JP6958502B2 - Automatic transmission - Google Patents

Description

The present invention relates to an automatic transmission mounted on a vehicle and belongs to the technical field of an automatic transmission for a vehicle.

As an automatic transmission mounted on a vehicle, a fluid transmission device such as a torque converter connected to a drive source such as an engine, a plurality of planetary gear sets (planetary gear mechanism) connected to the fluid transmission device, a clutch, a brake, etc. It is generally known that a transmission mechanism having a plurality of friction fastening elements of the above is provided, and a plurality of friction fastening elements are selectively fastened by hydraulic control to achieve a plurality of gears having different reduction ratios. ing.

In recent years, there has been a tendency to abolish the fluid transmission device in response to the demand for multiple stages of automatic transmissions and weight reduction. In this case, it is conceivable to realize a smooth start while avoiding an engine stall by slip-controlling at least one friction fastening element that is fastened at the first speed shift stage at the time of starting.

When slip-controlling the friction fastening element that is fastened in the 1st gear at the time of starting, the brake that does not rotate the hydraulic chamber has better controllability at the time of fastening than the clutch that rotates the hydraulic chamber. It is conceivable to slip control the brakes engaged in the 1st gear.

In the automatic transmission configured in this way, the brakes that are engaged in the 1st gear at the time of starting are frequently subject to slip control. Therefore, in order to maintain the required durability, the friction plate by slip control is used. It is necessary to effectively suppress the heat generation of.

In order to suppress the heat generation of the friction plate, it is conceivable to increase the amount of lubricating oil supplied to the friction plate to improve the cooling performance, but it is stored in the inner peripheral surface of the transmission case and in the transmission case. In a brake in which a plurality of friction plates are arranged between the outer peripheral surface of a predetermined rotating member, lubricating oil stays near the inner peripheral surface of the transmission case, causing drag resistance between the friction plates. This may increase the rotational resistance.

On the other hand, for example, in Patent Document 1, in a brake fastened at a first-speed shift stage that is slip-controlled at the time of starting, the brake is coupled to an outer peripheral surface of a hub member coupled to a transmission case and a predetermined rotating member. A plurality of friction plates are arranged between the drum member and the inner peripheral surface of the drum member.

FIG. 21 is a cross-sectional view showing a brake of a conventional automatic transmission. As shown in FIG. 21, the brake 200 is provided between the hub member 202 coupled to the transmission case 201, the drum member 204 coupled to the predetermined rotating member 203, and between the hub member 202 and the drum member 204. It has a plurality of arranged friction plates 205 and a piston 206 for fastening the plurality of friction plates 205.

In the brake 200, as shown by the arrow 208, the lubrication supply oil passage 207 extends radially inward from the transmission case 201 through the connecting member 209 coupled to the transmission case 201, and extends to the outer peripheral surface of the hub member 202. It extends axially through the formed spline groove 210 to supply hydraulic oil for lubrication to the plurality of friction plates 205.

The hydraulic oil for lubrication receives the centrifugal force of the friction plate 205 spline-engaged with the drum member 204, moves outward in the radial direction as shown by the arrow 211, and is supplied between the friction plates 205 to control slip. The heat generated by the friction plate 205 is cooled. The lubricating hydraulic oil that has moved to the inner peripheral surface of the drum member 204 is prevented from moving outward in the axial direction and staying as shown by the arrow 212 due to the rotation of the drum member 204. ..

Japanese Unexamined Patent Publication No. 2016-90048

As described in Patent Document 1, an automatic transmission having a brake in which a plurality of friction plates are arranged between a hub member coupled to a transmission case and a drum member coupled to a predetermined rotating member. Then, the lubricating hydraulic oil supplied to the friction plate of the brake is suppressed from staying due to the rotation of the drum member, and the drag resistance between the friction plates due to the lubricating hydraulic oil can be suppressed.

However, as shown in FIG. 21, the drum member 204 includes an outer cylindrical portion 204a to which the friction plate 205 is spline-engaged and a vertical wall portion 204b extending radially inward from one axial side of the outer cylindrical portion 204a. In this case, the vertical wall portion 204b of the drum member 204 may tilt in the axial direction, and the outer cylindrical portion 204a of the drum member 204 may incline from the axial direction. In particular, when the vertical wall portion 204b of the drum member 204 becomes long, the amount of inclination of the vertical wall portion 204b of the drum member 204 becomes large, and the outer cylindrical portion 204a of the drum member 204 may incline from the axial direction.

In this way, when the vertical wall portion of the drum member is tilted and tilted in the axial direction, the outer cylindrical portion of the drum member is tilted from the axial direction, and when the brake is released, the friction plates spline-engaged with the outer cylindrical portion are used. A portion where the gap becomes smaller may occur, causing drag between the friction plates.

Therefore, according to the present invention, in an automatic transmission provided with a brake in which a plurality of friction plates are arranged between a hub member and a drum member, the drum member is suppressed while suppressing drag resistance between the friction plates due to hydraulic oil for lubrication. The object is to prevent the vertical wall portion of the vertical wall from falling in the axial direction.

In order to solve the above problems, the present invention is characterized in that it is configured as follows.

First, the invention according to claim 1 of the present application is arranged between the hub member coupled to the transmission case, the drum member coupled to the predetermined rotating member, and the hub member and the drum member. An automatic transmission having a brake having a plurality of friction plates, wherein the hub member includes an inner cylindrical portion with which the friction plates are spline-engaged, and the drum member is spline-engaged with the friction plates. An extension portion extending from one side in the axial direction of the outer cylindrical portion to a vertical wall portion extending radially inward from the inner cylindrical portion, and extending to the other side in the axial direction on the vertical wall portion of the drum member. The hub member is provided with a support portion for supporting the drum member on the outer peripheral side of the extension portion, and the drum member is a bearing arranged between the extension portion and the support portion. It is characterized in that it is supported by the support portion via a member.

The invention according to claim 2 is the invention according to claim 1, wherein the hub member includes the inner cylindrical portion and is spline-engaged with the transmission case. A second hub member is provided adjacent to the first hub member and fitted to the transmission case, and the support portion is provided on the second hub member.

Further, in the invention according to claim 3, in the invention according to claim 2, a peripheral groove into which a snap ring is fitted is provided on the inner peripheral surface of the transmission case, and the peripheral groove is the other in the axial direction. The snap ring is provided with a peripheral groove side inclined surface that inclines to one side in the axial direction toward the outside in the radial direction, and the snap ring is provided with a snap ring side inclined surface that abuts on the peripheral groove side inclined surface on the other side in the axial direction. The second hub member is characterized in that the snap ring side inclined surface comes into contact with the peripheral groove side inclined surface and is fixed in the axial direction from the other side in the axial direction by the snap ring.

According to the invention according to claim 1 of the present application, the brake of the automatic transmission includes a hub member coupled to the transmission case, a drum member coupled to a predetermined rotating member, and the hub member and the drum member. By having a plurality of friction plates arranged between them, it is suppressed that the hydraulic oil for lubrication supplied to the friction plates of the brake stays due to the rotation of the drum member, and the hydraulic oil for lubrication between the friction plates is prevented from staying. The drag resistance can be suppressed.

Further, the hub member includes an inner cylindrical portion with which the friction plate is spline-engaged, and the drum member extends radially inward from one side in the axial direction with the outer cylindrical portion with which the friction plate is spline-engaged. It has a vertical wall part. Then, the vertical wall portion of the drum member is provided with an extension portion extending to the other side in the axial direction, and the hub member is provided with a support portion on the outer peripheral side of the extension portion. It is supported by the support portion via a bearing member arranged between them.

As a result, the drum member is supported by the support portion provided on the hub member coupled to the transmission case, and the extension portion provided on the vertical wall portion and extending in the axial direction is supported via the bearing member. It is possible to prevent the vertical wall portion of the member from falling in the axial direction.

Therefore, in an automatic transmission equipped with a brake in which a plurality of friction plates are arranged between the hub member and the drum member, the vertical wall portion of the drum member is suppressed while suppressing the drag resistance between the friction plates due to the hydraulic oil for lubrication. Can be prevented from falling in the axial direction.

Further, according to the invention of claim 2, the hub member includes a first hub member spline-engaged with the transmission case and a second hub member fitted with the transmission case, and is a support portion. Is provided on the second hub member. As a result, the second hub member can be fitted and fixed to the transmission case, and the drum member is supported by the support portion provided on the second hub member fixed to the transmission case via the bearing member. It is possible to effectively prevent the vertical wall portion of the drum member from falling in the axial direction.

Further, according to the third aspect of the present invention, the peripheral groove provided on the inner peripheral surface of the transmission case is provided with the peripheral groove side inclined surface, the snap ring is provided with the snap ring side inclined surface, and the second hub. The member is fixed in the axial direction from the other side in the axial direction by the snap ring. As a result, the second hub member can be fixed in the axial direction and the support portion provided on the second hub member can be fixed in the axial direction, effectively suppressing the vertical wall portion of the drum member from falling in the axial direction. can do.

It is a skeleton diagram of the automatic transmission which concerns on embodiment of this invention. It is a fastening table of friction fastening elements of an automatic transmission. It is sectional drawing of the brake of an automatic transmission and its periphery. FIG. 3 is an enlarged view of a main part of the brake and its surroundings shown in FIG. It is another cross-sectional view of the brake of an automatic transmission and its periphery. It is still another sectional view of the brake of an automatic transmission and its periphery. It is still another sectional view of the brake of an automatic transmission and its periphery. It is still another sectional view of the brake of an automatic transmission and its periphery. It is a perspective view which shows the assembled state of a hub member of a brake, an oil passage forming member, and a piston. It is a perspective view which shows the assembled state of the hub member of a brake and the oil passage forming member. It is a perspective view which shows the hub member of a brake. It is a perspective view which shows the 1st hub member. It is a perspective view which shows the 2nd hub member. It is another perspective view which shows the hub member of a brake. It is a perspective view which shows the stopper member and the piston to which the urging receiving member is attached. It is a perspective view which shows the urging unit. It is sectional drawing of the urging unit along the line Y17-Y17 of FIG. It is explanatory drawing for demonstrating arrangement of a stopper member and an urging unit. It is sectional drawing which shows the brake which is in the released state and the state immediately before contact. It is sectional drawing which shows the brake in the zero clearance state and the fastening state. It is sectional drawing which shows the brake of the conventional automatic transmission.

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

FIG. 1 is an outline diagram of an automatic transmission according to an embodiment of the present invention. The automatic transmission 10 is connected to a drive source such as an engine without a fluid transmission device such as a torque converter. The automatic transmission 10 is arranged in a transmission case 11 with an input shaft 12 connected to a drive source and arranged on the drive source side (left side in the figure) and on the opposite drive source side (right side in the figure). It has an output shaft 13. The automatic transmission 10 is a vertically installed type for front engines, rear drive vehicles, etc., in which the input shaft 12 and the output shaft 13 are arranged on the same axis.

On the axis of the input shaft 12 and the output shaft 13, from the drive source side, the first, second, third, and fourth planetary gear sets (hereinafter, simply "first, second, third, fourth gear sets"". PG1, PG2, PG3, PG4 are arranged.

In the transmission case 11, the first clutch CL1 is arranged on the drive source side of the first gear set PG1, the second clutch CL2 is arranged on the drive source side of the first clutch CL1, and the drive source of the second clutch CL2. A third clutch CL3 is arranged on the side. Further, the first brake BR1 is arranged on the drive source side of the third clutch CL3, and the second brake BR2 is arranged on the drive source side of the third gear set PG3 and on the anti-drive source side of the second gear set PG2.

The first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 are all single pinion types in which the pinion supported by the carrier directly meshes with the sun gear and the ring gear. The first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 have sun gears S1, S2, S3, and S4, ring gears R1, R2, R3, and R4, and carriers C1, and C2, respectively, as rotating elements. , C3, and C4.

The first gear set PG1 is a double sun gear type in which the sun gear S1 is divided into two in the axial direction. The sun gear S1 has a first sun gear S1a arranged on the drive source side and a second sun gear S1b arranged on the opposite drive source side. The first and second sun gears S1a and S1b have the same number of teeth and mesh with the same pinion supported by the carrier C1. As a result, the first and second sun gears S1a and S1b always rotate in the same rotation.

In the automatic transmission 10, the sun gear S1 of the first gear set PG1, specifically, the second sun gear S1b and the sun gear S4 of the fourth gear set PG4 are always connected, and the ring gear R1 of the first gear set PG1 and the sun gear of the second gear set PG2 are always connected. S2 is always connected, the carrier C2 of the second gear set PG2 and the carrier C4 of the fourth gear set PG4 are always connected, and the carrier C3 of the third gear set PG3 and the ring gear R4 of the fourth gear set PG4 are always connected. ..

The input shaft 12 is always connected to the carrier C1 of the first gear set PG1 through between the first sun gear S1a and the second sun gear S1b, and the output shaft 13 is always connected to the carrier C4 of the fourth gear set PG4.

The first clutch CL1 is arranged between the input shaft 12 and the carrier C1 of the first gear set PG1 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect the first clutch CL1. It is arranged between the ring gear R1 of the first gear set PG1 and the sun gear S2 of the second gear set PG2 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them. The third clutch CL3 is the second gear set. It is arranged between the ring gear R2 of the PG2 and the sun gear S3 of the third gear set PG3 so as to connect and disconnect them.

The first brake BR1 is disposed between the transmission case 11 and the sun gear S1 of the first gear set PG1, specifically, the first sun gear S1a so as to connect and disconnect the first brake BR2. Is disposed between the transmission case 11 and the ring gear R3 of the third gear set PG3 so as to connect and disconnect them.

With the above configuration, the automatic transmission 10 has a combination of the first clutch CL1, the second clutch CL2, the third clutch CL3, the first brake BR1, and the second brake BR2 in the engaged state, as shown in FIG. The 1st to 8th speeds in the range and the backward speeds in the R range are formed.

In the automatic transmission 10, the second brake BR2, which is fastened at the first speed shift stage at the time of starting, is slip-controlled, and the second brake BR2 corresponds to the friction fastening element of the automatic transmission according to the present invention. Hereinafter, the brake BR2 will be described.

FIG. 3 is a cross-sectional view of the automatic transmission brake and its surroundings, FIG. 4 is an enlarged view of a main part of the brake shown in FIG. 3 and its surroundings, and FIG. 5 is another cross-sectional view of the automatic transmission brake and its surroundings. FIG. 6, FIG. 7, and FIG. 8 are still another cross-sectional views of the brake of the automatic transmission and its surroundings, respectively. 3, FIG. 5, FIG. 6, FIG. 7, and FIG. 8 correspond to cross sections along the Y3-Y3 line, Y5-Y5 line, Y6-Y6 line, Y7-Y7 line, and Y8-Y8 line of FIG. 9, respectively. The cross section of the brake of the automatic transmission and its surroundings is shown.

As shown in FIGS. 3 to 8, the brake BR2 is housed in a transmission case 11 formed in a substantially cylindrical shape, is connected to the sun gear S3 of the third gear set PG3, and is connected to the first, second, and third clutches. One of the pair of internal and external rotating members of CL1, CL2, and CL3 is arranged on the outer peripheral side of the integrated power transmission member 14.

The power transmission member 14 is arranged on the outer peripheral side of the power transmission member 15 that connects the carrier C2 of the second gear set PG2 and the carrier C4 of the fourth gear set PG4, and the power transmission member 15 is the sun gear S1 of the first gear set PG1. Specifically, it is arranged on the outer peripheral side of the power transmission member 16 that connects the second sun gear S1b and the sun gear S4 of the fourth gear set PG4.

The brake BR2 has a hub member (inner fixing member) 20 coupled to the transmission case 11 and a drum member (outer rotation) arranged on the opposite drive source side of the hub member 20 and coupled to the ring gear R3 of the third gear set PG3. (Member) 40, a plurality of friction plates 50 arranged axially between the hub member 20 and the drum member 40, and a plurality of friction plates 50 arranged on the anti-drive source side of the plurality of friction plates 50. It has a piston 60 to be fastened.

The brake BR2 has a hydraulic chamber 70 to which hydraulic oil for urging the piston 60 is supplied, and the hydraulic chamber 70 has a fastening hydraulic chamber 71 to which the hydraulic oil for urging the piston 60 in the fastening direction is supplied. And a release hydraulic chamber 72 which is arranged on the opposite side of the fastening hydraulic chamber 71 with the piston 60 in between and is supplied with release hydraulic oil for urging the piston 60 in the release direction.

As shown in FIG. 7, the brake BR2 has an oil passage forming member 80 for forming a fastening supply oil passage L2 for supplying fastening hydraulic oil to the fastening hydraulic chamber 71, and the oil passage forming member 80 is a piston. It is arranged on the anti-drive source side of 60 and is arranged on the anti-drive source side of the hub member 20 and is coupled to the hub member 20.

As shown in FIG. 5, the brake BR2 also has a plate member 85 that forms a lubrication supply oil passage L1 that supplies lubricating hydraulic oil to a plurality of friction plates 50 together with the hub member 20, and the plate member 85 includes a plate member 85. It is arranged on the drive source side of the hub member 20 and is coupled to the hub member 20.

The brake BR2 also has an urging unit 90 that urges the piston 60, as shown in FIG. The urging unit 90 includes an urging member 91 that urges the piston 60, and as the urging member 91, a first urging member and a second urging member that exert an urging force on the piston 60 in the fastening direction. It includes a 1-spring 92 and a 2nd spring 93.

9 is a perspective view showing the assembled state of the brake hub member, the oil passage forming member and the piston, FIG. 10 is a perspective view showing the assembled state of the brake hub member and the oil passage forming member, and FIG. 11 is a perspective view showing the assembled state of the brake hub member and the oil passage forming member. A perspective view showing the hub member of the brake, FIG. 12 is a perspective view showing the first hub member, FIG. 13 is a perspective view showing the second hub member, and FIG. 14 is another perspective view showing the hub member of the brake. 15 is a perspective view showing a stopper member and a piston to which an urging receiving member is attached, FIG. 16 is a perspective view showing an urging unit, and FIG. 17 is an urging along the line Y17-Y17 of FIG. It is a cross-sectional view of a unit.

As shown in FIGS. 3 to 15, the hub member 20 includes a first hub member 21 to which the friction plate 50 is spline-engaged, and a second hub member 31 that supplies lubricating oil to the friction plate 50. , The second hub member 31 is arranged adjacent to the drive source side of the first hub member 21.

As shown in FIG. 3, the first hub member 21 has a vertical wall portion 22 extending in a radial direction orthogonal to the axial direction of the transmission case 11 and formed in a substantially disk shape, and a vertical wall portion 22 inside the vertical wall portion 22 in the radial direction. It is provided with an inner cylindrical portion 23 extending substantially cylindrically from the side to the counter-driving source side.

The first hub member 21 has a spline portion 24 having a spline formed on the outer peripheral surface of the vertical wall portion 22, and the spline portion 24 has a spline on the spline portion 11a having a spline formed on the inner peripheral surface of the transmission case 11. It is engaged and coupled to the transmission case 11.

The inner cylindrical portion 23 of the first hub member 21 has a plurality of spline portions 25 having splines formed on the outer peripheral surface in the circumferential direction, specifically six, and the spline portions 25 are fixed to form a friction plate 50. The side friction plate 51 is spline-engaged.

The inner cylindrical portion 23 of the first hub member 21 has a predetermined axial length in which the spline portion 25 is spline-engaged with the plurality of friction plates 50 even when the plurality of friction plates 50 are released, and the spline portion 25 is provided with the spline portion 25. The portion to be removed is formed shorter in the axial direction than the spline portion 25.

As shown in FIG. 6, the second hub member 31 has a vertical wall portion 32 extending in a radial direction orthogonal to the axial direction of the transmission case 11 and formed in a substantially disk shape, and a counter-driving source from the vertical wall portion 32. It is provided with a lubrication boss portion 33 as a lubrication supply portion that extends to the side in a substantially columnar shape and supplies lubricating hydraulic oil to the friction plate 50.

As shown in FIG. 3, in the second hub member 31, the outer peripheral surface of the vertical wall portion 32 is fitted to the inner peripheral surface 11b of the transmission case 11 on the drive source side of the spline portion 24 of the first hub member 21. There is. The second hub member 31 is fixed to the transmission case 11 in the circumferential direction by using the detent pin 18, and is coupled to the transmission case 11.

As shown in FIG. 4, the second hub member 31 is also fixed axially from the drive source side by the snap ring 17. The inner peripheral surface 11b of the transmission case 11 is provided with a peripheral groove 3 into which the snap ring 17 is fitted over the entire circumference. The peripheral groove 3 is formed so as to be recessed radially outward from the inner peripheral surface 11b of the transmission case 11 in a substantially rectangular cross section, and is inclined toward the drive source side at a predetermined angle toward the drive source side in the radial direction. A groove-side inclined surface 3a is provided.

When the snap ring 17 is not mounted, the snap ring 17 has a larger diameter when mounted and is formed in a substantially annular shape with a substantially rectangular cross section, and a snap ring side inclined surface 17a that abuts on the peripheral groove side inclined surface 3a is provided on the drive source side. There is. The snap ring side inclined surface 17a is formed so as to incline toward the anti-drive source side at a predetermined angle toward the outer side in the radial direction.

The second hub member 31 is fitted into the peripheral groove 3 with the snap ring 17 urged in the diameter-expanding direction, and the snap ring 17 abuts the peripheral groove side inclined surface 3a so that the snap ring 17 abuts. It is fixed in the axial direction from the drive source side. The second hub member 31 is pressed from the drive source side by the snap ring 17, and the vertical wall portion 32 of the second hub member 31 presses the vertical wall portion 22 of the first hub member 21 from the drive source side. The anti-drive source side of the spline portion 24 of the hub member 21 is fixed in the axial direction by abutting on the step portion 11c formed on the inner peripheral surface of the transmission case 11.

As shown in FIG. 13, the second hub member 31 is provided with a plurality of lubrication boss portions 33, specifically, five lubrication boss portions 33. The five lubrication boss portions 33 are arranged at different positions in the circumferential direction on substantially the same circumference centered on the axial centers of the input shaft 12 and the output shaft 13. Each of the lubrication boss portions 33 is provided with a lubrication supply oil passage L1 for supplying lubricating hydraulic oil to the friction plate 50.

As shown in FIG. 5, a valve body 5 for supplying hydraulic oil to the hydraulic chamber 70 of the brake BR2, the friction plate 50, and the like is arranged below the transmission case 11. The valve body 5 is housed in an oil pan (not shown) attached below the transmission case 11 and fixed to the transmission case 11. The second hub member 31 has a valve body connecting portion 34 for connecting to the valve body 5, and the lubricating oil passage L1 is connected to the valve body 5 through the case opening 11d formed in the transmission case 11. It is formed so as to.

As shown in FIG. 7, the second hub member 31 also includes a fastening oil passage L2 that extends from the vertical wall portion 32 toward the anti-drive source side in a substantially columnar shape and supplies hydraulic oil to the fastening hydraulic chamber 71. As shown in FIG. 8, the release supply oil passage L3 is provided with a fastening boss portion 35 and extends substantially in a columnar shape from the vertical wall portion 32 to the anti-drive source side to supply hydraulic oil to the release hydraulic chamber 72. The release boss portion 36 is provided.

As shown in FIG. 13, the fastening boss portion 35 and the releasing boss portion 36 are arranged at different positions on substantially the same circumference centered on the axes of the input shaft 12 and the output shaft 13 together with the lubricating boss portion 33. It is arranged between two lubricating boss portions 33 arranged on the lower side of the transmission case 11.

In the automatic transmission 10, the fastening supply oil passage L2, the release supply oil passage L3, and the lubrication supply oil passage L1 are arranged side by side in the circumferential direction on the lower side of the transmission case 11, and the second hub member 31 is arranged. The fastening supply oil passage L2, the release supply oil passage L3, and the lubrication supply oil passage L1 are formed so as to be connected to the valve body 5, respectively.

The lubrication supply oil passage L1 is formed in the hub member 20, specifically, in the second hub member 31. As shown in FIGS. 5 and 6, the second hub member 31 is provided with a lubrication recess 32a that is recessed on the drive source side and forms a lubrication supply oil passage L1 on the opposite drive source side, and is provided with a lubrication recess 32a. A plate member 85 formed in a substantially annular shape is arranged on the drive source side so as to cover the surface.

The lubricating recess 32a of the second hub member 31 is recessed in a substantially rectangular cross section and extends in the radial direction, and is connected to the radial recess 32b and is recessed in a substantially rectangular cross section to form an arc in the circumferential direction. It is provided with an extending circumferential recess 32c and a plurality of axial recesses 32d that are connected to the circumferential recess 32c at different positions in the circumferential direction and are recessed in a circular cross section and extend in the axial direction. The axial recess 32d is provided in the lubrication boss 33 so as to extend axially to the anti-drive source side in the lubrication boss 33 corresponding to the lubrication boss 33.

In the automatic transmission 10, the second hub member 31 of the hub member 20 is provided with a fastening bolt 4 as a fastening member for connecting the oil passage forming member 80 and the plate member 85, and the fastening bolt 4 is the second hub member 31. The oil passage forming member 80 and the plate member 85 are connected to each other, and the second hub member 31 and the plate member 85 are provided so as to form a lubrication supply oil passage L1.

The plate member 85 is provided with a bolt insertion hole 85a through which the fastening bolt 4 is inserted. The plate member 85 sandwiches the second hub member 31 by screwing the fastening bolt 4 into the screw hole 80a provided in the oil passage forming member 80 through the bolt insertion hole 85a and the lubricating recess 32a of the second hub member 31. It is coupled to the oil passage forming member 80 and is coupled to the second hub member 31.

As shown in FIGS. 5 and 6, the lubricating supply oil passage L1 formed by covering the lubricating recess 32a of the second hub member 31 with the plate member 85 includes a radial oil passage 131 extending in the radial direction. A circumferential oil passage 132 that extends in an arc shape in the circumferential direction and is connected to the radial oil passage 131, and an axial oil that is provided in the lubrication boss 33 and extends in the axial direction and is connected to the circumferential oil passage 132. It has a road 133.

The axial oil passage 133 is provided in the lubrication boss portion 33 and extends in the radial direction to be connected to the axial oil passage 133, and is opened to the outer peripheral surface of the lubrication boss portion 33 for lubrication to the friction plate 50. A supply port 134 for supplying hydraulic oil is provided. The fastening bolt 4 extends axially through the axial oil passage 133 of the lubrication supply oil passage L1.

Further, as shown in FIG. 8, the second hub member 31 of the hub member 20 is provided with a fastening bolt 6 as a fastening member for connecting the oil passage forming member 80 and the plate member 85. The plate member 85 is provided with a bolt insertion hole 85b through which the fastening bolt 6 is inserted, and the bolt insertion hole 85b is provided corresponding to the release boss portion 36.

The release supply oil passage L3 is provided in the radial oil passage 121 provided in the vertical wall portion 32 of the second hub member 31 and extending in the radial direction to open to the release hydraulic chamber 72, and the release boss portion 36. It is provided with an axial oil passage 122 extending in the axial direction and connected to the radial oil passage 121, and the fastening bolt 6 extends axially through the inside of the axial oil passage 122 of the release supply oil passage L3.

The plate member 85 also connects the fastening bolt 6 to the screw hole 80b provided in the oil passage forming member 80 through the bolt insertion hole 85b and the axial oil passage 122 of the release supply oil passage L3 provided in the second hub member 31. By screwing, the second hub member 31 is sandwiched between the oil passage forming member 80 and the second hub member 31. On the drive source side of the second hub member 31, a sealing material is applied to a portion in contact with the plate member 85.

As shown in FIG. 3, the second hub member 31 also has a first cylindrical portion extending radially inward from the inner cylindrical portion 23 of the first hub member 21 from the vertical wall portion 32 toward the anti-drive source side in a substantially cylindrical shape. It includes 38 and a second cylindrical portion 39. The second cylindrical portion 39 is formed radially inside the first cylindrical portion 38 and longer in the axial direction than the first cylindrical portion 38. The first cylindrical portion 38 and the second cylindrical portion 39 together with the vertical wall portion 32 form a cylinder 72a of the release hydraulic chamber 72.

The vertical wall portion 32 of the second hub member 31 regulates that the urging force of the first spring 92 acts on the piston 60 when the piston 60 is moved from the position immediately before contact to the fastening direction, and the second spring 93. A stopper member 37 is attached to allow the urging force of the spring to act.

As shown in FIG. 15, the stopper member 37 is formed in a substantially annular shape, and is provided on the side opposite to the vertical wall portion 32 side with the mounting portion 37a attached to the vertical wall portion 32 and is the central axis of the first spring 92. It is provided with a plurality of regulating portions 37b extending in the circumferential direction along the circumference on which the first spring 92 is arranged and receiving only the urging force by the first spring 92.

Each of the regulation portions 37b extends in the axial direction in contact with the vertical wall portion 32 and extends in the circumferential direction along the circumference where the central axis of the first spring 92 is arranged, and extends in the circumferential direction on the anti-drive source side. Is provided so that the end face of the urging unit 90 comes into contact with the second holding plate 95 of the urging unit 90. The circumferential end of the restricting portion 37b of the stopper member 37 extends radially inward and is connected to the mounting portion 37a.

The mounting portion 37a is formed in a substantially rectangular cross section so as to connect the plurality of regulating portions 37b in the circumferential direction, and is formed in an arc shape in the circumferential direction on the radial inner side of the second spring 93. As shown in FIG. 3, the vertical wall portion 32 of the second hub member 31 is mounted so as to be recessed from the stopper member side to the side opposite to the stopper member side, corresponding to the shape of the mounting portion 37a of the stopper member 37. A groove portion 32e is provided, and the stopper member 37 is fitted into the mounting groove portion 32e and attached to the vertical wall portion 32.

FIG. 18 is an explanatory diagram for explaining the arrangement of the stopper member and the urging unit. As shown in FIG. 18, each of the regulation portions 37b of the stopper member 37 extends in the circumferential direction in an arc shape along the circumference in which the central axis of the first spring 92 is arranged in the portion where the first spring 92 is arranged. It is provided so as to come into contact with the second holding plate 95 of the urging unit 90, and is provided so as not to come into contact with the second holding plate 95 of the urging unit 90 at the portion where the second spring 93 is arranged.

As shown in FIG. 3, the drum member 40 is arranged opposite to the outer peripheral side of the inner cylindrical portion 23 of the first hub member 21, and extends substantially in a cylindrical shape in the axial direction. The outer cylindrical portion 41 and the outer cylindrical portion 41 are opposite to each other. It includes a vertical wall portion 42 formed in a substantially disk shape extending from the drive source side inward in the radial direction orthogonal to the axial direction of the transmission case 11 from the inner cylindrical portion 23.

The vertical wall portion 42 of the drum member 40 has its anti-drive source side coupled to the ring gear R3. The outer cylindrical portion 41 of the drum member 40 has a spline portion 41a having a spline formed on the inner peripheral surface, and the rotating side friction plate 52 constituting the friction plate 50 is spline-engaged with the spline portion 41a. .. The fixed side friction plate 51 and the rotating side friction plate 52 are alternately arranged in the axial direction.

The vertical wall portion 42 of the drum member 40 is also provided with an extending portion 43 extending radially inward toward the drive source side in the radial direction from the inner cylindrical portion 23 of the first hub member 21. The hub member 20, specifically, the second hub member 31, is provided with a support portion 80c for supporting the drum member 40 on the outer peripheral side of the extension portion 43.

An oil passage forming member 80 is coupled to the second hub member 31 of the hub member 20 on the anti-drive source side, and is recessed on the anti-drive source side of the oil passage forming member 80 in a cylindrical shape on the drive source side to extend the drum member 40. An extension accommodating hole 80d for accommodating the installation portion 43 is formed. The outer peripheral surface 80c of the extension portion accommodating hole 80d functions as a support portion 80c that is arranged on the outer peripheral side of the extension portion 43 and supports the drum member 40. The drum member 40 is supported by the support portion 80c via a bearing member 45 arranged between the extension portion 43 and the support portion 80c. As the bearing member 45, a radial bearing such as a radial roller bearing or a radial ball bearing is used.

The piston 60 is arranged between the hub member 20 and the drum member 40, specifically between the inner cylindrical portion 23 of the first hub member 21 and the outer cylindrical portion 41 of the drum member 40, and is a second hub member. It is slidably fitted to the outer peripheral side of the second cylindrical portion 39 of 31. The piston 60 is prevented from coming off toward the anti-drive source side by the snap ring 19.

The piston 60 is formed in an annular shape, and includes a pressing portion 61 provided on the outer peripheral side to press the friction plate 50, and a fastening hydraulic chamber forming portion 62 provided on the inner peripheral side to form the fastening hydraulic chamber 71. A connecting portion 63 extending in the radial direction by connecting the pressing portion 61 and the fastening hydraulic chamber forming portion 62 is provided.

The pressing portion 61 is arranged on the opposite drive source side of the friction plate 50, the fastening hydraulic chamber forming portion 62 is arranged inside the inner cylindrical portion 23 of the first hub member 21 in the radial direction, and the connecting portion 63 presses. It is provided so as to connect the portion 61 to the fastening hydraulic chamber forming portion 62. The fastening hydraulic chamber forming portion 62 is provided so as to project from the connecting portion 63 toward the drive source side.

As shown in FIGS. 5 to 8, the oil passage forming member 80 is arranged on the anti-drive source side of the piston 60. The oil passage forming member 80 is fitted to the outer peripheral side of the second cylindrical portion 39 of the second hub member 31, and is fitted to the boss portions 33, 36 of the second hub member 31, specifically, the lubrication boss portion 33 and the release. It is arranged and coupled to the drive source side of the boss portion 36.

The oil passage forming member 80 is provided on the outer peripheral side and is provided on the inner peripheral side of the piston 60 and is provided on the inner peripheral side of the connecting portion 81 which is arranged and coupled on the anti-drive source side of the boss portions 33 and 36 of the second hub member 31. A fastening hydraulic chamber forming portion 82 arranged on the opposite drive source side of the above to form a fastening hydraulic chamber 71, and a connecting portion 83 connecting the coupling portion 81 and the fastening hydraulic chamber forming portion 82 and extending in the radial direction. It has.

The fastening hydraulic chamber forming portion 82 has a predetermined thickness and is formed in an annular shape, and as shown in FIG. 3, the fastening hydraulic chamber forming portion 62 of the second cylindrical portion 39 of the second hub member 31 and the piston 60. It is fitted between the outer peripheral side of the. The fastening hydraulic chamber 71 is composed of a fastening hydraulic chamber forming portion 62 of the piston 60, a fastening hydraulic chamber forming portion 82 of the oil passage forming member 80, and a second cylindrical portion 39 of the second hub member 31.

The joint portion 81 is formed to be thinner than the fastening hydraulic chamber forming portion 82, and is formed in an arc shape as shown in FIGS. 9 and 10. The oil passage forming member 80 is provided with a plurality of coupling portions 81 in the circumferential direction, and five coupling portions 81 in the present embodiment, and are arranged apart from each other in the circumferential direction.

The joint portion 81 is provided with screw holes 80a and 80b as described above. The oil passage forming member 80 screwes the fastening bolts 4 and 6 for fastening the oil passage forming member 80 and the plate member 85 with the second hub member 31 sandwiched into the screw holes 80a and 80b provided in the joint portion 81. As a result, the hub member 20 is coupled to the anti-drive source side of the boss portions 33 and 36.

The connecting portion 83 of the oil passage forming member 80 has a thickness substantially equal to that of the connecting portion 81, and as shown in FIGS. 9 and 10, extends radially inward from the circumferential center side of the connecting portion 81 for fastening. It is provided so as to be connected to the hydraulic chamber forming portion 82.

As shown in FIG. 10, the oil passage forming member 80 includes a coupling portion 81 that is coupled to the boss portions 33 and 36 of the second hub member 31 by using two fastening bolts 4 and 6 on both sides in the circumferential direction. A coupling portion 81 is provided on the central side in the direction, which is coupled to the boss portion 33 of the second hub member 31 by using one fastening bolt 4.

The connecting portion 63 of the piston 60 has a notch 63a for an oil passage forming member, which is cut out in substantially the same shape as the connecting portion 81 and the connecting portion 83 corresponding to the connecting portion 81 and the connecting portion 83 of the oil passage forming member 80. Is formed. The oil passage forming member 80 is arranged within the radial range of the piston 60, and the connecting portion 81 and the connecting portion 83 of the oil passage forming member 80 are fitted into the notch portion 63a for the oil passage forming member of the connecting portion 63 of the piston 60. It is arranged at a position where it overlaps with the connecting portion 63 of the piston 60 in the axial direction.

The connecting portion 63 of the piston 60 is also formed with a spline portion notch 63b cut out in substantially the same shape as the spline portion 25 corresponding to the spline portion 25 of the inner cylindrical portion 23 of the first hub member 21. There is. The anti-drive source side of the spline portion 25 of the inner cylindrical portion 23 of the first hub member 21 is fitted into the spline portion notch 63b of the connecting portion 63 of the piston 60, and is fitted with the inner cylindrical portion 23 of the first hub member 21. The piston 60 is arranged so as to overlap with each other in the axial direction.

As shown in FIG. 3, the fastening hydraulic chamber forming portion 62 of the piston 60 is fitted to the outer peripheral side of the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80 and extends axially, the outer cylindrical portion 62a, and the outer side. The fastening hydraulic receiving portion 62b extending radially inward from the drive source side of the cylindrical portion 62a and the second cylindrical portion 39 of the second hub member 31 extending radially inward from the fastening hydraulic receiving portion 62b to the anti-driving source side. It is provided with an inner cylindrical portion 62c that is fitted to and extends in the axial direction.

In the automatic transmission 10, the fastening hydraulic chamber 71 and the releasing hydraulic chamber 72 are arranged radially inside the inner cylindrical portion 23 of the first hub member 21 and the boss portions 33, 35, 36 of the second hub member 31, respectively. Has been done.

As described above, the fastening hydraulic chamber 71 is formed by the fastening hydraulic chamber forming portion 62 of the piston 60, the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80, and the second cylindrical portion 39 of the second hub member 31. It is formed. The inner cylindrical portion 62c of the piston 60 is prevented from coming off toward the anti-drive source side by the snap ring 19.

As shown in FIG. 3, the release hydraulic chamber 72 has a bulging portion 62d in which the radial inside of the fastening hydraulic receiving portion 62b of the piston 60 bulges toward the drive source side in a substantially U-shaped cross section, and the sealing member 73. , 74 is slidably fitted in the cylinder 72a of the second hub member 31, and is formed by the bulging portion 62d of the piston 60 and the cylinder 72a of the second hub member 31.

In the automatic transmission 10, the release hydraulic chamber 72 is formed to have an outer diameter smaller than that of the fastening hydraulic chamber 71, and is coupled to the piston 60 and urges the urging unit 90 on the outer peripheral side of the release hydraulic chamber 72. An urging receiving member 100 that receives the urging force by the member 91 is arranged.

The urging receiving member 100 is formed in an annular shape, and as shown in FIG. 3, has a diameter extending in the radial direction between the inner cylindrical portion 23 of the first hub member 21 and the first cylindrical portion 38 of the second hub member 31. A directional extension 101 and an axial extension 102 extending axially from the inside of the radial extension 101 toward the anti-drive source side are provided.

In the urging receiving member 100, the anti-drive source side of the axially extending portion 102 is coupled radially outward from the bulging portion 62d of the fastening hydraulic receiving portion 62b of the piston 60 and is coupled to the piston 60. An urging unit 90 is mounted between the urging receiving member 100, specifically, the radial extension portion 101 and the oil passage forming member 80.

As shown in FIGS. 16 and 17, the urging unit 90 has the first spring 92 and the second spring 93 extending in the axial direction, and the ends of the first spring 92 and the second spring 93 on the opposite drive source side, respectively. It includes a first holding plate 94 for holding, and a second holding plate 95 that is arranged apart from the first holding plate 94 in the axial direction and holds an end portion of the first spring 92 on the drive source side.

The first holding plate 94 includes a first spring guide portion 94a and a second spring guide portion 94b, which are formed in an annular shape and project to the drive source side in a cylindrical shape to mount the first spring 92 and the second spring 93, respectively. ing. The first spring 92 and the second spring 93 are dispersedly arranged at positions that overlap in the radial direction and at different positions in the circumferential direction.

The second holding plate 95 is formed substantially symmetrically with the first holding plate 94 in the axial direction. The second holding plate 95 includes a first spring guide portion 95a on which the first spring 92 is mounted so as to project cylindrically toward the anti-drive source side. The second holding plate 95 also includes an insertion hole 95b through which the second spring 93 is inserted so that the end of the second spring 93 on the drive source side can project toward the anti-first holding plate side.

The first spring 92 has a larger urging force than the second spring 93. The first spring 92 and the second spring 93 are coil springs, and the first spring 92 is a large coil spring having a larger coil diameter than the second spring 93. The second spring 93 is formed to have a longer free length than the first spring 92, and the other end of the second spring 93 is formed on the first holding plate 94 so that the other end of the second spring 93 can project toward the anti-first holding plate side of the second holding plate 95. It is being held.

In the automatic transmission 10, a plurality of the first spring 92 and the second spring 93 are provided in the circumferential direction so that the central axes are arranged at different positions in the circumferential direction on the same circumference, and eight first springs are provided. The 92 and the six second springs 93 are dispersedly arranged at different positions in the circumferential direction.

In the urging unit 90, the first holding plate 94 is supported on both sides of the connecting portion 81 of the oil passage forming member 80 in the circumferential direction and the drive source side of the connecting portion 83, and the second holding plate 95 is attached to the urging receiving member 100. It is supported on the opposite drive source side of the radial extension 101 and is attached to the transmission case 11.

The radial extension portion 101 of the urging receiving member 100 is formed so as to support the second holding plate 95 and the other end of the second spring 93 inserted into the insertion hole 95b of the second holding plate 95. The second holding plate 95 is formed so as to have a radial dimension substantially equal to the outer diameter of the second holding plate 95.

The radial extension portion 101 of the urging receiving member 100 is also formed with a notch portion 101a for the stopper member, which is cut out in substantially the same shape as the regulation portion 37b corresponding to the regulation portion 37b of the stopper member 37. .. The regulation portion 37b of the stopper member 37 attached to the vertical wall portion 32 of the second hub member 31 is inserted into the notch portion 101a for the stopper member of the radial extension portion 101, and the piston 60 is inserted from the position immediately before contact in the fastening direction. When it is moved, it receives the second holding plate 95 of the urging unit 90 and regulates the urging force by the first spring 92.

The inner peripheral surface of the inner cylindrical portion 23 of the first hub member 21 is formed larger in the radial direction than the first holding plate 94 and the second holding plate 95, and the urging unit 90 is arranged on the inner peripheral side of the inner cylindrical portion 23. Has been done. In the urging unit 90, notches 94c and 95c for the boss portion are formed in the first holding plate 94 and the second holding plate 95 corresponding to the boss portions 33, 35 and 36 of the second hub member 31, respectively. Also in the radial extension portion 101 of the urging receiving member 100, a notch portion 101b for the boss portion is formed corresponding to the boss portions 33, 35, 36 of the second hub member 31.

In the automatic transmission 10, the first spring 92 and the second spring 93 of the urging unit 90 radially overlap the lubrication boss portion 33, the fastening boss portion 35, and the release boss portion 36 of the second hub member 31. They are arranged at different positions in the wrapping position and in the circumferential direction.

The stopper member 37 attached to the vertical wall portion 32 of the second hub member 31 receives the urging force of the urging member 91 by the end face on the anti-drive source side of the regulation portion 37b, and the second holding plate 95 is moved to the drive source side. It is designed to receive the second holding plate 95 when it is moved.

The stopper member 37 is immediately before the piston 60 comes into contact with the plurality of friction plates 50 when the second holding plate 95 supported by the urging receiving member 100 comes into contact with the end surface of the regulation portion 37b on the anti-drive source side. It is set to be the position immediately before contact. The position immediately before contact of the piston 60 is appropriately set between the release position in which the plurality of friction plates 50 are in the release state and the zero clearance position in which the plurality of friction plates 50 are in the zero clearance state.

When the second holding plate 95 comes into contact with the stopper member 37, the urging receiving member 100 receives the urging force in the fastening direction only by the second spring 93. When the second spring 93 has a free length, the piston 60 is set to be in the zero clearance position.

In this way, in the urging unit 90, the first spring 92 exerts an urging force on the piston 60 via the urging receiving member 100 from the release position to the position immediately before contact in the fastening direction, and the second spring 93 urges the piston 60. An urging force is applied in the fastening direction from the release position to the zero clearance position via the receiving member 100.

The stopper member 37 regulates that the urging force of the first spring 92 acts on the piston 60 when the piston 60 is moved from the position immediately before contact to the fastening direction, and that the urging force of the second spring 93 acts. It is designed to be tolerated.

Then, when the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 when the piston 60 is in the zero clearance position, the piston 60 presses the plurality of friction plates 50, and the plurality of friction plates 50 vertically form the first hub member 21. The wall portion 22 is sandwiched between the holding portion 26 provided so as to project toward the anti-drive source side and the piston 60, and is moved to a fastening position where the relative rotation becomes impossible.

On the other hand, when the piston 60 is in the fastening position, when the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71 and the releasing hydraulic pressure is supplied to the releasing hydraulic chamber 72, the piston 60 is urged and moved in the releasing direction. , The piston 60 is moved to the zero clearance position.

The piston 60 is further urged and moved in the release direction against the second spring 93, and is moved to the position immediately before contact. Next, the piston 60 is urged and moved in the release direction against the first spring 92 and the second spring 93, and is moved to the release position.

Next, a supply oil passage for supplying hydraulic oil to the brake BR2 will be described.
The fastening supply oil passage L2 for supplying the fastening hydraulic oil to the fastening hydraulic chamber 71 of the brake BR2 is formed in the second hub member 31 and the oil passage forming member 80. The release supply oil passage L3 for supplying the release hydraulic oil to the release hydraulic chamber 72 of the brake BR2 and the lubrication supply oil passage L1 for supplying the lubrication hydraulic oil to the friction plate 50 are in the second hub member 31. It is formed.

As shown in FIG. 7, the fastening supply oil passage L2 is provided in the radial oil passage 111 provided in the vertical wall portion 32 of the second hub member 31 and extends in the radial direction, and the shaft provided in the fastening boss portion 35. Axial oil that extends in the direction and is connected to the radial oil passage 111 and axial oil that is provided at the joint portion 81 of the oil passage forming member 80 and extends in the axial direction and is connected to the axial oil passage 112. A radial oil passage 114 provided in the joint portion 81, the connecting portion 83, and the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80 and extending in the radial direction to be connected to the axial oil passage 113. It is composed of an axial oil passage 115 provided in the fastening hydraulic chamber forming portion 82 of the oil passage forming member 80 and extending in the axial direction to be connected to the radial oil passage 114 and opening to the fastening hydraulic chamber 71. There is.

The radial oil passage 111 in the second hub member 31 is provided in the vertical wall portion 32 of the second hub member 31 and opens on the lower surface of the valve body connecting portion 34 to be connected to the valve body 5. The valve body 5 is capable of supplying the fastening hydraulic oil to the fastening hydraulic chamber 71 through the fastening supply oil passage L2 to supply a predetermined fastening hydraulic pressure.

The radial oil passage 114 of the oil passage forming member 80 is formed so as to extend radially inward from the outer peripheral surface of the joint portion 81 of the oil passage forming member 80, and the radial oil passage 114 is opened on the outer peripheral surface of the joint portion 81. A closing member 86 that closes the portion is attached.

As described above, as shown in FIG. 8, the release supply oil passage L3 is provided in the vertical wall portion 32 of the second hub member 31 and extends in the radial direction to open in the release hydraulic chamber 72. It is composed of a road 121 and an axial oil passage 122 provided in the release boss portion 36 and extending in the axial direction and connected to the radial oil passage 121.

The radial oil passage 121 in the second hub member 31 is provided on the vertical wall portion 32 of the second hub member 31 and is opened on the lower surface of the valve body connecting portion 34 to be connected to the valve body 5. The valve body 5 is capable of supplying the release hydraulic oil to the release hydraulic chamber 72 through the release supply oil passage L3 to supply a predetermined release hydraulic pressure.

The axial oil passage 122 in the second hub member 31 is formed so as to extend axially from the end surface of the release boss portion 36 on the opposite drive source side toward the drive source side, and both sides of the axial oil passage 122 are fastened. The bolt 6 is closed by being screwed into the screw hole 80b of the oil passage forming member 80.

As described above, as shown in FIGS. 5 and 6, the lubrication supply oil passage L1 includes the radial oil passage 131 provided in the vertical wall portion 32 of the second hub member 31 and extending in the radial direction, and the second oil passage 131. A circumferential oil passage 132 provided in the vertical wall portion 32 of the hub member 31 and extending in an arc shape in the circumferential direction and connected to the radial oil passage 131, and a circumferential oil passage 132 provided in the lubrication boss portion 33 and extending in the axial direction. It is composed of an axial oil passage 133 connected to a circumferential oil passage 132, and the axial oil passage 133 is provided in a lubrication boss portion 33 and extends in the radial direction to be connected to the axial oil passage 133. At the same time, a supply port 134 that opens on the outer peripheral surface of the fastening boss portion 35 is provided.

In the automatic transmission 10, as shown in FIG. 13, the radial oil passages 111, 121, and 131 constituting the fastening supply oil passage L2, the release supply oil passage L3, and the lubrication supply oil passage L1 are the transmission cases. It is arranged side by side in the circumferential direction on the lower side of 11. The circumferential oil passage 132 constituting the lubrication supply oil passage L3 is connected to the radial oil passage 131 and extends along the circumferential direction in an arc shape toward the opposite radial oil passage 121, so that the radial oil passage 111 It extends to the opposite radial oil passage 121 side.

Each of the five lubrication boss portions 33 has an axial oil passage 133 connected to the circumferential oil passage 132 and extending in the axial direction, and from the axial oil passage 133 to the outer peripheral surface of the lubrication boss portion 33 radially outward. A supply port 134 that extends to supply the hydraulic oil for lubrication to the friction plate 50 is provided, and a plurality of supply ports 134 are provided side by side in the axial direction.

The radial oil passage 131 of the second hub member 31 is provided in the vertical wall portion 32 of the second hub member 31 and is opened on the lower surface of the valve body connecting portion 34 to be connected to the valve body 5. The valve body 5 can supply lubricating hydraulic oil to a plurality of friction plates 50 through the lubrication supply oil passage L1.

In the brake BR2, lubricating hydraulic oil is supplied to the friction plate 50 from the outer peripheral surface of the lubrication boss portion 33 of the second hub member 31, and the heat generated by the friction plate 50 is cooled. The lubricating hydraulic oil supplied to the friction plate 50 moves to the inner peripheral surface of the outer cylindrical portion 41 of the drum member 40, and is prevented from moving in the axial direction and staying due to the rotation of the outer cylindrical portion 41 of the drum member 40. Has been done.

The five axial oil passages 133 in the second hub member 31 are formed so as to extend axially from the end surface of the lubricating boss portion 33 on the opposite drive source side toward the drive source side, and both sides of the axial oil passage 133 are formed. , The fastening bolt 4 is closed by screwing it into the screw hole 81a of the oil passage forming member 80.

As shown in FIG. 11, the inner cylindrical portion 23 of the first hub member 21 is formed with a lubrication notch 27 notched in the circumferential direction corresponding to the lubrication boss portion 33 of the second hub member 31. ing. The lubrication boss portion 33 of the second hub member 31 is arranged corresponding to the lubrication cutout portion 27 of the inner cylindrical portion 23 of the first hub member 21, and is provided from the supply port 134 to the friction plate 50 through the lubrication cutout portion 27. It is possible to supply hydraulic oil for lubrication.

Next, the operation of the brake BR2 will be described.
FIG. 19 is a cross-sectional view showing the brake in the released state and the state immediately before contact, and FIG. 20 is a cross-sectional view showing the brake in the zero clearance state and the engaged state. 19 (a), 19 (b), 20 (a), and 20 (b) show the brakes in the released state, the state immediately before contact, the zero clearance state, and the engaged state, respectively. In FIGS. 19 and 20, the main part of the brake BR2 shown in FIG. 3 is shown in an enlarged manner.

In FIG. 19A, the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71, and the releasing hydraulic pressure is supplied to the releasing hydraulic chamber 72, and the first spring 92 and the second spring are supplied via the urging receiving member 100. The release state of the brake BR2 is shown in which the piston 60 is moved in the release direction on the anti-drive source side by compressing 93, and the position of the piston 60 is in the release position where the plurality of friction plates 50 are in the release state.

When the brake BR2 is engaged, the release hydraulic pressure is discharged from the release hydraulic chamber 72 in the release state shown in FIG. 19 (a), and as shown in FIG. 19 (b), the piston 60 passes through the urging receiving member 100. The second holding plate 95 is moved in the fastening direction on the drive source side until it comes into contact with the stopper member 37 by receiving the urging force of the first spring 92 and the second spring 93, and the position of the piston 60 is moved to the plurality of friction plates 50. The position is immediately before contact, which is immediately before contact, and the brake BR2 is in the state immediately before contact.

When the second holding plate 95 comes into contact with the stopper member 37 in the state immediately before the contact shown in FIG. 19 (b), the piston 60 passes through the urging receiving member 100 and the second spring 93 as shown in FIG. 20 (a). It is moved in the fastening direction to the free length of the second spring 93 by receiving only the urging force of the piston 60, and the position of the piston 60 is in contact with or almost in contact with the friction plates 50 without pressing the plurality of friction plates 50. The zero clearance position is reached, and the brake BR2 is in the zero clearance state.

Then, when the fastening hydraulic pressure was supplied to the fastening hydraulic chamber 71 in the zero clearance state shown in FIG. 20 (a), the piston 60 was supplied to the fastening hydraulic chamber 71 as shown in FIG. 20 (b). The piston 60 is urged and moved in the fastening direction by the fastening hydraulic pressure, the piston 60 presses the plurality of friction plates 50, the position of the piston 60 becomes the fastening position where the plurality of friction plates 50 cannot rotate relative to each other, and the brake BR2 is fastened. It becomes a state.

On the other hand, when the brake BR2 is released, the fastening hydraulic pressure is discharged from the fastening hydraulic chamber 71 and the releasing hydraulic pressure is supplied to the releasing hydraulic chamber 72 in the fastening state shown in FIG. 20B, and the piston 60 is released. It is urged and moved in the release direction on the opposite drive source side by the release hydraulic pressure supplied to the hydraulic chamber 72, and passes through the zero clearance state shown in FIG. 20 (a) and the state immediately before contact shown in FIG. 19 (b). , The released state shown in FIG. 19A is obtained.

As described above, the brake BR2 is slip-controlled when the vehicle starts. When the brake BR2 is fastened, a lower hydraulic pressure than the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 to cause the plurality of friction plates 50 to slip, and then the fastening hydraulic pressure is supplied to the fastening hydraulic chamber 71 to provide a plurality of fastening hydraulic pressures. The friction plate 50 is fastened. On the other hand, when the brake BR2 is released, a lower hydraulic pressure than the release hydraulic pressure is supplied to the release hydraulic chamber 72, and after the plurality of friction plates 50 are in a slip state, the release hydraulic pressure is supplied to the release hydraulic chamber 72. The plurality of friction plates 50 are unfastened.

When the brake BR2 is engaged and released, lubricating hydraulic oil is supplied to the plurality of friction plates 50 through the lubrication supply oil passage L1, and when the brake BR2 is slip-controlled, the plurality of friction plates are supplied through the lubrication supply oil passage L1. Lubricating hydraulic oil is supplied to 50.

As described above, in the automatic transmission 10 according to the present embodiment, the brake BR2 includes the hub member 20 coupled to the transmission case 11, the drum member 40 coupled to the predetermined rotating member R3, and the hub member 20. By having a plurality of friction plates 50 arranged between the drum member 40, the hydraulic oil for lubrication supplied to the friction plate 50 of the brake BR2 is suppressed from staying due to the rotation of the drum member 40, and lubrication is performed. It is possible to suppress the drag resistance between the friction plates due to the hydraulic oil for use.

Further, the hub member 20 includes an inner cylindrical portion 23 with which the friction plate 50 is spline-engaged, and the drum member 40 has an inner cylindrical portion from one side in the axial direction with the outer cylindrical portion 41 with which the friction plate 50 is spline-engaged. A vertical wall portion 42 extending radially inward from 23 is provided. Then, the vertical wall portion 42 of the drum member 40 is provided with an extension portion 43 extending to the other side in the axial direction, and the hub member 20 is provided with a support portion 80c on the outer peripheral side of the extension portion 43. It is supported by the support portion 80c via a bearing member 45 arranged between the installation portion 43 and the support portion 80c.

As a result, the drum member 40 has a support portion 80c provided on the hub member 20 coupled to the transmission case 11, and an extension portion 43 provided on the vertical wall portion 42 and extending in the axial direction via the bearing member 45. Therefore, it is possible to prevent the vertical wall portion 42 of the drum member 40 from falling in the axial direction.

Therefore, in the automatic transmission 10 provided with the brake BR2 in which a plurality of friction plates 50 are arranged between the hub member 20 and the drum member 40, the drum is suppressed while suppressing the drag resistance between the friction plates due to the hydraulic oil for lubrication. It is possible to prevent the vertical wall portion 42 of the member 40 from falling in the axial direction.

Further, the hub member 20 includes a first hub member 21 that is spline-engaged with the transmission case 11 and a second hub member 31 that is fitted to the transmission case 11, and the support portion 80c is a second hub. It is provided on the member 31. As a result, the second hub member 31 can be fitted and fixed to the transmission case 11 and is connected to the support portion 80c provided on the second hub member 31 fixed to the transmission case 11 via the bearing member 45. By supporting the drum member 40, it is possible to effectively prevent the vertical wall portion 42 of the drum member 40 from falling in the axial direction.

Further, the peripheral groove 3 provided on the inner peripheral surface 11b of the transmission case 11 is provided with the peripheral groove side inclined surface 3a, the snap ring 17 is provided with the snap ring side inclined surface 17a, and the second hub member 31 snaps. It is fixed in the axial direction from the other side in the axial direction by the ring 17. As a result, the second hub member 31 can be fixed in the axial direction, and the support portion 80c provided on the second hub member 31 can be fixed in the axial direction, and the vertical wall portion 42 of the drum member 40 can be tilted in the axial direction. This can be effectively suppressed.

The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the gist of the present invention.

As described above, according to the present invention, in an automatic transmission provided with a brake in which a plurality of friction plates are arranged between a hub member and a drum member, the drag resistance between the friction plates due to the hydraulic oil for lubrication is reduced. Since it is possible to suppress the vertical wall portion of the drum member from falling in the axial direction while suppressing it, there is a possibility that it is suitably used in the field of manufacturing technology of this type of automatic transmission or a vehicle equipped with the automatic transmission. be.

3 Circumferential groove 10 Automatic transmission 11 Transmission case 17, 19 Snap ring 20 Hub member 21 First hub member 23 Inner cylindrical part 31 Second hub member 40 Drum member 41 Outer cylindrical part 42 Vertical wall part of drum member 43 Drum member Extension part 45 Bearing member 50 Friction plate 60 Piston 70 Hydraulic chamber 71 Fastening hydraulic chamber 72 Release hydraulic chamber 80 Oil passage forming member 80c Support portion BR2 Second brake

Claims (3)

An automatic transmission including a brake having a hub member coupled to a transmission case, a drum member coupled to a predetermined rotating member, and a plurality of friction plates arranged between the hub member and the drum member. It ’s a machine,
The hub member comprises an inner cylindrical portion to which the friction plate is spline-engaged.
The drum member includes an outer cylindrical portion with which the friction plate is spline-engaged, and a vertical wall portion extending radially inward from the inner cylindrical portion from one axial side of the outer cylindrical portion.
The vertical wall portion of the drum member is provided with an extension portion extending to the other side in the axial direction, and the hub member is provided with a support portion for supporting the drum member on the outer peripheral side of the extension portion.
An automatic transmission characterized in that the drum member is supported by the support portion via a bearing member arranged between the extension portion and the support portion. The hub member includes a first hub member having the inner cylindrical portion and spline-engaged with the transmission case, and is arranged adjacent to the first hub member and fitted to the transmission case. Equipped with a second hub member
The automatic transmission according to claim 1, wherein the support portion is provided on the second hub member. A peripheral groove into which a snap ring is fitted is provided on the inner peripheral surface of the transmission case.
The peripheral groove is provided with a peripheral groove side inclined surface that is inclined to one side in the axial direction toward the outside in the radial direction on the other side in the axial direction.
The snap ring is provided with a snap ring side inclined surface that abuts on the peripheral groove side inclined surface on the other side in the axial direction.
According to claim 2, the second hub member is fixed in the axial direction from the other side in the axial direction by the snap ring when the inclined surface on the snap ring side abuts on the inclined surface on the peripheral groove side. The described automatic transmission.

Images