JPH02129441A - Shaft support structure in automatic transmission - Google Patents

Abstract

PURPOSE:To prevent a bearing material from being out of oil and to improve the wear-resistance by forming an oil hole communicating with a lubricating oil supply path having a designated oil pressure on a support member and supplying lubricating oil from the oil hole to a groove of bush. CONSTITUTION:A support member 2 includes a shaft 5' rotatably supported thereon through a bush 3. The bush 3 comprises the outer peripheral portion formed by a strength member 3a and the inner peripheral portion 3b. A groove 6 is formed on the strength member 3a extending over the whole outer periphery. A designated number of holes 7 are formed in such a manner as to extend from the groove 6 and pierce through the inner peripheral surface. An oil hole 2a communicating with a lubricating oil supply oil path 9 having a designated oil pressure is formed on the support member 3. The oil hole 2a is adapted to supply lubricating oil in the groove 6 of the bush 3. Thus, the slide bearing material 3b can be prevented from oil deficiency so as to improve the wear- resistance of the bush 3 and seizure-resistance.

Description

Detailed Description of the Invention (a) Industrial Application Field The present invention relates to an automatic transmission in which a shaft such as an input shaft is supported via a bushing, and particularly an automatic transmission in which the input shaft is divided into front and rear parts. The present invention is suitable for use in machines, and specifically relates to a shaft support device using a bushing.

(0) Prior Art Recently, as shown in Japanese Unexamined Patent Publication No. 62-93545, the present applicant has provided a planetary gear that is a combination of a single planetary gear and a dual planetary gear, and integrally connects the sun gears of both planetary gears. The carriers are also integrally connected to each other, and the carrier is connected to a counter (drive) gear serving as an output member, and the input shaft and the ring gear of the single planetary gear are connected via a first clutch. The input shaft and the sun gear are connected via a second clutch, and the sun gear is locked by a second brake via the first brake or the first one-way clutch. We have proposed an automatic transmission equipped with an automatic transmission mechanism that is locked by a third ring gear brake or a second one-way clutch and obtains three forward speeds by appropriately operating each clutch and each brake.

Furthermore, this automatic transmission mechanism has one skewered input shaft, and the rear end of the input shaft is supported by the rear cover boss via a needle bearing, and the front end of the input shaft is supported by the rear cover boss through a needle bearing. is supported on the stator shaft via a bush.

Further, an oil hole for lubricating oil is formed in the input shaft from the rear end, and a horizontal hole is formed from the central oil hole toward a predetermined lubrication point. Further, the front end of the input shaft is provided with an oil hole for converter hydraulic pressure that controls a lock-up clutch in the torque converter.

The bushing supporting the front end of the input shaft is supplied with the oil for lubrication or converter hydraulic pressure,
The oil penetrates from the side of the bushing to lubricate the bearing surface between it and the input shaft.

The present applicant has also devised a system in which the input shaft is divided into front and rear parts and the two divided input shafts are connected by a spline, as shown in Japanese Patent Laid-Open No. 63-145846.

(C) Problems to be Solved by the Invention By the way, a bushing is made by sintering a sliding bearing material such as porous bronze on the inner circumference of a base metal made of a strength member such as steel.
It is desirable to always supply sufficient lubricating oil over the entire surface of the bearing material.Especially when the operating conditions become severe, such as when an automatic transmission/transmission is applied to a large-capacity engine or a high-speed engine, In the method of supplying lubricating oil from the side of the bushing, there is a risk that the sliding surface may run out of oil and cause problems such as premature wear.

Recently, a method of supplying lubricating oil from the shaft side to the center of the bushing to prevent the above-mentioned oil shortage has been considered, but there are cases where the bushing is in a position where it cannot form a wave path on the shaft side. When an oil hole is formed in the shaft, stress concentration occurs at the oil hole portion, resulting in a disadvantage that the strength of the shaft is reduced.

In particular, in the case of the bush that supports the front end of one input shaft in the above-mentioned automatic transmission, it is difficult to form a lubricating oil path in the shaft because the torque converter oil pressure oil path is formed therein. Furthermore, in the case of the bushing that supports the divided front input shaft, since the bushing is located near the spline portion that connects the front and rear input shafts, it is difficult to form a lubricating oil passage due to the strength of the shaft.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a shaft support device for an automatic transmission that solves the above-mentioned problems by supplying lubricating oil from a support member to the center portion of a bush.

(d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances, and for example, as shown with reference to FIGS.
In an automatic transmission (A) comprising a shaft (5') rotatably supported via a bushing (3), the bushing (3) has a strength member (3a) on its outer periphery and a strength member (3a) on its inner periphery. consists of a sliding bearing member (3b), and the strength member (
A groove (6) extending all the way around the outer circumference is formed in the support member (3), and a predetermined number of holes (7) are formed penetrating from the groove to the inner peripheral surface, and a predetermined hydraulic pressure is applied to the support member (3). An oil hole (2a) communicating with the lubricating oil supply oil passage (9) is formed, and lubricating oil is supplied from the oil hole (2a) to the groove (6) of the bush (3). shall be.

(f) Function Based on the above configuration, lubricating oil is supplied from the supply oil passage (9) to the outer circumferential surface of the bushing (3) through the oil hole (2a) of the support member (2) due to the generation of lubricating oil pressure as the engine rotates. It is supplied to the groove (6) formed in the groove (6). Then, the sliding bearing material (3b) of the bushing (3) is passed from the wave groove (6) to the hole (7).
), and the bush (3) is supplied with sufficient lubricating oil over the entire surface of the plain bearing material (3b) on its inner periphery to support the shaft (5').

As an example, the shaft is a front input shaft (5') of input shafts (5), (5') divided into front and rear parts, the support member is a stator shaft (2), and the lubricant An oil supply passage (9) is formed in the pump cover (10), and from the supply oil passage (9) to an oil hole (10a) and a groove (10b) formed in the pump cover (1o) and the stator shaft. Lubricating oil is supplied to the groove (6) of the bush (3) through the oil hole (2a) formed in the bush (2).

Note that the symbols in parentheses are used to contrast with the drawings, but do not define the structure in any way.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to the drawings.

First, an outline of the automatic transmission A to which the present invention is applied will be explained with reference to FIG. 4. The automatic transmission A has an input shaft 5. (5'), counter shaft 22 and front axle shafts 23a, 23b 3
A torque converter 26 having a lock-up clutch 25 and a first automatic transmission mechanism section 1 are supported on the input shaft 5, and a second automatic transmission mechanism section 27 is supported on the counter shaft 22. A front differential device 29 is further supported on the front axle shafts 23a and 23b.

The first automatic transmission mechanism section 1 is a single planetary gear 30
and a planetary gear unit 16 formed by combining dual planetary gears 31, and the planetary gear unit 16 is configured by integrally connecting the sun gears 81 and the carriers CR1 of both planetary gears,
Further, a pinion meshing with the sun gear S1 is constituted by a long pinion P1. The input shaft 5 and the ring gear R1 of the single planetary gear 30 are connected via the first (forward) clutch C1, and the input shaft 5 and the sun gear S1 connect the second (reverse & direct) clutch C2. connected via. Further, the sun gear S1 is directly locked by the first brake B1, and its one-way rotation is locked by the second brake B2 via the first one-way clutch F1. In addition, the ring gear R of the dual planetary gear 31
2 is directly locked by a third brake B3, and one-way rotation is locked by a second one-way clutch F2. Then, the carrier CR1 is connected to the case bulkhead 1.
It is connected to a counter drive gear 19 supported by 7a, and this gear 19 serves as an output member of the first automatic transmission mechanism section 1.

Further, the second automatic transmission mechanism section 27 has one single planetary gear 32, and a carrier CR3 of the planetary gear and a sun gear S3 are connected via a third (direct) clutch C3. Also, Sun Gear S
3 is directly locked by a fourth (underdrive) brake B4, and one-way rotation is locked by a third one-way clutch F3. A ring gear R3 is connected to a counter driven gear 33 that meshes with the counter drive gear 19 and becomes an input member of the automatic transmission mechanism section 27, and a carrier CR3 is connected to the counter shaft 22.

Further, a reduction gear 35 serving as an output member of the automatic transmission mechanism section 27 is fixed to the counter shaft 22.

The front differential device 29 also includes a differential carrier 36 and left and right side gears 37a, 37b, and a ring gear 39 is fixed to the differential carrier 36, which is a gear mount case. The ring gear 39 meshes with the reduction gear 35 to constitute a final reduction mechanism, and left and right side gears 37a and 37b are connected to left and right front axle shafts 23a and 23b, respectively.

Next, the operation of the automatic transmission A will be explained with reference to FIG.

The rotation of the engine crankshaft 21 is controlled by the torque converter 26.
or via the lock-up clutch 25 to the input shaft 5. In the first speed state in the D range, the first clutch C1 is in a connected state and the fourth brake B4 is in a locked state. In this state, the first automatic transmission mechanism section 1 is configured such that the input shaft 5 rotates at the first speed.
is transmitted to the ring gear R1 of the single planetary gear 3o via the clutch C1 of common carrier CR while
I is rotated at a significantly reduced speed in the forward direction, and the rotation is taken out from the counter drive gear 19. Then, in the second automatic transmission mechanism section 27, the sun gear S3 is in a locked state by the fourth brake B4 and the third one-way clutch F3,
Rotation from counter driven gear 33 is ring gear R3
The rotational speed is taken out from the carrier CR3 as a decelerated rotation. Therefore, the first speed rotation of the first automatic transmission mechanism section 1 and the deceleration rotation of the second automatic transmission mechanism section 27 are combined, and the rotation is transmitted to the front differential device 29 via the reduction gear 35 and the ring gear 39. , which is further transmitted to the left and right front axle shafts 23a and 23b.

In addition, in the second speed state in the D range, in addition to the engagement of the first clutch C1 and the operation of the fourth brake B4, the second
brake B2 is activated. Then, rotation of the sun gear S1 is stopped by the operation of the first one-way clutch F1 based on the brake B2, and therefore, the rotation of the ring gear R1 from the input shaft 5 is transferred to the carrier CR1 while causing the ring gear R2 of the dual planetary gear 31 to idle in the forward direction. is decelerated and rotated in the positive direction, and this rotation is caused by counter drive gear 1.
9, it is taken out as a 2nd speed. Further, the second automatic transmission mechanism section 27 remains in the deceleration state, and the combination of the second speed of the first automatic transmission mechanism section 1 and the deceleration rotation of the second automatic transmission mechanism section 27 is transmitted to the front axle. The signal is transmitted to the shafts 23a and 23b. At this time, the first brake B1 is also activated so that the transmitted torque reaction force is dispersed and carried by both the first brake B1 and the second brake B2, and the engine brake is activated during coasting. Good too.

In the 3rd speed state in the D range, the first automatic transmission mechanism section 1 maintains the 2nd speed state, releases the fourth brake B4 in the second automatic transmission mechanism section 27, and shifts the third speed.
Clutch C3 is engaged.

Then, the carrier CR3 and the sun gear S3 become integrated, the planetary gear 32 rotates together, and the direct rotation is taken out to the counter shaft 22. At this time, the fourth brake B4
is released early relative to the engagement of the third clutch C3, and is switched while preventing the third one-way clutch F3 from becoming unable to transmit. Therefore, the second speed rotation of the first automatic transmission mechanism section 1 and the direct rotation of the second automatic transmission mechanism section 27 are combined to obtain the third speed of the automatic transmission A as a whole.

In the fourth speed state in the D range, the second clutch C2 is connected from the third speed state. Then, the power is transmitted from the input shaft 5 to the ring gear R1 via the first clutch C1, and is also transmitted to the sun gear S1 via the second clutch C2.
The planetary gear unit 16 rotates integrally, and direct rotation is transmitted to the counter drive gear 19. The direct rotation of the first automatic transmission mechanism section 1 and the direct rotation of the second automatic transmission mechanism section 27 are combined, and the counter drive gear 19 and the driven gear 33 are in a predetermined speed increasing relationship, so that the automatic Overdrive rotation is obtained throughout the transmission A. At this time, if the first brake B1 is operating in 2nd and 3rd gears, when upshifting to 4th gear, the first brake B1 is released early and the first one-way clutch F1 is activated. The second clutch C2 is connected while the sun gear S1 is locked to prevent shift shock caused by changing grip.

Furthermore, the 3rd range is the same as the state in which the first brake B1 is operated at the 2.3rd speed in the first, second, and third speeds of the D range described above.

Further, the 2nd range is the same as the 1st and 2nd speed states of the 3rd range described above.

Further, in the first speed state, the lunge operates the first clutch C.
In addition to the connection of the first brake B4 and the operation of the fourth brake B4, the third
Brake B3 is activated. In this state, in addition to the ring gear R2 being engaged by the second one-way clutch F2, the third brake B3 is engaged regardless of the rotational direction, thereby operating the engine brake. Further, the 2nd speed state is the same as 2nd speed in the 2nd range.

In the reverse range, the second clutch C
2 is connected, and the third brake B3 and fourth brake B4 are activated. In this state, the input shaft 5
rotation is transmitted to the sun gear S1 via the second clutch C2, and in this state, the rotation of the dual planetary gear 31
Since the ring gear R2 of the single planetary gear 30 is fixed by the operation of the third brake B3, the carrier CRI is also reversed while the ring gear R1 of the single planetary gear 30 is being reversed.
The reverse rotation of the carrier is taken out to the counter drive gear 19. Furthermore, the reverse rotation of the counter drive gear 19 is
The speed is decelerated by the second automatic transmission mechanism section 27 and transmitted to the front axle shafts 23a and 23b.

Next, an embodiment of the automatic transmission A described above will be described with reference to FIG.

The automatic transmission A has an integrated case consisting of a transaxle case 17, a transaxle housing 41, and a rear cover 42, and the case includes divided input shafts 5, 5' and a counter shaft 22 and a front differential device 29. A ring gear mount case 36 serving as a differential carrier is rotatably supported. A torque converter 26 having a lock-up clutch 25 is disposed on the front input shaft 5', a first automatic transmission mechanism 1 is disposed on the rear input shaft 5, and a torque converter 26 having a lock-up clutch 25 is disposed on the front input shaft 5'. A second automatic transmission mechanism section 27 is provided.

The first automatic transmission mechanism section 1 includes a brake section 43, an output section 45, a planetary gear unit 16, and a clutch section 47 arranged in this order from the engine crankshaft in the axial direction. An oil pump 49 is disposed between the portion 43 and the torque converter 26, and an oil pump 49 is fitted onto the rear input shaft 15 to freely rotate the hollow shaft 5.
o is supported.

The planetary gear unit 16 includes a single planetary gear 30 and a dual planetary gear 31 (see FIG. 4), and the single planetary gear 30 supports a sun gear S1, a ring gear R1, and a pinion P1 that mesh with these gears, which are formed on a hollow shaft 50. The dual planetary gear 31 includes a sun gear S1, a ring gear R2, and a ring gear R2 formed on the hollow shaft 50.
and a carrier CR1 that supports a first pinion P1 that meshes with the sun gear S1 and a second pinion P2 that meshes with the ring gear R2 so as to mesh with each other. and,
Both of these planetary gears 30° 31 are composed of a single gear with the same number of teeth, and the sun gear S1 is formed on the hollow shaft 50.
Further, the carrier CR1 is integrally constructed, and the pinion P1 is constructed as an integral long pinion.

On the other hand, the torque converter 26 has a pump impeller 53, a turbine impeller 55, and a stator impeller 56.

The pump impeller 53 is integrally fixed to the converter housing 28a, and its base end is connected to the pump drive shaft 26.
b, and the drive shaft 26b is fixed to the oil pump 49
It is connected to the rotor of Further, the turbine impeller 55 is fixed to a clutch hub 57 together with the output side plate 25a of the lock-up clutch 25, and the hub 5
7 is spline-coupled to the front input shaft 5'. and,
The stator impeller 56 is connected to the stator shaft 2 via a one-way clutch 59, and the stator shaft 2 extends in the axial direction between the pump drive shaft 26b and the front input shaft 5', and is press-fitted into the pump cover 10.・Fixed.

Further, the brake section 43 is arranged adjacent to an oil pump 49, as shown in detail in FIG. It has a pump cover 10 which is fixed with bolts 13 therebetween. The pump cover 10 has the stator shaft 2 in its inner hole.
are press-fitted and fixed, and each cylinder concave groove 5 for the first brake B1 is formed in an annular shape from the inner circumference to the outer diameter direction.
1a and a protrusion 10d, a cylinder groove 52a for the second brake B2, and a protrusion 10e are formed. Further, a large number of concave grooves constituting oil passages are formed on the side surface of the separator plate 12 of the pump cover 10, one of which is a lubricating oil supply oil passage 9 that communicates with the lubricating oil pressure of the valve body.
It becomes. Further, an inner race 60 of the first one-way clutch F1 is spline-coupled to the tip side of the hollow shaft 50, and a first one is connected between the hub 61 fixed to the inner race 60 and the protrusion 10d. Brake B
1 is arranged. Further, a piston 51b is fitted into the cylinder groove 51a, and these cylinders and pistons constitute a first brake hydraulic cylinder 51. Further, a hub 63 extends in the outer diameter direction from the outer race 62 of the first one-way clutch F1, and a second brake B2 is disposed between the hub 63 and the protrusion 10e. Furthermore, the cylinder groove 52a
A piston 52b is fitted into the cylinder, and these cylinders and pistons constitute a second brake hydraulic cylinder 52.

The rear end of the front input shaft 5' bulges in the radial direction,
The bulging portion 5'a has a flange portion 5'b protruding outwardly and a hole having an inner circumferential spline 5'c. The flange portion 5'b is held between the end face of the inner race 60 and the end face of the stator shaft 2 via the thrust washer 17 and the needle bearing 18, and positions the front input shaft 5' in the axial direction.

On the other hand, the front end of the rear input shaft 5 has a spline 5a on its outer peripheral surface.
is formed, and the spline 5a is connected to the front input shaft 5.
' is spline-coupled to the inner peripheral spline 5'c.

Further, a bushing 19 is interposed between the rear input shaft 5 and the hollow shaft 50 adjacent to the spline portion, and the rear input shaft 5 is lubricated from the rear end to the vicinity of the front end (without penetrating). Oil holes 5b are formed. Further, a large number of horizontal holes are formed from the lubricating oil hole 5b to locations where lubrication is required, and the horizontal hole 5c passes through the oil hole 60a of the bush 19 and the inner race 6o, and further slides into the first one-way clutch F1. Lubricating oil is supplied to the washer 17. Further, a thin oil hole 5d is formed diagonally from the tip of the lubricating oil hole 5b toward the gap e of the spline portion, and from the oil hole 5d to the spline portion 5a.

5'c, and lubricating oil is supplied to the needle bearing 18 through a small oil hole g formed in the front input shaft 5'. Note that the oil hole 5'd formed in the front input shaft 5' is an oil passage for converter feed pressure.

A bushing 3 according to the present invention is interposed between the bulging portion 5'a of the front input shaft 5' and the inner peripheral surface of the stake shaft 2. The rear end portion is rotatably supported by a stator shaft 2 which is a support member. Further, as shown in detail in FIG. 3, the bushing 3 is made of a strength member (base metal) 3a made of steel or the like on its outer periphery, and has a sliding bearing made of porous bronze or the like on the inner circumference of the base metal 3a. The material 3b is sintered. Furthermore, a groove 6 is formed on the outer circumferential surface of the base metal 3b at approximately the center in the width direction, and a groove 6 extends from the bottom of the groove 6 to the inner circumferential surface of the bushing. A predetermined number of holes 7 are formed. On the other hand, a groove 10b having a predetermined length is partially formed on the inner peripheral surface of the pump cover 10, and the groove 10b and the groove 9 for supplying lubricating oil are formed.
and are communicated with each other through an oil hole 10a. Furthermore, a through hole 2a is formed in the stator shaft 2, and the through hole 2a is formed in the stator shaft 2.
The outer circumferential side of a is in communication with the groove 10b, and the inner circumferential side thereof is open to the groove 6 of the bushing 3.

On the other hand, the output section 45 is located approximately at the center of the first automatic transmission mechanism section 1, as shown in FIG. 3, and includes a counter drive gear 19. counter drive gear 1
9 has a boss portion of a predetermined length, and the outer circumferential surface of the boss portion is rotatably supported by a support wall 17a formed on the transaxle case 17 via a bearing unit 20. A spline on the inner circumferential surface of the boss portion engages with the boss portion of the carrier CR1. The bearing unit 20 consists of a double tapered roller bearing having two rows of inner races, two rows of tapered rollers, and one outer race. The inner race of the row is fitted, and the nut is tightened onto the screw to apply a predetermined plate load.

Further, the outer race has a fitting part that fits into the support surface of the case support wall 17a, and an extension part extending a predetermined length on the rear end side of the fitting part, and the outer race has a The inner race of the second one-way clutch F2 is engaged and supported by the spline. In addition, the one-way clutch F2
The outer race is fixed to the ring gear R2 of the dual planetary gear 31, and a disc-shaped support member is spline-engaged with the ring gear R2 and is prevented from coming off by a snap ring. The support member is connected to the end of the gear boss portion and the carrier CR via a thrust bearing.
It is sandwiched between the ring gear R2 and the ring gear R2.
and an outer race are axially and radially positioned and supported. Further, a third brake B3 is interposed between the outer periphery of the ring gear R2 and the axle case 17, and a cylinder is formed on one side wall surface of the support wall 17a, and the cylinder has a hydraulic pressure composed of a piston. The actuator 65 is arranged to be sandwiched between the second one-way clutch F2 and the second one-way clutch F2. Further, the hydraulic actuator 65 has a cylindrical comb-shaped arm, and the arm is connected to the second one-way clutch F.
A third brake B extends axially through the outer diameter side of the third brake B.
3, and a return spring is disposed in the comb tooth portion.

The clutch section 47 includes a first (forward) clutch C1 and a second (direct) clutch C2, and is located at the rear end of the first automatic transmission mechanism section 1 and housed in the rear cover 42. ing. In addition, the rear input shaft 5
The rear end portion bulges out in the radial direction to form a flange portion 5e, and a sleeve 5f is fixed to the tip of the flange portion 5e.

The rear end portion 5g of the rear input shaft 5 is rotatably supported on the inner circumferential surface of the boss portion 42a of the cover 42 via a needle bearing 40, and the sleeve 5f is fitted onto the outer circumferential surface of the boss portion 42a. , further, the flange portion 5e is connected to the boss portion 42a via thrust needle bearings 44a, 44b.
It is held between the tip and the hub 50a. Further, a clutch drum 67 is integrally connected to the sleeve portion 5f. Further, a movable member 69 is fitted to the clutch drum 67 via a spline so as to be slidable only in the axial direction, and a piston member 70 is fitted to the movable member 69. Further, the movable member 69 is a clutch drum 67
An oil chamber is formed between the cylinder consisting of the inner peripheral surface and the first
A hydraulic actuator 71 for the clutch C1 is configured. On the other hand, the piston member 7o forms an oil chamber between the piston member 7o and a cylinder formed from the inner peripheral surface of the movable member 69, thereby forming a hydraulic actuator 72 for the second clutch C2. Further, a spring 73 is compressed between the piston member 70 and a ring fixed to the sleeve portion 5f, and the spring 73 is a return spring common to the piston members 69.70 of both hydraulic actuators 71.72. It consists of The first clutch C1 is interposed between a spline formed on the inner peripheral surface of the outer diameter part of the clutch drum 67 and a spline formed on the outer peripheral surface of the ring gear R1, and the second clutch C2 is movable. It is interposed between a spline formed on the inner circumferential surface of the outer diameter portion of the member 69 and a spline formed on the outer circumferential surface of the hub portion 50a fixed to the hollow shaft 50.

On the other hand, the second automatic transmission mechanism section 27 has one single planetary gear 32. Further, a counter driven gear 33 is rotatably supported on the counter shaft 22 via a bearing 75, and a reduction gear 35 is fixed on the shaft 22. The ring gear R3 of the planetary gear 32 is connected to the counter driven gear 33, and the carrier CR3 supporting the pinion P3 is integrally formed with the counter shaft 22 bulging in the outer diameter direction. Furthermore, the sun gear S3 is formed on a hub 76 rotatably supported on the shaft 22, and a drum 77 fixed to the outer diameter of the hub has a fourth brake B4 made of a band brake on its outer peripheral surface. engaged. Further, a third clutch C3 is interposed between the flange on the inner peripheral surface of the drum 77 and a hub fixed to the carrier CR3,
Further, a piston is fitted into the hub 76 adjacent to the clutch C3, thereby forming a hydraulic actuator 79 for the clutch C3. Furthermore, a third one-way clutch F3 is interposed between the extension of the hub 76 and the case 6.

Further, the front differential device 29 has a ring gear mount case 36 that serves as a differential carrier, and the case 36 is rotatably supported by the housing 41 and the case 17 via bearings. Furthermore, a large-diameter ring gear 39 that meshes with the reduction gear 35 is fixed on the mount case 36, and a pinion gear 81 is rotatably supported inside the mount case 39 by a pinion shaft 80. Left and right side gears 37a and 37b meshing with 81 are rotatably supported. The left and right front axle shafts 23a and 23b are fitted and connected to the side gears 37a and 37b, respectively.

Since the present embodiment has the above-described configuration, when the engine starts, the torque converter housing 28a and the pump drive shaft 26b rotate to drive the oil pump 49, and also drive the front input shaft 5' via the torque converter 26.
Furthermore, the rear input shaft 5 rotates via splines 5'c and 5d. Then, the discharge pressure from the pump 49 becomes line pressure, converter pressure, lubricating oil pressure, etc. in the valve body.
Line pressure is for each hydraulic actuator 51, 52, 65, 7
1, 72, 79, etc., the converter pressure is appropriately supplied to the converter oil passage 5'd, and the lubricating oil pressure is supplied from the lubricating oil pressure carrier cover 42 to the lubricating oil hole 5b of the rear input shaft 5. The oil is supplied to the supply oil passage 9 of the cover 10. Furthermore, the lubricating oil supplied to the lubricating oil hole 5b passes through a predetermined horizontal hole to a location requiring lubrication, for example, through the horizontal hole 5C to the bush 19, the first one-way clutch F1, and the thrust washer 17, and also to the inclined oil 5d and the thrust washer 17. Gap e, oil hole g
is supplied to the needle bearing 18 via. Also,
The lubricating oil from the supply oil passage 9 of the pump cover 10 is supplied to the oil hole 10.
a, oil is supplied to the groove 6 of the bushing 3 through the groove 10b and the oil hole 2a passing through the stator shaft 2, and further passes through a predetermined number of holes 7 to the sliding bearing material 3b on the inner surface of the bushing.
is supplied from the center over the entire surface of the area.

Thereby, the rear end portion of the front input shaft 5' is rotatably supported by the stator shaft 2 via a bushing that is reliably lubricated.

Further, the front and rear input shafts 5', 5 are spline-coupled and butt-jointed, so that they are integral in the direction of rotation and also in the direction of mutual compression. And the front direction of the front input shaft 5' (towards the right in the drawing)
In response to the axial force of
The stator shaft 2 supports the stator shaft 2 via the stator shaft 2. In addition, the rear cover boss portion 4 responds to the axial force in the rear direction (forward direction in the drawing) of the rear input shaft 5 via the needle bearing 44a.
2a, and therefore, is supported by the boss portion 42a via the rear input shaft 5 which abuts against the rearward axial force of the front input shaft 5'.

Note that in the above embodiment, the lubrication of the bushing 3 that supports the front input shaft 5' in the automatic transmission mechanism 1 consisting of three forward speeds has been explained, but a third clutch CO, one-way clutch FO, etc. It goes without saying that the present invention can be applied to the front input shaft of a four-speed automatic transmission mechanism, and can also be applied to a structure with one input shaft, and can also be applied to shafts in other automatic transmissions. You may.

(G) As described in detail, according to the present invention, lubricating oil can always be reliably supplied from approximately the center of the bushing (3), thereby preventing the sliding bearing material (3b) from running out of oil. , Bush (
3) improves wear resistance and seizure resistance, and since lubricating oil is supplied from the support member (2) side, the shaft (5')
There is no need to provide a horizontal hole for lubricating oil in the shaft, which improves the strength and durability of the shaft. Together, these allow it to respond with high reliability to engines with large torque capacity and high rotational speed. Can be done.

In addition, if the front input shaft (5) of the input shaft is divided into front and rear parts is supported by the stator shaft (2) via the bush (3), the front input shaft (5') can be directly connected to the engine. Torque and high rotational speeds are applied, and the structure is relatively weak at the spline joint, making it difficult to supply lubricating oil from the shaft, but the lubricating oil supply provided on the pump cover (1o) Lubricating oil can be reliably supplied to the bushing (3) from the channel (9) easily and with a simple structure, and the reliability of the bushing (3) and the input shaft (5') can be greatly improved.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view showing a shaft in an automatic transmission according to the present invention, FIG. 2 is an enlarged cross-sectional view showing a bushing thereof, FIG. 3 is a cross-sectional view showing the entire automatic transmission, and FIG. 4 is a cross-sectional view showing the automatic transmission. A schematic diagram of the transmission, FIG. 5 is a diagram showing its operation. 1... (first) automatic transmission mechanism section 2... Support member (stator shaft)

Claims (1)

[Claims] 1. In an automatic transmission comprising a shaft rotatably supported by a support member via a bush, the bush has an outer circumferential portion made of a strength member and an inner circumferential portion made of a sliding bearing member. , a groove extending all the way around the outer circumference is formed in the strength member, and a predetermined number of holes are formed penetrating from the groove to the inner peripheral surface, and the support member is connected to a lubricating oil supply oil path having a predetermined hydraulic pressure. A shaft support device for an automatic transmission, comprising: forming an oil hole to supply lubricating oil to the groove of the bushing from the oil hole. 2. The shaft is a front input shaft of an input shaft divided into front and rear parts, the support member is a stator shaft, and the lubricating oil supply passage is formed in the pump cover, and the lubricating oil supply passage is formed in the pump cover. A shaft support device for an automatic transmission, wherein lubricating oil is supplied to the groove of the bush through an oil hole and groove formed in a pump cover and an oil hole formed in the stator shaft.