JPH02125133A - Support structure for input shaft of automatic transmission - Google Patents

Abstract

PURPOSE:To improve the liquid-tight effect by supporting the input shaft of a transmission in the inner periphery of an oil pump cover fitted at a junction between a fluid transmitting device case and a transmission case via a support tube and a bearing. CONSTITUTION:An oil pump cover 31 is fixed at a junction between a case 20 storing a fluid transmitting device and the case 30 of a transmission, and a support tube 34 is press-fitted in its inner periphery. This support tube 34 supports an input shaft 28 with a bush 282 inserted at the engine side end section and a bearing 283 inserted at the opposite side end section. An oil seal bush 286 is inserted between the adjacent support tube 34 and input shaft 28 on the engine side of the bearing 283. The input shaft is surely supported at two points, and the liquid-tight effect can be improved while the evil influence of the three-point support is avoided.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a support structure for an input shaft of an automatic transmission equipped with a fluid transmission device and a planetary gear device.

[Prior art]

In an automatic transmission equipped with a fluid transmission device and a planetary gear device, it is fixed to the joint between the fluid transmission device case and the transmission case as a structure that supports the input shaft of the transmission connected to the output shaft of the fluid transmission device. A structure in which an input shaft is supported by a support tube press-fitted into the inner circumference of an oil pump cover is disclosed, for example, in Japanese Patent Application Publication No. 45171 of 1988.

In the input shaft support structure disclosed in the above publication, the input shaft is supported at two points by bushes inserted into the front and rear ends of the support tube. Among these bushings, especially the rear bushing also serves as a seal for the hydraulic circuit, so maintaining sealing performance is also an important requirement.

[Problem to be solved by the invention]

A bearing is suitable as a member for supporting the shaft, but as a support member for the input shaft of a transmission, it is necessary to have sealing properties, and a bearing alone cannot satisfy this requirement.

Therefore, if bushings are installed in addition to bearings, the disadvantages of three-point support may occur.

The present invention aims to provide a support structure for an input shaft of a transmission that has little deterioration over time and has high oil sealing properties while eliminating the disadvantages of three-point support by disposing a bushing adjacent to a bearing. purpose.

[Means to solve the problem]

The present invention provides an oil pump cover (31) fixed to a joint between a case (20) housing a fluid transmission device and a case (30) housing a transmission;
The support tube (34) press-fitted into the inner circumference of the support tube (3)
Bush (282) inserted into the engine side end of 4)
and an input shaft (28) supported by a bearing (283) inserted into the end of the support tube opposite to the engine side.

The support tube (283) adjacent to the engine side of the bearing (283)
34) and the input shaft (28), an oil seal bushing (286) is inserted between the input shaft (28) and the input shaft (28).

Note that the symbols in parentheses above are in contrast to the drawings, but do not limit the structure in any way.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

FIG. 2 shows a skeleton of an automatic transmission, and the automatic transmission 1 includes a torque converter 2 and a transmission 3, which are fluid transmission devices. The transmission 3 consists of a main transmission 4 and an auxiliary transmission 10 that are arranged concentrically.The main transmission 4 achieves four forward speeds and one reverse speed, and the auxiliary transmission 1o is directly connected with a reduction ratio of 1. and a reduction ratio of 1 or more.

The transmission 3 uses five clutches, three brakes, and three one-way clutches as frictional engagement elements.

The torque converter 2 includes a converter case 21 that is an input member connected to the crankshaft of the engine, and the converter case 21 drives a pump impeller 22 . The hydraulic oil pressurized by the pump impeller 22 passes through the stator 23 supported by the case 3o of the transmission 3 via the one-way clutch 24, drives the turbine runner 27, and transmits power to the turbine output shaft 28. A lock-up clutch 26 for coupling is provided between the pump impeller 22 and the turbine output shaft 28, and the converter case 21 and the output shaft 28 are directly coupled when necessary.

The output shaft 28 of the torque converter 2 acts as an input shaft of the main transmission 4, and this input is transmitted to the clutch drum 40 of the first clutch 41.

The first clutch 41 is a forward clutch that is always activated when the vehicle is moving forward, and power is transmitted via the clutch hub 43 to an outer race 46 that is integrated with the clutch hub 43 of the first one-way clutch 45. An inner race 47 of the one-way clutch 45 drives a large sun gear shaft 48 and a large sun gear 49 that is integrated with the large sun gear shaft 48 . The first one-way clutch 45 operates between 1st and 4th speeds.

A second clutch 52 is disposed inside the drum 40 of the first clutch 41 . The second clutch 52 is a clutch that operates in the fourth and fifth speeds, and the clutch hub 53 is connected to an intermediate shaft 55, and the intermediate shaft 55 supports the carrier 54 of the planetary gear set N80.

The drum 40 of the first clutch 41 is the fifth clutch 65
drum 60. The fifth clutch 65 is a so-called coast clutch that transmits torque from the wheel side to the engine side, and its hub 67 is connected to the large sun gear shaft 4.
Combined with 8. A hub 74 of a third clutch 73 is connected to the drum 60 of the fifth clutch. The third clutch 73 is a so-called reverse clutch that operates during reverse travel, and the clutch drum 75 is connected to a small sun gear 78 via a small sun gear shaft 77. Third clutch 73
The drum 75 also serves as a brake drum for the first brake 71, and the first brake 71 is activated in the third and fifth speeds.

The planetary gear system 80 is a so-called Ravignol planetary gear system that has two sun gears with different numbers of teeth and shares a carrier and a ring gear, but in the present invention, a Ravignault type gear train with a ring gear as an output is adopted. do.

A shaft 81 is attached to the carrier 54 which is integrally connected to the intermediate shaft 55.
and one end of the shaft 83 is attached. The shaft 81 supports a long pinion 82 and the shaft 83 supports a short pinion 84. The large sun gear 49 meshes with the long pinion 82, and the small sun gear 78 meshes with the short pinion 84, respectively.

The other ends of the shaft 81 and the shaft 83 are connected to a hub 85 of a third brake 93, and the hub 85 supports a brake disc of a friction plate type brake 93 on its outer periphery, and the brake plate is supported on the case 30 side. Ru. The third brake 93 operates during reverse travel and for engine braking in 1st and 2nd gears.

The inner peripheral portion of the hub 85 forms an outer race 91 of the second one-way clutch 90, and an inner race 92 of the one-way clutch 90 is integrally fixed to the support 35 fixed to the case 30. The second one-sided clutch 90 operates in first and second speeds.

The short pinion 84 meshes with a ring gear 96 formed inside one end of a drum 95, and this drum 95 acts as an output member of the main transmission 4 and an input member of the sub-transmission 10.

That is, a ring gear 101 is provided inside the other end of the drum 95.
is integrally formed, and a shaft 105 is attached to this ring gear 101.
The pinion 102 supported by the pinion meshes with the pinion 102 . One end of the shaft 105 is supported by a carrier 103, and the carrier 103 is integrated with the output shaft 120. The other end of the shaft 105 is connected to the clutch hub of the fourth clutch 104, and the clutch drum 110 of the fourth clutch 104 is connected to the second brake 11.
Also serves as the second brake drum.

The fourth clutch 104 operates in the second to fifth speeds, and brings the sub-transmission 10 into a directly connected state. The second brake 112 is a reverse brake that operates during reverse travel and during engine braking in first gear, and employs a band type brake.

The other end of the shaft 108, which has a sun gear 10G that meshes with the pinion 102 formed at one end, forms an inner race 109 of a third one-way clutch 113, and fixes an outer race 115 of the - direction clutch 113 to the case 30. drum 1
10 is integrally coupled to shaft 108.

Figure 1 shows a cross section of an automatic transmission, and the whole is denoted by 1.
The automatic transmission shown by is composed of a torque converter 2 and a transmission 3. The torque converter 2 is installed in a case 20, and includes a drum-shaped converter case 21 connected to the crankshaft of the engine at the frontmost part (hereinafter, the side closest to the engine will be referred to as the "front side"). converter case 2
1 connects and drives an engine crankshaft and a pump impeller 22, and the hydraulic oil pressurized by the pump impeller 22 drives a turbine runner 27 and stator 2.
3 to the pump impeller 22. The turbine runner 27 drives a turbine shaft 28 directly connected thereto.

The stator 23 is connected to the fixed part 30 via the one-sided clutch 24.
A lock-up piston 25 is disposed between the turbine runner 27 and the drum-shaped converter case 21, and when necessary, a lock-up clutch 26 between the lock-up piston 25 and the converter case 21 is actuated to reduce the turbine output. The converter case 21 is directly connected to the shaft 28 which serves as the input shaft of the transmission. An oil pump cover 31, a partition plate 32, and an oil pump housing 33 are arranged at the joint between the case 20 of the torque converter 2 and the case 30 housing the transmission 3.

The oil pump cover 31 consists of a face plate-like portion having an oil passage therein and a boss portion whose center portion protrudes rearward. The partition plate 32 supports the side surface of the rotating body of the oil pump 29 and defines an oil passage, etc., and forms the oil pump 29 within the oil pump housing 33 .

A rear end portion of the pump impeller 22 is coupled to a rotating body of an oil pump 29. The rotating body of the oil pump 29 is driven within the oil pump 29 to generate the necessary hydraulic pressure. The oil pump cover 31 has an oil pump 29 formed inside.
A face plate portion 311 that covers the front opening of the transmission case, and a hollow boss portion 312 that protrudes from the center of the transmission case into the inside of the case.
A hollow tubular support cylinder 34 is press-fitted into 2.

The support cylinder 34 supports the shaft 28 connected to the turbine runner 27 of the torque converter through a sleeve and a bearing inside the front and rear ends. This shaft 28 is an input shaft of the transmission 3, and the rear end of the shaft 28 is provided with a flange portion 281 that expands in the radial direction, and thrust bearings having the same diameter are interposed on both sides of the flange portion 281.

The outer circumference of the flange 281 is connected to an inner cylinder 401 of a clutch drum 4°, and a first clutch 41 is installed inside the clutch drum 40. The clutch drum 40 has a cylindrical shape with a supported front end and an open rear end, and rotates together with the input shaft 28 . Inner cylinder 401
The inner diameter side of the front support 31 slides and rotates on the outer circumferential surface of a cylindrical oil passage member 315 that forms an oil passage and is fitted to the outer circumference of the boss portion 312 of the front support 31 .

A large diameter piston 42 is provided on the outer circumference of the inner cylinder 401.
and a small diameter piston 56 is inserted in the form of a double piston. The large diameter piston 42 also serves as a cylinder for the small diameter piston 56, and is fitted inside the drum 40 in a fluid-tight manner. The large-diameter piston 42 is for operating the first clutch 41, and when the piston 42 is operated, the clutch plate is spline-engaged to the inside of the drum 40 and the clutch hub 43 is spline-engaged. Transmits power between the clutch disc and the clutch disc. A wall surface 431 extending in the axial direction is formed on the front side of the clutch hub 43.

Thrust bearings are arranged on both sides of this wall surface 431. The inner diameter portion of the clutch hub 43 is connected to the first one-sided clutch 4
The outer lace 46 of No. 5 is formed.

The inner race 47 of the directional clutch 45 is connected to the large sun gear shaft 4
It is formed integrally with the front end of 8. A large sun gear 49 is attached to the rear end of the large sun gear shaft 48 via serrations. The large sun gear shaft has a cylindrical shape, and the inner peripheral portions of its front and rear ends are supported by an intermediate shaft 55 using bearings.

A second clutch 5 is disposed inside the large diameter piston 42 in the radial direction.
2 and a small-diameter clutch piston 56 for actuating the clutch 52. The clutch plate is splined to the inner peripheral surface of the piston 42, and the clutch disk is splined to a clutch hub 53 disposed inside. The small diameter piston 56 transmits power between the large diameter piston 42 which rotates together with the drum 40 and the hub 53. The large diameter piston 42' and the small diameter piston 56 are always urged in the non-operating direction by a return spring 541 stretched between them and the inner cylinder 401.

The clutch hub 53 has a wall surface 5 extending from the rear end side to the shaft center.
31, the intermediate shaft 55 is spline-serrated connected to the vicinity of the distal end thereof. The tip of the intermediate shaft 55 is the input shaft 28
It is supported via a bearing on the inner diameter of the rear end. The rear end of the intermediate shaft 55 is supported by the front end of an output shaft, which will be described later, and a carrier 54 that extends in the radial direction is provided near the rear end of the intermediate shaft 55.

The open rear end of the drum 40 containing the first clutch 41 and the second clutch 52 is connected to a fifth clutch by a spline.
The clutch drum 60 of the clutch is coupled to the clutch drum 60 of the clutch. A fifth clutch 65 is provided inside the clutch drum 60 and includes a clutch plate that is spline-engaged with the clutch drum 60 and a clutch disc that is spline-engaged with a clutch hub 67 located inside the clutch drum.
Deploy. A lower end of a wall surface 671 formed from the front side of the clutch hub 67 toward the axis is coupled to the large sun gear shaft 48 . An inner cylinder 601 is formed on the inner circumferential side of the clutch drum 60, and the outer circumferential side of the inner cylinder 601 supports a piston 66 in a slidable manner. A return spring 661 is provided between the piston 66 and the inner cylinder 601.

The inner peripheral side of the inner cylinder 601 is a stepped cylindrical member 771
A clutch hub 74 is mounted on the opposite side of the fifth clutch 65 of the six-clutch drum 60, which is rotatably supported on the drum 6.
0, and the clutch hub 74 supports a clutch disk constituting the third clutch 73 via a spline. The clutch plate of the third clutch 73 is supported by a drum 75 that also serves as an outer cylinder, and a belt-type first brake 71 is provided on the outer periphery of the drum 75. An inner cylinder 751 is formed on the inner circumferential side of the drum 75, and a piston 76 that operates the clutch 73 is slidably supported on the outer circumferential side of the inner cylinder 751. A return spring 761 is provided between the inner cylinder 751 and the piston 76.

The distal end of the inner cylinder 751 is spline-engaged with the cylindrical member 771, and the inner periphery of the cylindrical member 771 is coupled to the front end of the small sun gear shaft 77, so that the drum 75 rotates together with the small sun gear shaft 77. The small sun gear shaft 77 is cylindrical and has a small sun gear 78 formed at its rear end. The inner peripheral portions of the front and rear ends of the small sun gear shaft 77 are supported by the large sun gear shaft 48 via bearings.

A central support member 35 is provided at the center inside the case 30. This central support member 35 has a flange portion that engages with the inner peripheral portion of the case, a stepped boss formed in the inner diameter direction of the flange portion that protrudes to the front side, and a short boss that protrudes to the rear side, and protrudes to the front side. A small-diameter ring member 36 and a large-diameter ring member 37 are respectively fitted to the outer periphery of the stepped portion of the boss.

The small diameter ring member 36 rotates and slides on the inner circumference of the cylindrical member 771 at its outer circumference, and the large diameter ring member 37 rotates and slides on the inner circumference of the inner cylinder 751 of the drum 75 at its outer circumference via a bearing. It is rotatably supported by a member 37.

Since the intermediate shaft 55 supports the large sun gear shaft 48 and the large sun gear shaft 48 supports the small sun gear shaft 77, this shaft portion has a triple shaft structure.

The rear side of the flange portion of the central support member 35 forms a cylinder, into which a piston 94 for actuating a third brake 93 is fitted. An iron sleeve 38 is press-fitted into the inner diameter of the central support member 35, and the rear end of the sleeve 38 is formed into a ring shape, into which the inner race 92 of the second one-way clutch 90 is press-fitted. A return spring 941 is interposed between the inner race 92 and the piston 94. The outer race 91 of the second one-way clutch 90 also serves as the hub of the third brake 93.

A brake disc is splined to the outer periphery of the brake disc.

The brake plate of the third brake 93 is fitted onto the inner periphery of the case 3o with a spline.

A ring member 911 is fixed to the rear side of the outer race 91 of the second one-way clutch 9o.
1 and the carrier 54 of the intermediate shaft 55.
and supports the pinion shaft 83. These pinion shafts 8
A plurality of pinion shafts 1.83 are provided, and the pinion shaft 81 supports a long pinion 82 and the pinion shaft 83 supports a short pinion 84. Short pinion 84 meshes with small sun gear 78 and ring gear 96, and long pinion 82 meshes with large sun gear 49.

The ring gear 96 is fixed to the front end of the drum 95,
The inner hole formed in the wall surface 951 of the drum 95 has a gap between it and the intermediate shaft, and both sides of the inner hole are supported by thrust bearings. The ring gear 96 has a ring gear 101 at its rear end on the opposite side with this wall surface 951 in between.

The ring gear 101 provides input to the auxiliary transmission, and as described above, the auxiliary transmission is a reduction gear having one set of planetary gear trains, and is of the type that takes the input of the ring gear from the carrier and outputs it. . A pinion 102 that meshes with a ring gear 101 meshes with a sun gear 106, and the pinion 102 is supported by a shaft 105. The front end of the shaft 105 is supported by a carrier 103 formed at the front end of an output shaft 120, and a hub 107 of a fourth clutch 104 is provided at the rear end of the shaft 105. The clutch hub 107 supports a clutch disk by a spline, and supports a clutch plate by a spline on the inner circumference of an opposing drum 112.

A second brake 112 is arranged on the outer periphery of the drum 110.

A stepped cylindrical rear shaft support member 125 that protrudes toward the front of the case 30 is attached to the rear wall of the transmission case 30, and the inner circumference of the cylindrical sun gear shaft 108 is attached to the outer periphery of the rear shaft support member 125. Support the periphery. The sun gear shaft 10B has a sun gear 106 that meshes with a pinion 105 at its front end, and the rear part of the sun gear shaft 108 is integrated with a drum 110. A piston 116 is fitted inside the drum 110, and a return spring 117 is provided between the piston 116 and the sun gear shaft 108.

An inner race 109 of a third one-way clutch 113 is formed on the rear side of the drum 110 of the sun gear shaft 108, and an outer race 115 of the one-way clutch 113 is spline supported inside the case 30.

A rear case 301 that supports the output shaft 120 is attached to the rear end of the case 30, and the output shaft is supported by bearings arranged inside the front end of the rear shaft support member 125 and inside the rear end of the rear case 301. The outer diameter portion of the rear end of the intermediate shaft 55 is supported by a bearing.

The output shaft 120 is provided with a parking gear 126 and a speedometer drive gear 131.

The parking gear 126 cooperates with a pawl 127 disposed on the fixed side to achieve a parking brake, and the drive gear 131
drives the speedometer.

A flange 129 is integrally provided on the parking gear 126, and the rotation speed of the output shaft 120 is obtained by detecting passage of the flange through a slit with a sensor 130.

At the rear end of the output shaft 120 is a connecting member 135 to the axle shaft.
is inserted and fixed to the output shaft 120 with a nut 136. A hydraulic control device (not shown) is provided at the bottom of the transmission case 30 to control the operation of the clutch and brake of the transmission. The hydraulic control device is covered with a cover 11 that also serves as an oil pan.

The operation of this automatic transmission will be explained below.

This automatic transmission has five forward speeds and one reverse speed. Table 1 shows each speed and the operation of the frictional engagement elements that achieve the speed change.

Table 1 (○) indicates operation during engine braking. Table 1 shows gears on the vertical side and frictional engagement elements on the horizontal side. The O mark indicates that the frictional engagement element is operating. , (0) indicates that it operates during engine braking.

Reference numerals 41, 52, 73°104.65 indicate the first to fifth clutches, and reference numerals 71, 112, .
93 indicates the first brake to the third brake, respectively;
Reference numerals 45, 90, and 113 indicate the first to third one-way clutches, respectively.

Figures 3 to 8 show the power transmission paths at each gear stage, and the thick line portion is the path where the power is transmitted.
The shaded area indicates the element to be fixed.

Figure 3 shows the power transmission path at 1st speed, and shows the input shaft 28.
The power is transmitted from the first clutch 41 to the first one-way clutch 45 and drives the large sun gear shaft 48 and the large sun gear 49. Since the shaft 81 of the long binion with which the large sun gear 49 meshes is fixed by the action of the second one-way clutch 90, the rotation of the large sun gear 49 is decelerated and transmitted to the ring gear 96. This rotation is transmitted to ring gear 101 via drum 95. In 1st speed, the sun gear shaft ]-08 of the planetary device constituting the sub-reducer is fixed by the action of the third one-way clutch 113, so the rotation input from the ring gear 101 is decelerated and transmitted to the carrier 103 and output. Output from shaft 120.

That is, in the first speed, the rotation that has been decelerated by the main transmission is further decelerated by the sub-transmission and then output.

FIG. 4 shows the power transmission path in 2nd gear, and the route up to the tram 95, which also serves as the output shaft of the main transmission and the input shaft of the auxiliary transmission, follows the same route as in 1st gear.

The fourth clutch 104 of the auxiliary transmission operates to maintain the auxiliary transmission in a directly coupled state, and the input from the drum 95 is transmitted to the output shaft 120 as is.

FIG. 5 shows the power transmission path at the third speed, in which the first brake 71 operates to fix the small sun gear shaft 77. The power of the large sun gear shaft 48 is decelerated from the large sun gear shaft 49 and transmitted to the ring gear. The reduction ratio at this time is small sun gear 78
, the number of teeth of the large sun gear 49 and ring gear 96. The fourth clutch 104 is operated to maintain the direct connection state of the sub-transmission, and the power of the drum 95 is directly transmitted to the output shaft.

FIG. 6 shows the power transmission path at the fourth speed, where both the first clutch 41 and the second clutch 52 operate. Therefore, the power of the input shaft 28 is transferred to the intermediate shaft 55 and the large sun gear shaft 4.
Since the planetary gear train does not move relative to each other, the intermediate shaft 55 and the large sun gear shaft 48 are directly connected to the drum 95. The auxiliary transmission is also maintained in a directly connected state, and eventually the input shaft 28 and output shaft 120 are directly connected.

FIG. 7 shows the power transmission path at the fifth speed, in which the second clutch 52 operates and the power from the input shaft 28 is transmitted to the intermediate shaft 55. The first brake 71 operates and the small sun gear shaft 7
7 is fixed, the rotation of the carrier 54 integrated with the intermediate shaft 55 is accelerated and transmitted to the drum 95. Since the direct connection state of the sub-transmission is maintained, the power of the drum 95 is directly transmitted to the output shaft 120.

The fifth speed is an overdrive in which the rotational speed of the input shaft 28 is increased and transmitted to the output shaft 120.

FIG. 8 shows the power transmission path during reverse movement, in which the third clutch 73 operates to transfer the power from the input shaft 28 to the small sun gear shaft 77.
tell to. Since the third brake 93 operates and fixes the short pinion shaft 83 that meshes with the small sun gear shaft 78,
The rotation of the small sun gear shaft 78 is reversed with deceleration and transmitted to the ring gear 96 and drum 95. Since the second brake 112 of the sub-transmission is also activated and fixes the sun gear shaft 108, the power input to the ring gear 101 is decelerated and transmitted from the carrier 103 to the output shaft 120.

Therefore, when reversing, the auxiliary transmission further decelerates the vehicle.

This speed change state is shown in the speed diagram of FIG.

In the figure, reference numeral 4 indicates a main transmission equipped with a Ravigneau planetary gear mechanism, and reference numeral 1o indicates an auxiliary transmission that achieves deceleration (underdrive).

The gear ratio of each transmission is determined by appropriately selecting the number of gear teeth of the planetary gear train, but in this transmission, the sub-transmission that acts as a speed reducer is activated only during first speed and reverse. The reason for this is to avoid, as much as possible, control to engage and disengage two clutches and brakes at the same time.

FIG. 10 shows details of the present invention, in which an oil pump cover 31 fixed with bolts to the joint between the torque converter case 20 and the transmission case 30 has an oil passage 3 inside.
13, and a cylindrical boss portion 312 having an oil passage 314 formed on its outer periphery. Boss part 312
protrudes rearward, and the oil passage member 315 is press-fitted into the outer peripheral portion thereof.

A support m34 is inserted into the inner peripheral part of the boss part 312 of the oil pump cover 31, and is integrated with the inner peripheral part of the boss part 312 using serrations.

The support cylinder 34 is a stepped cylinder that is thin at the front and thick at the rear, and has an oil groove 341 in the part that contacts the inner peripheral surface of the boss part 312.
is formed.

The support tube 34 supports the input shaft 28 at the inner circumference of its front end and the inner circumference of its rear end. In the illustrated embodiment, the front end is provided with a bushing 28.
2, the rear end is supported by a needle bearing 283. The rear end of the input shaft 28 has a flange portion 28 that expands in the radial direction.
1, and thrust bearings 284 of the same diameter are arranged on both sides of this flange portion 281 to receive thrust.

An inner cylinder 401 of the drum 40 is integrally attached to the outer peripheral portion of the flange portion 281. Inner cylinder 4
01 rotates together with the input shaft 28.

It rotates and slides between the oil passage member 315 fitted to the boss portion 312 of the oil pump cover 31. Inner cylinder 40
1 is the piston 4 that operates the first clutch 41.
2, and oil passages 316 and 3 formed in the oil passage member 315, which slidably support the piston 56 that operates the second clutch 52.
Piston 42 from the front support 31 side via 17
and hydraulic oil for operating the piston 52. Since this hydraulic oil is supplied from the fixed oil passage member 315 to the rotating inner cylinder 401, seals 316a and 317a are provided on both sides of the oil passages 316 and 317.
, 317 is provided with a drain passage 318. The existence of this drain passage 318 prevents hydraulic oil from leaking between the oil passage 316 and the oil passage 317, thereby preventing unnecessary dragging of the first clutch and the second clutch.

The inner periphery of the rear end of the input shaft 28 supports the front end of the intermediate shaft 55 via a bearing 551. An oil passage 552 for lubricating oil is formed in the axial center of the intermediate shaft 55, and the oil passage 552 of the intermediate shaft 55 is passed through a radial oil passage 285 formed on the input shaft 28.
supply lubricating oil.

An oil passage 287 that opens toward the torque converter is also provided in the axial center of the input shaft 28 to supply hydraulic oil to the piston that operates the lock-up clutch.

The rear end of the oil passage 287 formed in the input shaft 28 becomes a radial hole 287a and opens into the gap between the input shaft 28 and the support cylinder 34, so that the oil passage 287a formed in the input shaft is used as the oil passage 287a through which oil from the torque converter side passes. It is necessary to reliably seal between the lubricating oil passage 285 and the lubricating oil passage 285.

A bushing 286 is fitted adjacent to the bearing 283 that supports the rear end of the input shaft 28 for sealing. The bush 286 has the function of supporting the shaft, but the load on the input @28 is between the bush 282 at the front end and the bearing 2 at the rear end.
83, the bushing 286 functions exclusively as an oil seal, and avoids the disadvantage of supporting the input shaft 28 at three points.

The inner circumferential surface of the bush 286 rotates and slides on the inner circumferential surface of the input shaft 28, but the gap between the sliding parts is extremely small, so no oil leaks and a seal is formed between the oil passage 285 and the oil passage 287a. is guaranteed.

In addition to an oil passage 286a communicating with the lubricating oil passage S52 in the intermediate shaft 55, the bush 286 is also provided with an oil passage communicating with the oil passage of the inner cylinder 401 via the oil passage member 315.

Since the bushing 286 does not support a load, there is no wear due to use, and there is little deterioration in hydraulic seal performance. It is also possible to prevent the inconvenience of the torque converter's hydraulic oil becoming insufficient due to leakage from the bushing 286 to other oil passages, as well as leakage from other oil passages formed in the bushing 286.

〔Effect of the invention〕

As described above, the present invention press-fits a support tube into the inner circumference of an oil pump cover that is attached to the joint between the case of a fluid transmission device and the case of a transmission. Since the input shaft of the transmission is supported through a bearing, the input shaft can be reliably supported at two points, and an oil seal bushing is inserted just before the bearing that supports the rear side of the input shaft. This has the effect of improving the liquid-tight effect while avoiding the disadvantages of three-point support.

[Brief explanation of drawings]

Fig. 1 is a sectional view of the automatic transmission of the present invention, Fig. 2 is an explanatory diagram showing an overview of the automatic transmission, Fig. 3 is an explanatory diagram showing the power transmission line at 1st speed, and Fig. 4 is FIG. 5 is an explanatory diagram showing a power transmission line in second gear, and FIG. 5 is an explanatory diagram showing a power transmission line in third gear. Fig. 6 is an explanatory diagram showing the power transmission line at 4th speed, Fig. 7 is an explanatory diagram showing the power transmission line at S speed, and Fig. 8 is an explanatory diagram showing the power transmission line at reverse speed. An explanatory diagram, FIG. 9 is a diagram showing the gear ratio, and FIG. 10 is a sectional view of the main part. 1... Automatic transmission, 2... Torque converter. 4... Main transmission, 10... Sub-transmission, 28... Input shaft. 30...Transmission case, 31...
...Oil pump cover 34...Support tube, 35...Central support member, 48...Large sun gear shaft, 5...・・・・・・
...Intermediate shaft, 7...Small sun gear shaft, 2...Inner race. ４・・・・・・・・・Piston. 20... Output shaft. 82...BUTSUSH, 86...BUTSUSH, 51...BEARING. Patent Applicant: Aisin AW Co., Ltd. Agent: Patent Attorney: 5 Akira Meiki (2 others)

Claims (1)

[Claims] (1) In a support structure for an input shaft of an automatic transmission that includes a fluid transmission device driven by the crankshaft of an engine and a planetary gear device whose input shaft is a shaft connected to the output shaft of the fluid transmission device, An oil pump cover fixed to the joint between the case housing the device and the case housing the transmission, a support tube press-fitted into the inner circumference of the oil pump cover, and a bush inserted into the engine-side end of the support tube. and an input shaft supported by a bearing inserted into the end of the support cylinder opposite to the engine side, and an oil seal bushing is inserted between the support cylinder and the input shaft adjacent to the engine side of the bearing. A support structure for an input shaft of an automatic transmission characterized by: