JPH02163557A - Lubricating device of automatic transmission - Google Patents

Abstract

PURPOSE:To prevent the rupture of the sealing part of a rotary member by forming an oil hole towards the supporting surface of the rotary member from a lubricating oil passage formed on a trans axle rear cover. CONSTITUTION:An oil hole 4 is formed toward the supporting surface of a rotary member 2 from a lubricating oil passage 3c formed on a trans axle rear cover 3. Therefore, the rotary member 2 is always supplied with oil from the oil hole 4, and the supporting surface of a boss part 3b is lubricated, and the generating of the lubrication trouble is prevented, and smooth revolution is secured.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Field The present invention relates to a lubrication device for an automatic transmission installed in an automobile, and more specifically to a lubrication device for lubricating the rotating support surface of a hydraulic actuator that operates a clutch. Regarding equipment.

<1]) Prior Art Recently, the present applicant has developed a forward three-speed or four-speed automatic transmission consisting of a planetary gear unit that combines a single planetary gear and a dual planetary gear, for example as shown in Japanese Patent Laid-Open No. 62-93545. He devised an automatic transmission equipped with a transmission mechanism.

Note: An automatic transmission is constructed by integrally connecting the sun gears and carriers of both planetary carriers, and uses the carrier as an output element, and transmits the rotation of the input shaft to the ring gear (hereinafter referred to as the "small sun gear") of the single planetary gear. Along with the dual planetary gear ring gear (
1st speed is obtained by fixing the large ring gear (hereinafter referred to as the large ring gear), and 2nd speed is obtained by fixing the sun gear in the input state to the small ring gear,
A planetary gear unit consisting of both gears is rotated together to obtain three speeds, thereby forming an automatic transmission mechanism with three forward speeds. Furthermore, a third clutch is attached that connects and disconnects the human power shaft and the large ring gear, transmits the rotation of the input shaft to the large ring gear, and fixes the sun gear to obtain 4th speed, thereby creating an automatic transmission mechanism with 4 forward speeds. It consists of

This automatic transmission mechanism uses common parts and manufacturing lines for the forward three-speed and four-speed transmission mechanisms, making it compatible with the wide variation of vehicle models without significantly increasing costs.

As shown in FIG.
A friction engagement clutch C3 is interposed in the one-way clutch FO that is interposed during a speed change to prevent mechanical locking in the reverse direction, and the friction engagement clutch C3 is connected to the third
An automatic transmission mechanism 1 operated by a hydraulic actuator 2 for operating a clutch CO to convert the device into a converter 1.
' (Japanese Patent Application No. 62-94868 - unpublished).

The automatic transmission operates between the hydraulic actuator for clutch actuation and the boss section 42 using oil that is radially scattered from the sun gear S1 due to centrifugal force caused by the rotation of the input shaft 5 located at the lateral center of the clutch section 47. The sliding surfaces of the third and fourth clutches Co are lubricated;
C3 is engaged when hydraulic pressure is supplied to the hydraulic actuator 2 in 3rd and 4th gears, and the actuator 2 is operated based on the supply. At this time, oil leaking from the seal ring portion lubricates the support surface when the actuator rotates. It is carried out.

(C) Problems to be Solved by the Invention By the way, in the automatic transmission proposed by the applicant mentioned above, the third clutch hydraulic actuator 2 located at the rearmost end has the sun gear described above. This makes it difficult for oil to reach the hydraulic actuator 2, and it only operates in 3rd and 4th gears.For example, in 2nd gear, actuator 2 rotates without operating, but oil leaks from the sealing part. is expected, therefore, the sleeve portion 46 of the actuator 2
There is a risk that insufficient lubrication may occur between the boss portions 42 and damage to the seal link portions.

SUMMARY OF THE INVENTION Therefore, the present invention aims to provide a lubricating device configured to directly supply oil to the support surface of a clutch hydraulic actuator from an oil path formed in a transaxle rear cover, and which eliminates the problems described in C. This is the most important thing.

(d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances. For example, as shown with reference to FIGS. 1 and 2, the boss portion (3) of the transaxle rear cover (3) 3b) Rotating member (2)
In the automatic transmission (A) supporting the transaxle rear cover (3), a lubricating oil passage (3c) formed in the transaxle rear cover (3)
) toward the support surface of the rotating member (2) 4)
It is characterized by the formation of

Furthermore, referring to FIG. 6, the rotating member has a hydraulic actuator (2), and the boss portion (3b) has a recessed hole (2) for supplying hydraulic pressure to the hydraulic actuator (2).
8), and seal grooves (1,
2), (1, 2>) are formed, and oil holes (4') are formed from the lubricating oil passage (3c) toward the seal grooves (12), (12).

Further, as an example, referring to FIG. 4, the automatic transmission (A) has a planetary carrier unit (9), and the gear units 1 to (9) are connected to a single planetary carrier unit (9). (6) and a dual gear carrier (7), both sun gears (Sl) of the gear units 1 to (9)
and a carrier (CR1) are integrally connected to each other, and the carrier (CR1,) is connected to an output member (10).
The input member (5) is connected to the ring gear (R1) of the sinkle gear carrier (6) through the first clutch (C1), and the input member (5) is connected to the ring gear (R1) of the sinkle gear carrier (6) through the second clutch (C2).
The sun gear (Sl) is connected to the ring gear (R2) of the dual gear carrier (7) via a third clutch (CO), and the ring gear (R2) of the dual gear carrier (7) is further connected to the sun gear (Sl) and the ring gear (R2) of the dual gear carrier (7). R1) is locked by an appropriate locking means to form a forward four-speed automatic transmission mechanism (1).

(e) Based on the two configurations, the rotating member (2) is always connected to the oil hole (4).
Since the supporting surface of the boss portion (3b) is lubricated by oil supplied from the hub portion, there is no problem of poor lubrication, and smooth rotation is possible at all times.

Furthermore, when the oil groove (12) formed in the host portion (3b) is constantly supplied with oil from the lubricating oil passage (3C) through the oil hole (4'), the support surface is more directly The hydraulic actuator (2) is therefore lubricated and rotates smoothly without lubrication failure.

Specifically, the automatic transmission mechanism (1) includes an input member (5)
The rotation of is transmitted through the first clutch (C1) to the ring gear (
R1) and is transmitted to the ring gear (R1) by the locking means.
2) is stopped and the first speed rotation is taken out from the carrier (CRI). Then, in the input state of the ring gear (R1), the sun gear (Sl) is stopped by the locking means, the second speed rotation is taken out from the carrier (CR), and the ring gear (
In the input state of R1), the third clutch (CO) is connected and input is also applied to the ring gear (R2), and the gear unit (
9) is taken out from the carrier (CRI). Furthermore, when shifting to 4-speed, the first clutch (C1) is first released, and the one-way clutch (C1) is activated exclusively through the third clutch (CO) and fourth clutch (C3).
The ring gear (R1) is rotated under the action of FO).
When the sun gear (Sl) is stopped by the locking means in this state, the rotation transmitted from the input member (5) to the ring gear (R2) via the third clutch (CO) is transmitted to the ring gear (R2). While R1) is idling at high speed, it is taken out from the carrier (CRI) as an over-dry rotation.

Then, in the case of two consecutive 3rd and 4th speeds, the hydraulic actuator (2) or the third and fourth clutches (Co)
, (C3), the oil groove (12) into which the sea link (11), (11) is fitted due to this operation.
, (12) leaks from the hydraulic actuator (2).
), and in addition to this, lubricating oil is also supplied to the support surface from the oil hole (4). Furthermore, in the second gear mentioned above, the hydraulic actuator (2) is not operated, so there is no leakage of lubricating oil from the sealing part. Since the support surface is supplied with oil, the support surface is always properly lubricated.

Note that the symbols in parentheses are used for reference to contrast with 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.
A torque converter 26 having a lock-up clutch 25 and a 4-speed forward automatic transmission mechanism 1 are supported on the input shaft 5, and a front axle shaft 23a and 23b are supported on the input shaft 5. An underdrive mechanism 27 is supported, and a front axle shaft 23a,
A front differential device 29 is supported on 23b.

The 4-speed automatic transmission mechanism 1 has planetary gear units 1 to 9 formed by combining a single planetary gear 6 and a dual planetary gear 7, and the planetary gear unit 9 has the sun gear S1 and carrier CRI of both planetary gears integrated. The pinion that meshes with the sun gear S1 is configured as a link pinion P1. The input shaft 5 and the single planetary gear 6 are connected via a ring gear R1 (small ring gear) or a first (forward) clutch C1,
Further, the input 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, it is directly locked by the ring gear R2 (large ring gear) of the dual planetary gear 7 or the third brake B3, and is locked for one-way rotation by the second one-way clutch F2. A counter drive gear 10 whose carrier CRI is supported by a case bulkhead 40a
The gear 10 is connected to the 4-speed automatic transmission mechanism 1.
It becomes an output member.

The above-mentioned clutches C1, C2 and brakes Bl, B
2. One-way clutches Fl and F2 are the same as the 3-speed automatic transmission mechanism, or in the present 4-speed automatic transmission mechanism 1,
In addition to the above configuration, a third clutch CO1 connects the input shaft 5 and the large ring gear R2, a fourth clutch C3 and a third one-way clutch are interposed between the output side member of the clutch CO and the small ring gear R1. FO is attached.

Further, the underdrive mechanism 27 has one single planetary gear 32, and the carrier CR3 and sun gear S3 of the planetary carrier are connected to the fifth (toward the die reflex 1).
They are connected via clutch C4. Further, the sun gear S3 is directly locked by the fourth (underdrive) brake B4, and the fourth one-way clutch F3
One-way rotation is locked. A ring gear R3 is connected to a counter drive gear 33 that meshes with the counter drive gear 10 and becomes an input member of the underdrive mechanism 27, and a carrier CR3.
is connected to the counter shaft 22. Further, a reduction gear 35 serving as an output member of the underdrive mechanism 27 is fixed to the counter shaft 22.

Further, the front differential device 29 includes a differential carrier 36 and left and right sight gears 37a, 37b, and a ring gear 39 is fixed to the differential gear rear 36, which serves as a gear mount case. The ring gear 39 meshes with the reduction 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 wheels and the axle shafts 23a and 23b, respectively.

Next, the operation of the 4-speed automatic transmission mechanism 1 in the automatic transmission A will be explained with reference to FIGS. 4 and 5.

The rotation of the engine crankshaft 61 is 1 to 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 ring gear R2 is transmitted to the second one-way clutch F2.
Since the 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 10.

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 C1. 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 small ring gear R1 from the input shaft 5 causes the carrier CRI to rotate while causing the large ring gear R2 to idle in the forward direction. The rotation is decelerated in the positive direction, and this rotation is caused by counter drive gear 1.
It is taken out as 2nd speed at 0. In addition, when shifting from 1 to 2, the second
The 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 clutch.

In the 3rd gear state, which shifts to D range, the third clutch CO and the fourth clutch C3 are connected from the 2nd gear state. Then, the transmission is transmitted from the input shaft 5 to the small ring gear R1 via the first clutch C1. At the same time, the rotation is transmitted to the large ring gear R2 via the third clutch CO, the planetary carrier unit 9 rotates integrally, and the direct rotation is transmitted to the counter drive gear 10. Note that when shifting from 2 to 3, the first The one-way clutch F] is switched from the locked state to the overrun state, and shifts smoothly without causing any shift shock due to clutch switching.In addition, in the 3rd gear state, the 4th clutch CO and the 3rd clutch CO The clutch C3 is connected, and the rotation of the input shaft 5 is controlled by the third clutch CO1 and the fourth clutch C3.
It is also transmitted to the small ring gear R1 via a path via the clutch C3 and the third one-way clutch toe 0.

When upshifting from 3rd gear to 4th gear in the D range, the first clutch C1 is first released. In this state, the rotation is exclusively transmitted to the small ring gear R1 through a path via the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO. is activated. Then, sun gear S1 is stopped even in reverse rotation, and input shaft 5
The rotation of the large ring gear R2 transmitted from the carrier C through the third clutch CO overruns the one-way clutch FO and causes the small ring gear R1 to idle at high speed.
Extracted from RI as overdrive rotation. At this time, the first clutch C1 is in the released state and the gears are shifted under the action of the third one-way clutch FO, so that the shift is performed smoothly without causing a shift shock due to the clutch change.

Furthermore, when the engine brake is operating in the 3rd range, 2nd range, or ] range, the third tree-1i-83 operates in 1st gear to stop the large ring gear R2 even in reverse rotation. Also, in the second gear, the first brake B1 is operated 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 the parenthesized state, it is fixed by the operation of the large ring gear R2 or the third play N-83. Therefore, while the small 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 drive gear 10.

On the other hand, the undertlife mechanism 27 is connected to the fourth brake B.
4 and/or when the sun gear S3 is stopped by 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 extracted 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
As a result, the 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.
A predetermined gear stage is obtained by appropriately combining the speed change and the deceleration and direct connection of the underdrive mechanism 27, and the rotation is transmitted to the front differential device 29 via the reduction gear 35 and ring gear 39, and further transmitted to the left and right front axle shafts. 23a.

23b. For example, the 4-speed automatic transmission mechanism 1
The combination of the underdrive mechanism 27 and the underdrive mechanism 27 is such that the underdrive mechanism 27 is in a deceleration state, the 4-speed automatic transmission mechanism 1 is operated to set the power mode, and the underdrive mechanism 2 is in a deceleration state.
7 is directly connected to operate the 4-speed automatic transmission mechanism 1 to set the economy mode, or
Also, the underdrive mechanism 27 may be set to extra low or high so that it is activated in special cases.
Furthermore, it is conceivable to insert the underdrive mechanism 27 between the 2nd and 3rd speeds of the 4-speed automatic transmission mechanism 1 to achieve the 5th forward speed.

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 40, a transaxle housing 41, and a rear cover 3, and the case serves as a differential carrier for a human power shaft 5, a counter shaft 22, and a front differential device 29. A ring gear mount case 36 is rotatably supported. On the input shaft 5, an l.rucon hearter 26 having a locking clutch 25 and a 4-speed automatic transmission mechanism 1 are disposed, and on the counter shaft 22, a live mechanism 27 is disposed on the counter shaft 22. ing. Further, a valve body 44 covered with a side cover 48 is disposed in the first to lance axle cases 40 .

In the 4-speed automatic transmission mechanism 1, a brake section 43, an output section 45, a planetary gear unit 9, and a clutch section 47 are arranged in this order from the engine crankshaft 61 toward the rear in the axial direction, and further to the brake section 43 and 1. An oil pump 49 is disposed between the input shaft 5 and the torque converter 26, and a hollow shaft 50 is fitted onto the input shaft 5 and rotatably supported.

The planetary gear units 1 to 9 are composed of a single planetary gear 6 and a dual planetary gear 7 (see FIG. 4), and the single planetary gear 6 meshes with a sun gear S1 formed on a hollow shaft 50, a ring gear R1, and these gears. Carrier CRI supporting binion P1
The dual planetary gear 7 has a hollow shaft 50.
It consists of a sun gear S1, a ring gear R2, and a carrier CRI 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. Both of these planetary carriers 6 and 7 are composed of a sun gear S1 or a single gear having the same number of teeth formed on the hollow shaft 50, and the carrier C
The RI is integrally constructed, and the pinion P1 is constructed as an integral long pinion.

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. The first one-way clutch F] has its inner race in spline engagement with the tip of the hollow shaft 50, and its outer race has a second clutch hub extending radially outwardly fixed thereto. Further, a first brake 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 bonfire cover made of aluminum tie-casting is integrally fixed to the pump body with a bolt on both sides of 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 triso gear 1O located approximately in the center of the 4-speed automatic transmission mechanism 1, and the counter drive gear 10 is connected to a partition wall 40a formed in the axle case 40. -C is rotatably supported via a double Chibird bearing 53, and its boss portion is connected to the carrier CRI of the planetary gear unit 9.
is connected to. Further, the outer race of the bear link 53 is spline-engaged and fitted to the inner peripheral surface of the case partition 40a, and a second one-way clutch F2 is attached to the outer peripheral surface of the race extension.

As shown in detail in FIG. 1, the clutch section 47 is
It is equipped with a first (forward 1<) clutch C1 and a second (reverse) clutch C2, and is located at the rear end of the 4-speed automatic transmission mechanism 1 and housed in the transaxle rear cover 3, and An oil passage 3c is formed on the rearmost side of the rear cover 3. Further, the rear end portion of the input shaft 5 is arranged in a sleeve portion 5 such that the central boss portion 3a of the cover 3 is fitted into the sleeve portion 5.
a, and a cladding drum 55 is integrally connected to the sleeve portion 5a. Further, a movable member 69 is fitted to the cradle tram 55 by 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 drum 55, thereby forming a hydraulic actuator 59 for the first clutch C1. On the other hand, the screws 1 to 70 are interposed between the cylinder made of the inner peripheral surface of the movable member 69.
The C oil chamber constitutes a hydraulic actuator 60 for the second clutch C2. Furthermore, the screw member 7o
A spring 73 is compressed between the spring receiver and the member 71, which is fixed to the sleeve part 5a with a snap link, and the spring 73 is connected to both hydraulic actuators 5
A common sliding return spring is formed by the screw 1-ring member 69.70 of 9.60. In addition, the first clutch C1 includes a ring carrier 11 and a spline formed on the inner circumferential surface of the outer diameter portion of the clutch 1 to the ram 55. The second clutch C2 is fixed to the spline formed on the inner peripheral surface of the outer diameter part of the movable part 69 and the hollow shaft 50. The hub portion 50a is interposed between the hub portion 50a and the spline formed on the outer circumferential surface of the hub portion 50a.

The present 4-speed automatic transmission mechanism 1 includes the following devices in addition to common parts with the dual 3-speed automatic transmission mechanism. That is, a sleeve member 15 is fitted into the annular boss portion 3b of the rear cover 3, and a flange member 16 is fixed to the sleeve member 15, forming a cylinder of the third clutch CO hydraulic actuator 2. . A piston 19 is fitted into the cylinder in an oil-tight manner, and the outer circumference of the flange member 16 is formed with a slotted hole 16a in the shape of a comb tooth.
1 to 79 are arranged. Further, a hub 80 is fixed to the stepped portion of the clutch drum 55, and is engaged with the hub 80 so that the clutch plate 81
The clutch plate 1-81 and the separator plate 79 constitute a third clutch CO adjacent to the hydraulic actuator 2.

A recessed hole 8 is formed in the annular boss portion 3b.
The recessed hole 8 supplies hydraulic pressure to the hydraulic actuator 2 via an oil hole 15a formed in the sleeve member 15 in close contact with the recessed hole 8. Further, seal grooves 12 are provided on both sides of the recessed hole 8.
12 (see FIG. 2), and seal rings 11.12 are formed in the seal grooves 12.12, respectively. ．． 11 is fitted. The seal ring 11.11 is located between the sleeve member 15 and the annular boss portion 3b, and maintains oil-tight communication between the recessed hole 8 and the oil hole 15a. Furthermore, a lubricating oil passage 3c for supplying lubricating oil to each part is formed at the rearmost part of the transaxle rear cover 3, and a sleeve is provided on a side wall 3d of the lubricating oil passage 3c adjacent to the hydraulic actuator 2. A C oil hole 4 is formed toward the sliding surface (support surface) between the member 15 and the annular boss portion 3b, and the oil hole 4 continuously supplies a constant amount of oil to the oil passage 3c. It is supplied to the sliding surface to forcibly lubricate it,
The structure is such that problems such as seizure do not occur on the sliding surface.

Further, a spring receiver member 83 is attached to the tip of the sleeve member 15 by a snap link 82.
A return spring 85 is compressed between one surface of the member 83 and the piston 19.

On the other hand, on the outer diameter side of the flange member 16 of the hydraulic actuator 2, a ram member 57 extends in the axial direction to 1.
One end of the crumb material 57 is locked by a link-shaped play 1-87 or a snap ring 89 fixed to the flange member 16. The other end of the drum member 57 is bent inward, and the protrusion of the large connector R2 engages with the hole formed at the bent end, and is prevented from coming out with a snap link. It is locked. Further, a spline-like groove 57a is formed in the inner peripheral surface of one end portion of the drum member 57, and the third clutch separator plate 79 is engaged with the groove 57a. And the tram member 5
An annular tube 56 constituting a connecting member is installed between the separator plate 79 for the third clutch CO and the separator plate 1 for the fourth clutch 03 in parallel to the inner diameter side of the clutch 7. Note that a predetermined number of holes are formed in the drum member 57 and the tube 56, and the lubricating oil scattered from the inner diameter side is collected to lubricate the clutches C1, C2, etc., and the lubricating oil is discharged from the holes. It also helps dissipate heat.

On the other hand, the underdrive mechanism 27 has one single planetary gear 32, as shown in FIG.

Further, a counter driven gear 33 is rotatably supported on the counter shaft 22 via a hair ring 103.
Further, 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. Further, the sun gear S3 is formed into a shaft 105 rotatably supported on the shaft 22'', and a drum 106 fixed to the outer diameter of the hub has a fourth brake B4 made of a pando sole on its outer peripheral surface.
or engaged. Further, a fifth clutch C4 is interposed between the inner peripheral surface of the drum 106 and a hub fixed to the carrier CR3, and a piston is fitted into the hub 105 adjacent to the clutch c4. A hydraulic actuator 107 for the clutch C4 is configured. Further, a fourth one-way clutch F3 is interposed between the extension of the hub 105 and the case 40.

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 40 via a bear link. Further, a large-diameter ring gear 39 that meshes with the reduction gear 35 is fixed on the mounting case 36, and a pinion gear 111 is rotatably supported inside the ring gear 39 by a pinion shaft 110. Left and right side gears 37a and 37b meshing with the gear 111 are rotatably supported. And the side gear 37a.

37b, the left and right front axle shafts 23a and 23b are respectively fitted and connected.

Next, the operation of the embodiment described above will be explained.

In the first forward speed state, hydraulic pressure is supplied to the hydraulic actuator 59 through an oil passage formed in the rear cover 3. Then, the movable member 6 uses the clutch drum 55 as a cylinder.
9 moves and engages the first clutch C1. In this state, the rotation of the human power shaft 5 is transmitted to the small ring gear R1 via the clutch drum 55 and the first clutch C1, and the large ring gear R2 is transmitted to the second one-way clutch F2.
1 from the carrier CRI.
Fast rotation is taken out. Note that when the engine brake is activated, hydraulic pressure is supplied to the hydraulic actuator 65 to activate the third brake B3, which directly locks the large ring gear R2. As described above, the signal is transmitted to the underdrive mechanism 27 via the counter drive gear 10 and the counter driven gear 33, further transferred to the front differential device 29 via the reduction gear 35 and ring gear 39, and then transmitted to the left and right front axle shafts. The signal is transmitted to 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 ring gear R1 via the first clutch C1 is taken out as second speed rotation from the carrier CRI as described above. Ru. 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 59 for the first clutch C1, hydraulic pressure is supplied to the hydraulic actuator 2 through the oil hole 7 formed in the annular boss portion 3b of the rear cover 3. do. Then, the piston 19 moves against the spring 85 and engages the third clutch CO. As a result, the rotation of the input shaft 5 is controlled by the clutch drum 55, the hub 80, and the third clutch C0 (80
．． 81) and the large ring gear R2 via the drum member 57.
In conjunction with the rotation of the small ring gear R1 via the first clutch C1, the direct rotation that rotates the gear unit 9 integrally is taken out from the carrier CR1.

Furthermore, the movement of the separator plate 79 due to the engagement of the third clutch CO is transmitted to the separator plate of the fourth clutch C3 via the tube 56.
3. Then, as described above, the third clutch CO
The rotation of the drum member 57 transmitted via the fourth clutch C3 is transmitted to the outer race of the third one-way clutch FO, and is further transmitted to the outer race of the third one-way clutch FO.
It is transmitted to small ring gear R1 via O.

Furthermore, prior to upshifting to the fourth forward speed, the hydraulic actuator 59 is first trained and the first clutch C1 is activated.
to release. In this state, power is transmitted to the small ring gear R1 exclusively through the third clutch CO, the fourth clutch C4, and the 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. It is transmitted to the large ring gear R2 via the drum member 57, and is transmitted to the small ring gear R1 while overrunning the one-way clutched 0.
is idly rotated at a high speed, and the Ohd Lights rotation is taken out from the carrier CRI.

In addition, in the reverse range, hydraulic pressure is supplied to the hydraulic actuator 60 from the oil passage formed in the rear cover 3,
The movable member 69 is used as a cylinder to move the screws 1 to 70, engage the second clutch C2, and supply hydraulic pressure to the hydraulic actuator 65 to activate the third brake B3.
to lock. In this state, the rotation of the input shaft 5 is
Clutch drum 55, movable member 69, second clutch C
2 and the collar portion 50a to the sun gear S1,
By stopping the large ring gear R2 based on the third brake B3, 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 ring gear R2 from being mechanically connected.

In the first gear mentioned above, only the first clutch C1 operates, so the third clutch CO hydraulic actuator 2 does not operate and does not rotate, but in the second gear, the first clutch C1 and the second clutch C1 operate. Since the brake B2 is activated, the third clutch CO hydraulic actuator 2, that is, the sleeve member 15, slides into contact with and rotates around the annular boss portion 3b due to the rotation of the ram members 1 to 57. In this case, since the actuator 2 does not operate, check whether oil will leak from the seal ring 1.1.11 portion and lubricate the supporting surface when hydraulic pressure is supplied. 4, a constant amount of oil is always supplied to the sliding contact/supporting surface between the sleeve member 15 and the annular boss portion 3b, so that the supporting surface is constantly and appropriately lubricated. Therefore, the support surface is reliably lubricated, and problems such as seizure due to insufficient lubrication do not occur. Furthermore, in 3rd and 4th gears, the third clutch CO
and a third clutch CO hydraulic actuator 2 for engaging the fourth clutch C3.

The actuator 2 rotates around the annular boss portion 3b while remaining in the operating state. In this case, part of the oil supplied to the actuator 2 from the recessed hole 8 leaks from the sealing part to lubricate the support surface, but in addition to this, a certain amount of oil is also supplied from the oil hole 4. Since the oil is supplied towards the support surface, the support surface is reliably lubricated and therefore no problems such as damage to the sealing 11, 11 and loss of oil tightness occur.

In this embodiment, the oil hole 4 was formed in the side wall 3d toward the support surface of the hydraulic actuator 2, so that the support surface could be constantly lubricated, but as shown in FIG. As shown in FIG.
', and oil is directly supplied from the oil hole 4' to the seal groove 12, and the oil leaking from the seal groove 12 directly lubricates the support surface to further enhance the lubrication effect. may be configured. In this case, it is possible that oil leaking from the seal groove 12 flows into the hydraulic actuator 2 from the oil hole 1.5a, but this is because the rotation of the actuator 2 is slow in 2nd speed and the centrifugal oil pressure is large. Since there is no action, the hydraulic actuator 2 will not malfunction, and in 3rd and 4th gears,
The seal ring 11 moves within the seal groove 12 due to the oil pressure supplied from the recessed hole 8 and closes the oil hole 4', so that the oil supplied from the oil hole 4' is directed to the oil hole 15a side. To lubricate only the outer support surface of the one seal ring 11 without leaking.

(G) As described in detail, according to the present invention, the oil hole (4) is directed from the lubricating oil passage (3c) formed in the transaxle rear cover (3) to the supporting surface of the rotating member (2). After forming the support surface, lubricating oil is constantly supplied from the oil hole (4) to forcibly lubricate the support surface, thereby preventing poor lubrication when the rotating member (2) rotates. This ensures that problems such as damage to the sea link can be prevented.

Furthermore, the rotating member has a hydraulic actuator (2), and seal rings (11), (
Oil grooves (12), (12) into which oil holes (11,) are fitted are formed, and oil holes (12) are formed from the lubricating oil path (3c) toward the oil grooves (12).
4') allows oil to be more directly supplied to the support surface of the hydraulic actuator (2), thereby making it possible to further ensure lubrication during rotation of the hydraulic actuator (2).

In particular, the automatic transmission (A) is a forward 4-speed automatic transmission mechanism (1
), the rotating member (2) is in the third position at the 3rd and 4th speeds.
and engages and operates the fourth clutch (CO) (C3),
The oil leaking from the oil groove (12) into which the sealing (11) is fitted lubricates the support surface of the concave rolling member (2), and
Supply lubricating oil to the support surface from the oil hole (4) as well.
In addition, in the second gear when the rotating member (2) rotates together with the rotating member (2), although the rotating member (2) does not operate and oil leakage from the sealing part is not expected, the oil Oil is always reliably supplied to the support surface through the hole (4), and the support surface can be forcibly and properly lubricated.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing the main parts of an automatic transmission according to the present invention;
Fig. 2 is a partially enlarged sectional view, Fig. 3 is a sectional view showing the entire automatic transmission, Fig. 4 is a schematic diagram thereof, Fig. 5 is a diagram showing the operation of the 4-speed automatic transmission mechanism, and Fig. 6 is a diagram showing the operation of the 4-speed automatic transmission mechanism. The figure is an enlarged sectional view of a main part showing another embodiment. FIG. 7 is a sectional view showing an automatic transmission mechanism already proposed by the applicant. 3b...Boss part (annular boss part), 3C...Lubricating oil path, 4.4'...Oil hole 5...Manpower member, 6...Single planetary gear, 7...Dual planetary gear, 8... Concave hole 9...
Furanetariki °Yaninit, 10... Output member (
Counter drive gear) 11... Seal ring 12... Oil groove 13... Oil hole A... Automatic transmission C1, C2, Co... First clutch, second clutch, third clutch Clutch CRI...
Carrier Fl, F2゜FO, Bl, B2...Locking means (first one-way clutch, second one-way clutch, third one-way clutch, first brake, second brake), R1, R2 ...Ring gear, Sl...Sun gear...Forward 4-speed transmission mechanism 2...Rotating member (third
Hydraulic actuator for clutch CO) 3...Transaxle rear cover

Claims (1)

[Claims] 1. In an automatic transmission in which a rotating member is supported on a boss portion of a transaxle rear cover, an oil hole is provided from a lubricating oil passage formed in the transaxle rear cover toward a supporting surface of the rotating member. A lubrication device for an automatic transmission, characterized in that: 2. The rotating member has a hydraulic actuator, and the boss portion is formed with a recessed hole for supplying hydraulic pressure to the hydraulic actuator, and seal grooves into which seal rings are fitted are formed on both sides of the oil hole. The lubricating device for an automatic transmission according to claim 1, wherein the oil hole is formed from the lubricating oil path toward the seal groove. 3. The automatic transmission has a planetary gear unit, and the gear unit is configured by combining a single planetary gear and a dual planetary gear, and both sun gears and carriers of the gear unit are connected integrally, and The carrier is coupled to the output member, and the input member is coupled to the ring gear of the single planetary gear via the first clutch, to the sun gear via the second clutch, and to the ring gear of the dual planetary gear via the third clutch. The lubrication system for an automatic transmission according to claim 1, further comprising a sun gear and a ring gear of the dual planetary gear being appropriately locked by a locking means to constitute a forward four-speed automatic transmission mechanism.