JPH02163514A - Thrust washer in automatic transmission - Google Patents

Abstract

PURPOSE:To negate failure in lubrication by providing a hole at the central part of a thrust washer made by integrating a strength member with a slide bearing member and forming oil grooves on prescribed portions of the circumference of the slide bearing member which do not communicate with the outer periphery. CONSTITUTION:A thrust washer 1 interposed between the relatively rotating rotary members of an automatic transmission is constituted by integrating a strength member 3 with a slide bearing member 4 and has a hole 9 opened at the center thereof. On the outer periphery part a plurality of engaging protrusions 15 engaging with splines on the inner and peripheral face of the major diameter of a clutch drum are formed. On the slide contact face of the slide bearing member 4 a plurality of oil grooves 11 are provided so as to communicate with the hole 9 and not to communicate with an outer peripheral edge, thereby storing a suitable amount of oil between the outer race and the washer. Even with a simple constitution, the slide contact face of the thrust washer can be efficiently and properly lubricated and abrasion can be controlled.

Description

[Detailed description of the invention]

(A) Field of Industrial Application The present invention relates to the structure of a thrust washer used in an automatic transmission installed in an automobile, and more particularly to the structure of a thrust washer with improved heat resistance and lubricity. (B) Prior Art Conventionally, an automatic transmission has a main transmission unit 21 as shown in FIG. In the unit 21, wet multi-plate brakes 82, 133 are arranged on the outer periphery of the output shaft 30, and furthermore, the disc plates 31...32... of the wet multi-plate brakes B2 and B3 are arranged on the outer circumference of the output shaft 30. Outer race 3 that makes up one-way clutches F1 and F2
When fitted and fixed to 4.36, rotation in only one direction is permitted. (c) Problems to be Solved by the Invention The outer races 34 and 36 are each supported by thrust washers at both ends in the axial direction.For example, in the case of the outer race 34, both ends in the axial direction are supported by thrust washers. ~The thrust washer 33.35 is supported by the washer 33.35.The thrust washer 33.35 is made of nylon resin, and its shape is thick for strength, so the axial dimension increases. , it has become difficult to shorten the axial direction of automatic transmissions. In addition, as shown in FIG. 8, the thrust l to washer 33.35 are provided with oil grooves 33a and 35a for applying lubricating oil to the contact surface with the outer race 34, or a, 35a, in order to overcome the low heat resistance caused by resin, it is made from the inner circumferential side to the outer circumferential side.

[This is formed so that the lubricating oil between the outer race 34 and the outer race 34 quickly flows out to the outer circumferential side, improving the heat dissipation effect, and preventing the thrust washers 33 and 35 from being deformed by heat. For this reason, an appropriate amount of lubricating oil cannot be stored between the outer race 34 and the thrust washers 33, 35, and there is a risk of poor lubrication. Therefore, an object of the present invention is to provide a thrust washer structure for an automatic transmission that solves the above problem by forming an oil groove so that it does not communicate with the outer periphery of the thrust washer. It is something. (d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances, and as illustrated with reference to FIGS. 1, 2, and 3, for example, rotation caused by relative rotation An automatic transmission (A
), the slab l to washer (]), (2) are formed from integrally molded strength members (3), (6) and sliding bearing members (4), (7), and these strength members and holes (9) and (10) are formed in the center of the sliding bearing member, and the sliding bearing member (4). An oil groove (11,) is installed at a predetermined location on the circumference of (7) to communicate with the chain hole but not with the outer periphery of the sliding bearing member.
12). and - by way of example, said sluice l ~ washer (1,),
(2) is the outer lace of the one-way clutch (FO) (
13) is supported in its axial direction, and the rotary member (C3) is arranged in the input member (5) so as to be allowed to rotate only in one direction via the one-way clutch (FO). (E) When the rotating members (CI) and (C3) rotate based on the second configuration, the thrust washer (1). (2) comes into sliding contact with the outer race (13) that supports the rotating member (C3), but at this time, the thrust washer (1
), (2> have a large number of oil grooves (15...), (16...) formed at predetermined locations on their respective circumferences, so that the oil led from the inner circumference is Outer lace (
13) and thrust washers (1,), (2),
Since the oil adheres to the oil grooves (15...) (16...) and accumulates in an appropriate amount, the sliding surface is properly lubricated by the oil. Note that the symbols in parentheses are used for reference purposes in contrast to each component in the drawings, and do not limit 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.
and front axle shafts 23a and 23b, and a torque converter 26 having a lock-up clutch 25 on the input shaft 5 and a 4-speed forward automatic transmission mechanism 55.
An underdrive mechanism 27 is supported on the counter shaft 22, and a front axle shaft 23a is supported on the counter shaft 22.
, 23b have the freon 1 to the differential device 29.
or supported. The 4-speed automatic transmission mechanism 1 has a planetary gear unit 1-61 which is a combination of a single planetary gear 59 and a dual planetary gear 60, and the planetary gear unit 1-61 has a sun gear 81 of both planetary gears. and carrier CRIs are integrally connected to each other,
Also Sun Gear S]. The pinion meshing with the long pinion P1 is constituted by a long pinion P1. Then, the input shaft 5 and the ring gear R1 (small link gear) of the sinkle gear carrier 59 are connected to the first ()
Ower-1') are connected via clutch C1,
Further, the human power shaft 5 and the sun gear S1 are connected via a second (reverse) clutch C2. Also, Sun Gear S
1 is directly connected and locked by a first brake B1, and its one-way rotation is locked by a second brake B2 via a first one-way clutch F1. Further, the link gear R2 (large ring gear) of the dual planetary gear 60 is directly locked by the third brake B3, and rotation in one direction is stopped by the second one-way clutch F2. The carrier CRI is connected to the counter I to right gear 62 supported by the case partition 40a, and the gear 62 serves as an output member of the four-speed automatic transmission mechanism 55. Then, the clutches C1, C2 and the brake B1. ,
B2, one-way clutch Fl, F2 is the same as the 3-speed automatic transmission mechanism, or in the present 4-speed automatic transmission mechanism 55, in addition to the above-mentioned configuration, connects the input shaft 5 and the large link gear R2. A fourth clutch C3 and a third one-way clutch FO are attached between the output side member of the third clutch CO1 and the small link gear R1. Further, the under-isolation mechanism 27 has one single planetary gear carrier CR3 and the sun gear S3.
They are connected via clutch C4. In addition, it is directly locked by sun gear S3 or fourth (untertribe) brake B4, and fourth one-way clutch F
3, one-way rotation is locked. The link gear R3 is connected to the counter trisogya 33 which meshes with the counter trisogya 55 and becomes an input member of the underdrive mechanism 27, and is connected to the carrier CR.
3 is connected to the counter shaft 22. Furthermore, a reduction gear 35 serving as an output member of the under-isolation mechanism 27 is fixed to the counter shaft 22 . Further, the front differential device 29 has a TEF carrier 36 and left and right sight gears 37a, 37b, and a ring gear 39 is fixed to the TEF carrier 36 which serves as the gear mount 1 to the case. It meshes with the gear 35 to constitute a final reduction mechanism, and the left and right sight gears 37a and 37b are connected to the left and right front 1 to the axle shafts 23a and 23b, respectively. The operation of the transmission mechanism 1 will be explained along with Figs. 5 and 6. The rotation of the engine crankshaft 71 is caused by the torque converter 2.
6 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. In this state, the rotation of the input shaft 5 is caused by the rotation of the first clutch C1.
and in this state, the large link gear R2 is transmitted to the second one-way clutch F2.
Since rotation is prevented by , the common carrier CRI is rotated at a significantly reduced speed in the forward direction while causing the sun gear S1 to idle in the reverse direction, and the rotation is taken out from the counter drive gear 62. Further, in the second speed state in the D range, the second brake B2 is operated in addition to the engagement of the first clutch C]. Then, the rotation is stopped by the operation of the first one-way clutch F1 based on the sun gear S1 or the brake B2, and therefore, the rotation of the small link gear R1 from the input shaft 5 causes the large link gear 1te2 to idle in the forward direction. Nakara carrier CRI
The rotation is decelerated and rotated in the forward direction, and the rotation is taken out to the counter 1-light carrier 62 as a second speed. Furthermore, when shifting from 1 to 2,
The second one-way clutch F2 is switched from the locked state to the overrun state, and shifts smoothly without causing a shift shock caused by changing the grip. In the third speed state in the D range, the third clutch CO and the fourth clutch C3 are connected from the second speed state. Then, it is transmitted from the human power shaft 5 to the small link gear R1 via the first clutch 01, and is also transmitted to the large ring gear R2 via the third clutch CO, and is transmitted to the propellant gear unit 1.
61 rotates together, and the direct rotation is transmitted to the counter light gear 62. Note that during the 2->3 shift, the first one-way clutch F1 is switched from the locked state to the overrun state, and shifts smoothly without causing any shift shock due to clutch change. In addition, in the third speed state, both the third clutch CO and the fourth clutch C3
is connected, and the rotation of input shaft 5 is also transmitted to small link gear R1 via a path via third clutch CO1, fourth clutch C3, and third one-way clutch FO. When upshifting from 3rd speed to 4th speed in the D range, first clutch C1 is released. In this state, the rotation is exclusively transmitted to the small link gear R1 through the path via the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO. -VBI is activated. Then, sun gear S1 is stopped even in reverse rotation, and input shaft 5
The rotation of the large ring gear R2, which is transmitted through the third clutch CO, overruns the one-way clutch FO, causing the small link gear R1 to idle at high speed, and is taken out from the carrier CRI as Ohttribe rotation. , the first clutch C1 is in the released state and the gear shift is performed under the action of the third one-way clutch FO.
To shift smoothly without causing shift shock due to changing grips. Furthermore, when the engine brake is operating in the 3rd range, 2nd range, or the small ring, the third play VB3 is activated in 1st gear to stop the large link gear R2 against reverse rotation. In 2nd gear, the first brake B
1 to stop the sun gear S1 even in reverse rotation. In the reverse range, the second clutch C
2 is connected, and the third brake B3 is activated. In this state, the rotation of the input shaft 5 is transmitted to the sun gear S1 via the second clutch C2, and in this state, the large ring gear R2 is identified by the operation of the third brake B3. While the ring gear R1 is being reversed, the carrier CRI is also reversed, and the reverse rotation of the carrier is taken out to the counter 1-'live carrier 62. On the other hand, the underdrive mechanism 27 is connected to the fourth brake B.
When the sun gear S3 is stopped by the fourth one-way clutch F3 and/or the fourth one-way clutch F3, the rotation from the counter drive gear 33 is transferred from the ring gear R3 to the carrier CR3.
It is taken out as a deceleration (underdrive) rotation. Further, when the fourth brake B4 is released and the fifth clutch C4 is engaged, the carrier CR3 and the sun gear S3
are integrated, and direct rotation is taken out to the counter shaft 22. Then, the automatic transmission A has a forward speed 4 of the 4-speed automatic transmission mechanism 1.
The speed change and the deceleration and direct connection of the underdrive mechanism 27 are appropriately combined to obtain a predetermined speed, and the rotation is transmitted to the front differential device 29 via the reduction gear 35 and the ring gear 39, and further to the left and right front axle shafts. 23a. 23b. For example, the 4-speed automatic transmission mechanism 5
5 and the underdrive mechanism 27, the underdrive mechanism 27 is in a deceleration state and the 4-speed automatic transmission mechanism 55
The mote switching means may be used to operate the antertribe mechanism 27 to set the power mode, and directly connect the antertribe mechanism 27 to operate the 4-speed automatic transmission mechanism 55 to set the economy mode. Possible options include using a means to increase the transmission speed and activate it in special cases, or inserting the underdrive mechanism 27 between the 2nd and 3rd speeds of the 4-speed automatic transmission mechanism 55 to provide 5 forward speeds. It will be done. An embodiment of the dual automatic transmission A will now be described with reference to FIG. The automatic transmission A has an integrated case consisting of a transaxle case 40.1 to a lance axle housing 41, and a rear cover 68, and the case serves as a differential carrier for the input shaft 5, the counter shaft 22, and the front differential device 29. The link gear mount 1 to the case 36 are rotatably supported. A torque converter 2 having a lock-up clutch 25 is mounted on the human power shaft 5''.
Six- and four-speed automatic transmission mechanisms 55 are disposed, and an underdrive mechanism 27 is disposed on the counter shaft 22''. Further, a valve cage 44 covered with a sight cover 48 is disposed in the L-lance axle case 40. The 4-speed automatic transmission mechanism 55 includes a brake section 43, an output section 45,
A planetary gear unit 61 and a clutch section 47 are arranged in this order, and an oil pump 49 is disposed between the brake section 43 and the 1 to LU converter 26, and is fitted onto the input shaft 5 to rotate. Freely hollow shaft 50
is supported. The planetary gear units 1 to 61 are composed of a sinkle planetary gear 59 and a dual planetary gear 60 (see FIG. 5), and the sinkle planetary gear 59 includes a sun gear S1 formed on the hollow shaft 50, a link gear R1, and a pair of these gears. It consists of a carrier CRI supporting a pinion P1 that meshes with a dual planetary gear 60.
are sun gear S1 and link gear R formed on the hollow shaft 50.
2. It consists of 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 link gear R2 so as to mesh with each other. In both of these planetary gears 59 and 60, the sun gear S1 is composed of a single gear with the same number of teeth formed on the hollow shaft 50, the carrier CR1 is integrally constructed, and the pinion P1 is an integral long pinion. It is configured. Further, in the brake section 43, a one-way clutch F1, a first brake B1 consisting of a multi-disc brake, and a second brake B2 consisting of a multi-disc brake are disposed in order from the inner diameter side toward the outer diameter direction. ing. In the first one-way clutch F1, the tip of the hollow shaft 50 is spline-engaged with the inner race, and a second rake hub extending radially outward is fixed to the outer race. Further, a first clutch hub is fixed to the front side (engine side) of the inner race of the one-way clutch F1. On the other hand, the oil pump 49 consists of an oil pump assembly in which a pump cover made of aluminum die castings 1 is integrally fixed to the pump body with bolts across the pump plate. On the rear side of the oil pump cover, a first brake hydraulic actuator 52 and a second brake hydraulic actuator 51 are disposed in order from the inner diameter side in an annular manner. On the other hand, the output section 45 has a counter I live gear 62 located approximately in the center of the 4-speed automatic transmission mechanism 55, and the counter I live gear 62 is connected to the axle case 4.
It is rotatably supported by a partition wall 40a formed at 0 through a double Cheebird bearing 53, and its boss portion is connected to the carrier CR of the planetary gear unit 61.
Connected to I. Furthermore, the outer lace of the hair ring 53 is spline-engaged and fitted to the inner circumferential surface of the case partition 40a, and a second outer lace is fitted to the outer circumferential surface of the lace extension.
A one-way clutch F2 is installed. As shown in detail in FIG. 1, the outer race of the second one-way clutch F2 is fixed to the ring gear R2 of the dual planetary gear 60, and the second one-way clutch F2 is fixed to the ring gear R2 of the dual planetary gear 60.
One-way clutch F2 is planetary gear unit 6
1 and the case partition wall 40a, and the outer periphery of the link gear R2 and the axle case 4
A third brake B3 is interposed between the brake and the brake. The clutch section 47 includes a first (forward) clutch C1 and a second (reverse) clutch C2, and is located at the rear end of the 4-speed automatic transmission mechanism 55.
It is housed in the lance axle force bar 68 portion. In addition, the input shaft 5i'& end portion is the central boss portion 68a of the cover 68.
A clutch drum 57 is integrally connected to the sleeve portion 5a. Further, a movable member 69 is fitted to the clutch tram 57 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 in an oil-tight manner. Further, the movable member 69 forms an oil chamber with a cylinder formed from the inner peripheral surface of the clutch tram 57, thereby forming a hydraulic actuator 65 for the first clutch C1. On the other hand, the piston member 70 forms an oil chamber between the cylinder made of the inner peripheral surface of the movable member 69 and the second clutch C2
This constitutes a hydraulic actuator 63 for use. The first clutch C1 is interposed between a spline formed on the inner circumferential surface of the outer diameter portion of the clutch drum 57 and a spline formed on the axially extending portion surface of the ring gear R1. The clutch C2 is interposed between a spline formed on the inner peripheral surface of the outer diameter portion of the movable member 69 and a spline formed on the outer peripheral surface of the collar portion 50a fixed to the hollow shaft 50. In addition to the common parts with the 3-speed automatic transmission mechanism described above, the following devices are added to the 4-speed automatic transmission mechanism 55. That is, a sleeve member 75 is fitted into the annular boss portion 68b of the rear cover 68, a flange member 76 is fixed to the sleeve member 75, and the third clutch C○
It constitutes the cylinder of the hydraulic actuator 56 for
a third clutch c adjacent to the hydraulic actuator 56;
. or configured. Further, a drum member 66 extends in the axial direction on the outer diameter side of the flange member 76 of the hydraulic actuator 56, and one end of the drum member 66 is connected to the flange member 76.
87 is locked to the link-like play 1 fixed to 6 by a snap link. On the other hand, the other end of the drum member 66 is bent inward,
The protruding portion 90 of the large link gear R2 engages with the hole formed at the bent tip and is prevented from slipping out and locked by a snub link 91. Further, a groove 66b is formed in the other end portion of the drum member 66, and separator plates 1 to 92 constituting the fourth clutch C3 are engaged with the groove 66b. In parallel to the inner diameter side of the drum member 66, an annular tube 67 constituting the connecting member is connected to the third
It is assembled between the separator plate for the clutch CO and the separator plates 1 to 92 for the fourth clutch C3. The outer race 13 of the third one-way clutch FO is positioned between the snap link 96 for preventing the first clutch C1 from slipping off and the snap ring 91 for connecting the drum member, and is positioned via the thrust washer 12. One clutch plate 101 constituting the fourth clutch C3 is engaged with the outer diameter surface of the outer race 13 along with the separator plates 1 to 92. Further, the third one-way clutch FO is placed directly on the outer circumferential surface of the small tank carrier R1 with its inner I/- base, and the third one-way clutch FO is connected directly to the outer circumferential surface of the small tank carrier R1 through the bearing link. Support plate 1-102 held between the hub portion 50a and the carrier CR1 of the gear unit 61
It is supported by Furthermore, the thrust washer 1B is shown in FIG. 2(a). As shown in (b), (c), and (c+), Turon sprays 1 to 4 made of porous bronze are integrally sintered to steel plate I/-1□ 3, which is made of steel and serves as a strength member. The thrust washer 1 has a hole 9 formed in its center, and a spline formed on the inner circumferential surface of the outer diameter part of the clutch L-ram 57 on the outer circumference. A large number of engagement protrusions 15 are formed on the circumference of the Norons plate 5.
Oil grooves 11 communicating with the outer periphery of the plate 5 but not communicating with the outer periphery of the plate 5 are press-formed at predetermined intervals. Further, the thrust washer 2 is shown in FIG. 3(a). As shown in (b), (c), and (d), similarly to the thrust washer 1 described above, the steel plate 6 is constructed by integrally sintering the Turon's brakes 1 to 7 at °C.
and the washer 1 has a hole 1 in its center.
0, and a drum part $J' is formed on the outer periphery.
A large number of engagement protrusions 16 are formed to engage with engagement portions formed at the tips of the protrusions 66. Furthermore, oil grooves 12 communicating with the holes 10 but not communicating with the outer periphery of the plate 7 are press-formed at predetermined intervals on the circumference of the Turons plate 7. Although the oil grooves 15 and 16 are formed toward the outer circumferential side from the holes 9 and 10 of the thrust washers 1 and 2, they do not communicate with each other to the outer circumferential surface. The oil guided from the center of the input shafts 9 and 10 based on the rotation of the input shaft 5, etc., is passed through the oil grooves 15..., 16...
The structure is such that it adheres to the outer race 13 and accumulates an appropriate amount on the sliding surface of the outer race 13, thereby appropriately lubricating the sliding surface. On the other hand, the anter) Herites mechanism 27 has one single planetary gear 32, as shown in FIG. Further, a counter spindle 33 is rotatably supported on the counter shaft 22 via a hair ring 1.03.
A deceleration gear 35 is also fixed on the shaft 22. The link gear R3 of the planetary gear 32 is connected to the counter l-link gear 33, and the carrier CR3 supporting the binion P3 is integrally formed with the counter shaft 22 bulging in the outer diameter direction. Further, the sun gear S3 includes a hub 105 rotatably supported on the shaft 22''.
A fourth brake B4 consisting of a hand brake is engaged on the outer peripheral surface of the drum 106 fixed to the outer diameter portion of the eight. Further, a fifth clutch C4 is interposed between the inner circumferential surface of the drum 106 and the hub fixed to the carrier CR3, and the fifth clutch C4
A piston is fitted into the hub 1.05 adjacent to the hub 1.05 to form a hydraulic actuator 07 for the clutch C4. Additionally, a fourth
One-way clutch F3 is involved. Further, the front differential device 29 has a ring gear mount case 36 that serves as a tensile carrier, and the case 36 is rotatably supported by the housing sink 41 and the case 40 via a hair link. Further, a large-diameter link gear 39 that meshes with the reduction gear 35 is fixed on the mount case 36, and a pinion gear 111 is rotatably supported by a pinion shaft 110 inside the link gear 39. Left and right side gears 37a and 37b meshing with the gear 111 are rotatably supported. And the sight gear 37a. Left and right front axle shafts 23a and 23b are fitted and connected to 37b, respectively. Next, the operation of the above embodiment will be explained. In the first forward speed state, hydraulic pressure is supplied to the hydraulic actuator 65 via an oil passage formed in the rear cover 68. Then, the movable member 69 moves using the clutch tram 57 as a cylinder, and engages the first clutch C1. In this state, 50 revolutions of the input shaft is caused by the clutch drum 57
and is transmitted to the small link gear R1 via the first clutch C1, and is transmitted to the large link gear R2 or the second one-way clutch F.
Coupled with being locked by 2, the first speed rotation is taken out from the carrier CRI. Then, the rotation is first performed by the fifth
As explained along the schematic diagram in the figure, the counter light gear 62 and the counter 1 are transmitted to the under-isolation mechanism 27 via the link gear 33, and further via the reduction gear 35 and the link gear 39 to the front differential device 29. It is then transmitted to the left and right front wheels 1 to the axle shafts 23a and 23b. In addition, in the forward second speed state, the hydraulic actuator 5
1 to operate the second brake B2. Then, the sun gear s1 is stopped via the first one-way clutch F1 and the hollow shaft 50, and the rotation of the small link gear R1 via the first clutch C1 is taken out as second speed rotation from the carrier CRI as described above. be done. In addition, when engine braking is required in 2nd gear, hydraulic pressure is supplied to the hydraulic actuator 52 to directly apply the sun gear S.
Fix 1. In the third forward speed, in addition to supplying hydraulic pressure to the hydraulic actuator 65 for the first clutch C1, hydraulic pressure is supplied to the hydraulic actuator 56 through an oil passage formed in the annular boss portion 68b of the rear cover 68. . Then, the piston 77 moves and engages the third clutch CO. As a result, the rotation of the input shaft 5 is transmitted to the large ring gear R2 via the clutch drum 57, the third clutch CO, and the drum member 66, and in combination with the rotation of the small ring gear R1 via the first clutch C1. Thus, the direct rotation that rotates the gear unit 61 integrally is taken out from the carrier CRI. Furthermore, the movement of the separator plate 79 due to the engagement of the third clutch Co is transmitted to the separator plate 92 of the fourth clutch C3 via the tube 67, thereby engaging the fourth clutch C3. Then, similarly to the above, the rotation of the drum member 66 transmitted via the third clutch CO is changed to the fourth clutch CO.
The third one-way clutch FO via the clutch C3 of
is transmitted to the outer race 13, and further transmitted to the small link gear R1 via the one-way clutch FO. Furthermore, prior to upshifting to the 4th speed of the 7-adjustable system, the hydraulic actuator 65 is first trained to release the first clutch C1. In this state, the small link gear R
1 exclusively uses the third clutch CO and the fourth clutch C4
Power is then transmitted via a third one-way clutch FO. In this state, when hydraulic pressure is supplied to the hydraulic actuators 52 and 51 to operate the first brake B1 and the second brake B2 and stop the sun gear S1, the rotation of the input shaft 5 is controlled by the third clutch CO and the second brake B2. 1~
It is transmitted to the large link gear R2 via the ram part 66, and causes the small link gear R to idle at high speed while overrunning the one-way clutch FO, and the overright concave rotation is taken out from the carrier CR1. In the reverse range, hydraulic pressure is supplied to the hydraulic actuator 63 from the oil passage formed in the rear cover 68, and the movable member 69 is used as a cylinder to move the screw member 70 and engage the second clutch C2. At the same time, hydraulic pressure is supplied to the hydraulic actuator 65 to activate the third brake B.
Lock 3. In this state, the rotation of the input shaft 5 is transmitted to the sun gear S1 via the clutch drum 57, the movable member 69, the second clutch C2, and the collar portion 50a, and is transmitted to the large ring gear R2 based on the third brake B3. The stoppage of the reverse rotation is taken out from the carrier CRI. Further, when coasting backward in the reverse range, even if the shift lever is operated in the range and the first clutch C1 is engaged, the fourth clutch C3 is released, so the third clutch C1 is engaged.
The one-way clutch FO prevents the small ring gear R1 and the large link gear R2 from being mechanically connected. Further, when the outer race 13 rotates together with the small link gear R1, the outer race 13 comes into sliding contact with the thrust washers 1 and 2, but at this time, the thrust washers 1.
2 has a large number of oil grooves 15 at predetermined locations on each circumference.
. . , 16 .
. . , 16 . . . are deposited in appropriate fine droplets, and the oil lubricates them efficiently and appropriately, thereby preventing the washers 1 and 2 from being worn out. Also,
Thrust washers 1 and 2 are made of metal by integrally molding steel plates 1, 3 and 6, and turrons plates 4 and 7 by baking, etc., so their strength and heat resistance are superior to those made of resin. This makes it possible to reduce the thickness and reduce the dimension in the axial direction. Furthermore, since the Turrons Plays 1-4 and 7 are relatively soft, the oil grooves 15 and 16 can be easily formed using a press. In addition, in creating these oil grooves 15 and 16, other methods may be used instead of press forming, for example, as shown in Fig. 2 (e
) and as shown in FIG. 3(e), the Turons plate 4
．． By cutting a predetermined location on the circumference of No. 7, oil grooves 11'...
, 12'... may be formed. In addition, in the above-mentioned embodiment, the thrust washers 1 and 2 sandwiching the outer race 13 of the third one-way clutch FO are
However, it goes without saying that the invention can be similarly applied to other thrust washers. (G) As described in detail, according to the present invention, the strength member (3),
(6) and the hole (9) in the center of the sliding bearing members (4) and (7).
), (10), and the sliding bearing member (4)
, (7) are provided with oil grooves (11), (1
2), although it has a simple structure, the oil guided from the inner circumferential side is routed between the rotating member (C3) and the thrust washers (1) and (2) in the oil groove (15).
...), (16...) and can be deposited in appropriate small droplets, thereby efficiently and properly lubricating the sliding surfaces with the thrust washers (1) and (2>). It is possible to prevent wear and tear.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing the main parts of the automatic transmission according to the present invention, and FIG. 2 is an enlarged view showing the structure of the thrust washer, (a) is a front view, and (b) is a bb-b (c) is a side sectional view taken along line c-c; (c) is a side sectional view taken along line c-c;
d) is a side sectional view taken along line dd, (e) is a side sectional view showing another embodiment, and FIG. 3 is an enlarged view showing the structure of a thrust washer different from FIG. a) is a front view, (b) is a side sectional view taken along line bb, (C) is a side sectional view taken along line cc, (d) is a side sectional view taken along line dd, (e ) is a side sectional view showing another embodiment, FIG. 4 is a sectional view showing the entire automatic transmission, FIG. 5 is a schematic diagram thereof, and FIG. 6 is a diagram showing the operation of the 4-speed automatic transmission mechanism. . FIG. 7 is a sectional view showing an automatic transmission mechanism already devised by the applicant, and FIG. 8 is a front view showing the structure of its thrust washer. 1.2... Thrust washer 3.6... Strength member (steel play 1~) 4.7.
...Sliding bearing member (bronze play 1~), 5...Input member 9, 10...Hole 11.12-...Oil groove
13... Outer race, A... Automatic transmission,
CI, C3...Rotating members (first clutch, third clutch)
clutch) FO...one-way clutch

Claims (1)

[Claims] 1. In an automatic transmission in which a thrust washer is interposed between rotating members that rotate relative to each other, and lubricating oil is introduced from the inner circumference of the thrust washer, the thrust washer is integrally formed. A hole is formed in the center of the strength member and the slide bearing member, and a hole is formed at a predetermined location on the circumference of the slide bearing member to communicate with the hole. A thrust washer for an automatic transmission, characterized in that an oil groove is formed so as not to communicate with the outer periphery of the sliding bearing member. 2. The thrust washer supports an outer race of a one-way clutch in its axial direction, and is disposed on the input member so as to allow rotation of the rotating member in only one direction via the one-way clutch. Thrust washers in automatic transmissions.