 21 and a V-shaped sheave surface formed by the fixed pulley and the movable pulley of the secondary pulley 22. Passed.

  The final reduction mechanism 5 transmits the output rotation of the variator 20 to drive wheels via a plurality of gear trains and differential gears.

  The controller 12 outputs an output signal of an accelerator opening sensor 41 for detecting an opening of an accelerator pedal, an output signal of a rotation speed sensor 42 for detecting an input rotation speed of the automatic transmission 4, and an output of a vehicle speed sensor 43 for detecting a vehicle speed. A signal, an output signal of an oil temperature sensor 44 for detecting the oil temperature of the automatic transmission 4, an output signal of an inhibitor switch 46 for detecting the range position of the select lever 45, and a brake switch 47 for detecting that the brake pedal is depressed. And the like are input.

  The controller 12 determines a target gear ratio based on the input signal, and refers to a previously recorded gear map or the like so that the actual gear ratio of the transmission 4 follows the target gear ratio. A control signal for controlling the speed change ratio of No. 20 is generated, and the generated control signal is output to the hydraulic control circuit 11.

  Further, the controller 12 determines whether the forward / reverse switching mechanism 3 is to be forward traveling or reverse traveling based on the input signal, and controls the forward clutch 31 and the reverse brake 32 of the forward / reverse switching mechanism 3. And outputs the generated control signal to the hydraulic control circuit 11.

  The hydraulic control circuit 11 adjusts the required oil pressure from the oil pressure generated by the oil pump 10 based on the control signal from the controller 12 and supplies the adjusted oil pressure to each part of the automatic transmission 4. As a result, the speed ratio of the variator 20 is changed, and the speed of the automatic transmission 4 is changed. Further, whether the forward / reverse switching mechanism 3 performs forward traveling or reverse traveling is changed, and the vehicle can be forward or backward.

  Next, the configuration of the forward / reverse switching mechanism 3 will be described.

  FIG. 2 is an explanatory diagram illustrating a configuration of the forward / reverse switching mechanism 3 according to the embodiment of the present invention.

  The forward / reverse switching mechanism 3 includes a double pinion type planetary gear mechanism 30, a forward clutch 31, and a reverse brake 32.

  The planetary gear mechanism 30 includes a sun gear 81, pinions 82 and 83, an internal gear 84, and a carrier 55.

  The forward clutch 31 and the reverse brake 32 switch the transmission path of the planetary gear mechanism 30 to rotate the rotation input from the rotation shaft 13 forward or reverse, and the variator via the rotation shaft 15 connected to the sun gear 81. 20.

  The forward clutch 31 includes a clutch drum 51, a clutch hub 52, a driven plate 53, a drive plate 54, a hydraulic piston 61, and a partition plate 66.

  The rotating shaft 13 is connected to the clutch drum 51, and the carrier 55 is spline-connected. A sun gear 81 is connected to the clutch hub 52.

  A driven plate 53 is attached to the clutch drum 51 slidably in the axial direction by spline coupling. A drive plate 54 is attached to the clutch hub 52 slidably in the axial direction by spline coupling. The driven plates 53 and the drive plates 54 are arranged alternately. On both sides of the drive plate 54, clutch facings are provided as friction surfaces. When the driven plate 53 and the drive plate 54 are fastened, the rotation of the clutch drum 51 and the rotation of the clutch hub 52 are synchronized.

  The hydraulic piston 61 is disposed so as to be displaceable in the axial direction. A hydraulic chamber 62 is defined in a space between the clutch drum 51 and the hydraulic piston 61. The hydraulic chamber 62 moves the hydraulic piston 61 by the hydraulic pressure of the supplied hydraulic oil.

  A canceller chamber 63 is defined in a space between the partition plate 66 and the hydraulic piston 61. The canceller chamber 63 is filled with hydraulic oil in order to prevent the hydraulic pressure in the hydraulic chamber 62 from fluctuating due to centrifugal force.

  The reverse brake 32 includes a brake hub 68, a driven plate 75, a drive plate 74, a retainer plate 73, a snap ring 72, and a hydraulic piston 77.

  The brake hub 68 is rotatably supported on the rotating shaft 15 via a bearing. The brake hub 68 has a wall 68a extending in the radial direction of the rotating shaft 15, and an axial extension 68b extending in the axial direction from a radial end of the wall 68a.

  A spline is formed on the inner peripheral side of the axially extending portion 68b, and the internal gear 84 of the planetary gear mechanism 30 is spline-coupled. The internal gear 84 is fixed in the axial direction by the snap ring 71.

  Splines are also formed on the outer peripheral side of the axially extending portion 68b, and the drive plate 74 is spline-coupled to be movable in the axial direction. A driven plate 75 is attached to the case 14 of the automatic transmission 4 slidably in the axial direction by spline coupling. The driven plates 75 and the drive plates 74 are arranged alternately. On both sides of the drive plate 74, clutch facings are provided as friction surfaces.

  The hydraulic piston 77 is disposed so as to be displaceable in the axial direction. The hydraulic piston 77 is moved by hydraulic pressure of hydraulic oil supplied to a hydraulic chamber 79 formed in the case 14 to press the driven plate 75 and the drive plate 74. When the driven plate 75 and the drive plate 74 are fastened, the brake hub 68 is fixed to the case 14 and stops the rotation of the brake hub 68.

  The retainer plate 73 is interposed between a drive plate 74 disposed at an end opposite to the hydraulic piston 77 and a snap ring 72 fixed to the case 14, and supports the driven plate 75 and the drive plate 74. I do.

  The rotating shaft 15 is supported by the case 14 via a ball bearing 88.

  Conventionally, the following problem has occurred in the forward / reverse switching mechanism 3 configured as described above.

  The brake hub 68 is rotatably supported on the rotating shaft 13 and the rotating shaft 15 by a bearing (needle bearing) or the like. The brake hub 68 is spline-coupled to the internal gear 84. Accordingly, the brake hub 68 is centered by the internal gear 84.

  Since the spline connection has tolerance and play, when the brake hub 68 and the internal gear 84 rotate, a rotational imbalance occurs due to a gear reaction force or the like, and the spline connection between the internal gear 84 and the brake hub 68 due to vibration. The part may be worn. Due to the occurrence of wear, there is a problem that the displacement of the axis of the brake hub 68 becomes large and the rotational imbalance increases, and the brake hub 68 comes into contact with the driven plate 75 and the outer peripheral portion of the brake hub 68 is worn. .

  Conventionally, in order to solve such a problem, the hardness is increased by a nitriding process or the like for preventing abrasion of the brake hub 68, or an outer peripheral cutting process for preventing contact with the driven plate 75 is performed. However, by performing such processing, there is a problem that man-hours are increased and manufacturing costs of the automatic transmission 4 are increased.

  In the embodiment of the present invention, the imbalance of the brake hub 68 is prevented by solving the problem as follows.

  FIGS. 3 and 4 are explanatory views of a support structure for the brake hub 68 and the internal gear 84. FIG. FIG. 3 shows a cross-sectional view in the radial direction, and FIG. 4 shows a case observed from the axial direction.

  The internal gear 84 has an internal gear 84b on the inner peripheral side, has a cylindrical surface on the outer peripheral side of an annular configuration forming the internal gear 84b, and has a substantially right-angled apex abutting on the brake hub 68. A portion 84a is provided.

  The internal gear 84 is reduced in the axial direction from the shoulder portion 84a and extends in the radial direction, and a spline 84c is formed on the outer peripheral side. The spline 84c is fitted in a spline formed on the inner peripheral side of the axially extending portion 68b of the brake hub 68 and is fixed in the circumferential direction.

  The support portion 101 is formed on the brake hub 68. The support portion 101 abuts on a radially outer side of the shoulder portion 84a of the internal gear 84. The shoulder 84a of the internal gear 84 also contacts the wall 68a of the brake hub 68.

The plurality of support portions 101 are formed at predetermined intervals in the circumferential direction of the brake hub 68. FIG. 4 shows an example in which eight support portions 101 are formed. Brake hub 68 is supported from the circumferential direction of the inner at a plurality of supporting portions 101 by a shoulder portion 84a of the internal gear 84 is fixed to the internal gear 84. Thus, the rotation axis of the brake hub 68 is supported by the internal gear 84. In FIG. 4, an example in which eight supporting portions 101 are supported from the inner periphery of the internal gear 84, the number of the supporting portion 101 is not limited to this, even three example, more More supporting portions 101 may be provided. Further, a configuration may be employed in which one cylindrical support portion 101 is formed and is supported by the shoulder portion 84a from all around in the circumferential direction.

  The support portion 101 is formed by performing a half blanking process on the brake hub 68. Specifically, by pressing the wall portion 68a of the brake hub 68 with a tool or the like, a projection structure protruding from the internal gear 84 is formed.

  The surfaces of the inner peripheral side of the support portion 101 and the shoulder portion 84a of the internal gear 84 are machined by cutting, polishing, or the like so that they come into contact with high precision. By this processing, in a state where the support portion 101 and the shoulder portion 84a are in contact with each other, it is possible to adjust so that a predetermined gap is formed therebetween. For example, it is preferable that the gap between the support portion 101 and the shoulder portion 84a be an appropriate gap that achieves both ease of assembly and prevention of imbalance during rotation. Further, by controlling the surface roughness of the shoulder portion 84a, the friction coefficient between the support portion 101 and the shoulder portion 84a is increased, and by suppressing vibration in the rotation direction, wear can be prevented.

  As described above, since the brake hub 68 is configured to be supported by the shoulder 84a of the internal gear 84, compared with a configuration in which the brake hub 68 and the internal gear 84 are connected only by spline connection, the play of the spline is reduced. The vibration caused by the rotation is eliminated, and the occurrence of rotational imbalance is prevented.

  Further, by increasing the machining accuracy of the portion where the support portion 101 and the shoulder portion 84a are in contact with each other, the brake hub 68 is reliably centered with respect to the internal gear 84, the accuracy of the shaft center is increased, and the rotation angle is increased. The occurrence of balance is prevented.

As described above, the transmission 4 according to the embodiment of the present invention is the transmission 4 including the planetary gear mechanism 30 having the internal gear 84 (ring gear), and the brake hub 68 that rotates integrally with the internal gear 84. When a friction element for fastening and releasing the brake hub 68 and the case 14 (the reverse brake 32), provided with a brake hub 68 has a support portion 101, the supporting portion 101 in the radial direction by the internal gear 84 It is supported from the inside.

  With this configuration, the brake hub 68 is supported by the support portion 101 from the outside in the radial direction (radial direction) with respect to the internal gear 84, so that the brake hub is reliably centered on the internal gear 84. Thus, imbalance during rotation is prevented. In particular, since play can be reduced as compared with the spline connection, wear can be prevented. This effect corresponds to claim 1.

In the transmission 4 according to the embodiment of the present invention, the support portion 101 has a projection structure that projects from the brake hub 68 to the internal gear 84 side. With such a configuration, when the support portion 101 is formed, for example, a half-punched structure is used, so that the formation is facilitated and the cost can be reduced. This effect corresponds to claim 1 .

Further, in the transmission 4 according to the embodiment of the present invention, the internal gear 84 includes the internal gear 84b, and the support portion 101 is supported from the radial inside by the shoulder portion 84a formed on the outer peripheral side of the internal gear 84b. At the same time, it comes into contact with the brake hub 68 in the axial direction. With this configuration, the brake hub 68, while being supported by the supporting portion 101 from the radial direction by a shoulder portion 84a of the internal gear 84, and a shoulder portion 84a of the wall portion 68a and the internal gear 84 of the brake hub 68 Since it comes into contact and comes into contact in the axial direction, the brake hub 68 is supported by the internal gear 84 on both the radial side and the thrust side, and the brake hub 68 is further supported by the shaft center, so that imbalance during rotation can be prevented. . This effect corresponds to claim 1 .

Further, in the transmission 4 according to the embodiment of the present invention, when the support portion 101 of the brake hub 68 is supported by the internal gear 84, the gap between the support portion 101 and the shoulder portion 84a is a predetermined gap. With such a configuration, by controlling the gap interval, it is possible to prevent imbalance during rotation. This effect corresponds to claim 2 .

Further, in the transmission 4 according to the embodiment of the present invention, in the above-described configuration, since the support portion 101 is formed by performing a half punching process on the brake hub 68 by pressing or the like, the formation is easy, and the cost is reduced. Can be reduced. This effect corresponds to claim 3 .

In addition, the transmission 4 according to the embodiment of the present invention grinds the shoulder 84a formed on the outer peripheral side of the internal gear 84b provided in the internal gear 84, and applies the ground shoulder 84a to the support portion 101 and the brake. The brake hub 68 is centered on the internal gear 84 by being brought into contact with the hub in the axial direction (wall portion 68a). With such a configuration, the gap between the shoulder portion 84a of the internal gear 84 and the support portion 101 can be managed, and the surface roughness of the outer peripheral portion of the shoulder portion 84a is managed to center the brake hub 68. Therefore, imbalance during rotation can be prevented, and wear of the contact portion between the support portion 101 and the shoulder portion 84a can be prevented. This effect corresponds to claim 4 .

  As described above, the embodiments of the present invention have been described. However, the above embodiments are merely examples of the application of the present invention, and the technical scope of the present invention is limited to the specific configurations of the above embodiments. is not.

  In the above embodiment, the configuration example of the forward-reverse mechanism in the transmission including the continuously variable transmission mechanism has been described, but the present invention is not limited to this. For example, a planetary gear mechanism provided in a stepped transmission mechanism can be similarly applied.

Reference Signs List 1 engine 3 forward / reverse switching mechanism 4 transmission 14 case 20 variator 30 planetary gear mechanism 31 forward clutch 32 retraction brake 68 brake hub 68a wall 68b axially extending part 74 drive plate 75 driven plate 77 hydraulic piston 79 hydraulic chamber 81 sun gear 82 Pinion 83 Pinion 84 Internal Gear 84a Shoulder 84b Internal Gear 101 Support

Claims (4)

A transmission including a planetary gear mechanism having a ring gear,
A hub supported by the ring gear and rotating integrally with the ring gear;
A friction element for fastening and releasing the hub and the case,
With
The hub has a support,
The ring gear includes an internal gear,
The support portion is supported from the radially inner side by a shoulder portion formed on an outer peripheral side of the internal gear, the shoulders, and contact in the axial direction to the hub,
The transmission , wherein the support portion has a projection structure projecting from the hub toward the ring gear . A transmission including a planetary gear mechanism having a ring gear,
A hub supported by the ring gear and rotating integrally with the ring gear;
A friction element for fastening and releasing the hub and the case,
With
The hub has a support,
The ring gear includes an internal gear,
The support portion is supported from the radially inner side by a shoulder portion formed on an outer peripheral side of the internal gear, the shoulders, and contact in the axial direction to the hub,
A transmission , wherein a gap between the support portion and the shoulder portion is a predetermined gap .   A hub that is supported by the ring gear and rotates integrally with the ring gear; and a friction element that fastens and releases the hub and the case, the hub having a plurality of support portions. In the transmission, wherein the support portion is supported from the radially inner side by the ring gear, a method of manufacturing the support structure of the hub,
  A method of manufacturing a support structure, wherein the support portion is formed by performing half blanking processing on the hub. It is a manufacturing method of the support structure of Claim 3 , Comprising:
Grinding the shoulder formed on the outer peripheral side of the internal gear provided in the ring gear,
A method of manufacturing a support structure, wherein the hub is centered by the ring gear by bringing the ground shoulder portion into contact with the support portion and the hub in the axial direction.

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