JPH02173459A - Lubricating device in automatic transmission - Google Patents

Abstract

PURPOSE:To always properly lubricate a friction engaging means contriving the cost down and compactness by constituting a device guiding oil to the friction engaging means from an oil reservoir in right and left holding members through the second oil line formed in an outer race. CONSTITUTION:Oil, guided by the first oil line 6, is accumulated in a sufficient quantity in the inner of right and left holding members 4, 4 and 12, 12 and allowed to flow out toward a friction engaging means C3 through the second oil line 7. Accordingly, a one-way clutch FO is lubricated in its operating surface by the sufficient oil, further even the friction engaging means C3 is properly lubricated by oil supplied from an oil reservoir. While because the second oil line 7 is formed in the radial direction of an outer race 1, its axial direction is not required to be long formed. As the result, work, when the second oil line 7 to the outer race 1 is formed, is simplified, contriving the cost down and even the compactness of an automatic transmission enabling the friction engaging means C3 to be always properly lubricated.

Description

Detailed Description of the Invention (a) Industrial Application Field The present invention relates to an automatic transmission installed in an automobile, and more specifically, a friction engagement means such as a wet multi-disc clutch is provided on the outer peripheral surface of the outer race of a one-way clutch. The present invention relates to a lubricating device for an automatic transmission equipped with the following.

(Old Conventional Technology) Conventionally, as shown in Japanese Unexamined Patent Publication No. 62-31743, an automatic transmission consists of a main transmission unit 1-7 as shown in FIG.
4, and the main transmission unit 74 has an output shaft 7
Wet type multi-disc brake B2 on the outer periphery of 8. B3 is provided, and the wet multi-disc brake B2. The disk plates 79...80... constituting B3 are connected to the output shaft 7.
One-way clutches Fl and F2 are fitted and fixed to splines formed on the outer periphery of outer races 81 and 82 of F2, respectively, and are allowed to rotate in only one direction.

The one-way clutch F2 has an oil passage 84 formed in its outer race 82 diagonally from a position slightly shifted in the axial direction toward the wet multi-disc brake B3, and an oil passage 85 formed in the inner race 83. The oil supplied from the oil passage 8 passes through the one-way clutch F2 and
4 to the wet multi-disc brake B3, and the brake B
3.

(c) Problems to be Solved by the Invention However, since the oil passage 84 is formed obliquely in the outer race 82, the work when forming the hole becomes very troublesome, leading to an increase in manufacturing costs, and 8
2 must be formed long in the axial direction, which is an obstacle to making automatic transmissions more compact. In addition, an oil reservoir is formed in the axially projecting portion of the outer race 82 to guide oil to the oil passage 84, but this oil reservoir should be wide enough to shorten the axial direction. Things didn't work out,
Therefore, it is difficult to smoothly introduce sufficient oil into the oil passage 84.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a lubricating device configured as a one-way clutch oil reservoir and configured to supply oil directly from the oil reservoir to the outer periphery of the outer race, thereby solving the above-mentioned problems. That is.

(d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances, and as shown in FIGS. 1 and 2, for example, the outer race (1) of a one-way clutch (FO) In an automatic transmission (A) in which a friction engagement means (C3) is arranged on the outer peripheral surface, an inner race (R) of the one-way clutch (FO) is provided.
1), a first oil passage (6) is formed to guide oil to the operating surface of the one-way clutch (FO), and left and right holding members (4), (4) that hold the one-way clutch (FO) are formed.
), (12), and (12), and a second oil passage (7) is formed in the outer race (1) in the radial direction.
), and is configured to guide oil from the oil reservoir to the frictional engagement means (C3) via the second oil passage (7).

Further, the inner race of the one-way clutch (FO) may be formed of a rotating member (R1).

(e) Effect Based on the above configuration, the oil guided through the first oil passage (6) is connected to the left and right holding members (4), (4), (12), and (12).
A sufficient amount of oil is stored inside and flows out to the frictional engagement means (C3) via the second oil passage (7). Therefore,
The operating surface of the one-way clutch (FO) is lubricated with the sufficient oil, and the friction engagement means (C3) is also properly lubricated with the oil supplied from the oil reservoir. Further, since the second oil passage (7) is formed in the radial direction of the outer race, the outer race (1) is not formed long in the axial direction.

Note that the symbols in parentheses are used for reference to contrast with each component in the drawings, and do not limit equivalent configurations.

(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 has a lock-up clutch 25 on the input shaft 5, a gear converter 26, and a 4-speed forward automatic transmission mechanism 5.
5 is supported, an underdrive mechanism 27 is supported on the counter shaft 22, and a front axle shaft 23 is also supported on the counter shaft 22.
The front differential device 29 is located on a and 23b.
is supported.

The 4-speed automatic transmission mechanism 55 has a planetary gear unit 61 formed by combining a single planetary gear 59 and a dual planetary gear 60, and the planetary gear unit 61 is constructed by integrally connecting the sun carriers S1 and the carriers CR1 of the two planetary gears. and the pinion or long pinion P that meshes with the sun gear S1.
1. Then, the ring gear R1 (small link gear) of the input shaft 5 and the single planetary carrier 59
are connected via a first (forward) clutch C1, and are also connected to the input shaft 5 via a sun gear S1 or a second (reverse) clutch C2. Also,
The sun gear S1 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 one-way rotation is locked by the second one-way clutch F2. And carrier C
The RI is connected to a counter 1 drive gear 62 supported by the case bulkhead 40a, and the gear 62 serves as an output member of the 4-speed automatic transmission mechanism 1.

Clutches C1, C2 and brake Bl,
B2, one-way clutch Fl, and F2 are the same as those in the three-speed automatic transmission mechanism, or in the present four-speed automatic transmission mechanism 55, in addition to the above-mentioned configuration, one-way clutches Fl and F2 are the same as those in the three-speed automatic transmission mechanism, or in addition to the above-mentioned configuration, A fourth clutch C3 and a third one-way clutch FO are provided between the output side member of the third clutch CO1 and the small link gear R1.

Further, the underdrive mechanism 27 has one single planetary gear 32, and is connected to a carrier CR3 of the planetary gear via a sun gear S3 or a fifth (tie-left) clutch C4. Also, Sun Gear S
3 is directly locked by a fourth (under rights) brake B4, and one-way rotation is locked by a fourth one-way clutch F3. The link gear R3 is connected to a counter driven gear 33 that meshes with the counter drive gear 62 and becomes an input member of the main under-1 rip mechanism 27, and is also connected to the carrier CR.
3 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 1 to differential gear device 29 have 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 serves as a gear mount case. The link 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 the left and right front wheels 1 to axle shafts 23a and 23b, respectively.

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

The rotation of the engine crankshaft 79 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. In this state, the rotation of the input shaft 5 is transmitted to the small link gear R1 via the first clutch C1, and in this state, the rotation is prevented by the thick link gear R2 or the second one-way clutch F2. Therefore, the common carrier CR1 is rotated at a significantly reduced speed in the forward direction while the sun gear S1 is idly rotated 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 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 link gear R1 from the human power shaft 5 is caused by the rotation of the carrier CRI while causing the large ring gear R2 to idle in the forward direction. is decelerated and rotated in the positive direction, and this rotation is caused by counter drive gear 6.
2 is taken out as 2nd speed. In addition, when shifting from 1 to 2, the second
The one-way clutch F2 is switched from a locked state to an overrun state, and shifts smoothly from 1 to 1 without causing a shift shock due to changing clutches.

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, the signal is transmitted from the input shaft 5 to the small ring gear R1 via the first clutch C1 and to the large link gear R2 via the third clutch CO, and the planetary gear unit 61 rotates integrally, resulting in direct rotation. The signal is transmitted to the counter drive 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, the fourth clutch C3 is connected together with the third clutch CO, 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 link gear R1 via a path via the clutch C3 and the 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, rotation is exclusively transmitted to the small link gear R1 through a path via the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO, and in this state, B1 is activated. Then,
The input shaft 5 is also stopped against Sangya S1 or reverse torque.
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 link 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 gear shift is performed under the action of the third one-way clutch FO, so that the shift is smoothly performed without any shock caused by changing the clutch.

Furthermore, when the engine brake is operating in the 3rd range, 2nd range, or the small ring, in 1st gear, the third brake B3 is activated to stop the large link gear R2 even against reverse torque. In 2nd gear, the first brake B
1 to stop the sun gear S1 even against reverse torque.

In the reverse range, the second clutch C
2 is connected, and the third tree-VB3 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 link gear R2 is fixed by the operation of the third brake B3. , 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 by the counter drive gear 62.

On the other hand, the underdrive 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 carrier 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
are integrated, and are directly connected and rotated and 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 antertribe 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 transmitted to the left and right front axle shafts. 23a.

23b. For example, the 4-speed automatic transmission mechanism 5
5 and the antertribe mechanism 27, the underdrive mechanism 27 is in a deceleration state and the 4-speed automatic transmission mechanism 55
The underdrive mechanism 27 is directly connected to operate the 4-speed automatic transmission mechanism 55 to set the economy mode. It is conceivable to use a means that operates in special cases as high, or to put the underdrive mechanism 27 between 2nd and 3rd speeds of the 4-speed automatic transmission W41 to provide 5th forward speed.

An embodiment of the automatic transmission A described above will now 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 72, and the case includes an input shaft 5, a counter shaft 22, and a link gear serving as a differential carrier for the front differential device 29. A mount case 36 is rotatably supported. A torque converter 26 having a lock-up clutch 25 and a four-speed automatic transmission mechanism 55 are disposed on the input shaft 5, and an underdrive mechanism 27 is disposed on the counter shaft 22. Further, a pulp body 44 covered with a side cover 48 is disposed in the transaxle 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 arranged between the brake section 43 and the torque converter 26, and is fitted onto the input shaft 5 so as to be rotatable. A hollow shaft 5o is supported.

The planetary gear unit 61 includes a single planetary gear 59 and a dual planetary gear 60 (see FIG. 4), and the single planetary gear 59 supports a sun gear SL formed on the hollow shaft 5o, a ring gear R1, and a pinion P1 that meshes with these gears. The dual planetary gear 6o includes a sun gear s1, a ring gear R2, and a ring gear R2 formed on the hollow shaft 50.
It also includes a carrier CRI that supports a first pinion P1 that meshes with sun gear S1 and a second pinion P2 that meshes with ring gear R2 so that they mesh with each other. Both of these planetary gears 59 and 60 are composed of a sun gear S1 and a single gear having the same number of teeth formed on the hollow shaft 5o, the carrier CR1 is integrally constructed, and the pinion PI 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. The first one-way clutch F1 has its inner race engaged with a spline at the tip of the hollow shaft 5o, and a second brake hub extending to an outer diameter mq is fixed to its outer race. 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 pump cover made of die-cast aluminum is integrally fixed to the pump body with bolts across a 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 drive gear 62 located approximately in the center of the 4-speed automatic transmission mechanism 55, and the counter drive gear 62 is connected to the axle case 40.
It is rotatably supported by a partition wall 40a formed in
is connected to. Furthermore, the outer race of the bearing 53 is splined 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 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 and housed in the transaxle cover 72 portion. In addition, the input shaft 5f & end is covered by a cover 72.
The sleeve portion 5a is fitted with the central boss portion 72a of the clutch drum 5.
7 are connected together. Furthermore, the clutch drum 5
A movable member 69 is fitted to 7 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. In addition, the movable member 6
Reference numeral 9 forms an oil chamber with a cylinder formed from the inner peripheral surface of the clutch tram 57, thereby forming a hydraulic actuator 66 for the first clutch C1. On the other hand, the piston member 70 forms an oil chamber between the cylinder made of the inner circumferential surface of the movable member 69 and the hydraulic actuator 6 for the second clutch C2.
3. Further, a spring 73 is compressed between the spring receiver fixed to the piston member 70 and the sleeve portion 5a by a snap link and the member 71, and the spring 73 is connected to both hydraulic actuators 63 and 66.
It constitutes a return spring common to the piston members 69 and 70 of. Further, the first clutch C1 is the clutch 1
The second clutch C2 is interposed between a spline formed on the inner peripheral surface of the outer diameter portion of the ram 57 and a spline formed on the axially extending portion surface of the link gear R1. It is interposed between the spline formed on the inner peripheral surface of the outer diameter portion and the spline formed on the outer peripheral surface of the collar portion 50a fixed to the hollow shaft 50.

The present 4-speed automatic transmission mechanism 55 includes the following devices in addition to the common parts with the above-mentioned 3-speed automatic transmission mechanism. That is, a sleeve member 75 is fitted into the annular boss portion 72b of the rear cover 72, and a cladding drum 76 is fixed to the sleeve member 75, and the third cladding CO
It constitutes the cylinder of the hydraulic actuator 56 for
A piston 77 is fitted into the cylinder in an oil-tight manner.

Further, a third clutch CO is disposed adjacent to the hydraulic actuator 56.

On the other hand, a drum member 67 extends in the axial direction on the outer diameter side of the clutch drum 76 of the hydraulic actuator 56, the other end of the drum member 67 is bent inward, and a The protruding portion 90 of the large link gear R2 engages with the hole provided and is secured and prevented from coming off by a snap link 91. Also, a groove 67b is provided at the other end of the drum member 67.
is formed in the line groove 67b, and a fourth clutch C3 is formed in the line groove 67b.
The separator plates 3 constituting the two are engaged with each other. In parallel to the inner diameter side of the drum member 67, an annular tube 68 constituting a connecting member is connected to the third clutch C○.
It is assembled between the separator plate 1- and the separator plate 3 for the fourth clutch C3.

The third one-way clutch FO is positioned between the retaining snap link 96 of the first clutch C1 and the drum member connecting phase snap ring 91 through thrust washers 97 and 99. An outer race 1 is disposed on the outer peripheral surface of the outer race 1, and a fourth clutch C is connected to the separator plate 3 on the outer peripheral surface of the outer race 1.
One clutch plate 2 forming part 3 is engaged. Further, the third one-way clutch FO is mounted directly on the outer peripheral surface of the small ring gear R1, which is an inner race, and the small ring gear R1 is connected to the hub portion 50a and the gear unit 1 via a thrust bearing to the carrier 61. It is supported by a support plate 102 held between CRIs.

Furthermore, as shown in detail in FIG. 2, the third one-way clutch FO includes left and right end bearings 12, The end bearings 12.12 are supported by snap rings 4, 4 on their outer surfaces, respectively. Also, the outer race 1 includes a one-way clutch F.
An oil passage 7 is formed in a direction perpendicular to the input shaft 5 from a position slightly shifted in the axial direction within a range in contact with O, and a support member 1 is further formed in the small ring gear R1, which serves as an inner race.
An oil passage 6 is formed diagonally from the 02 side toward the one-way clutch FO. Therefore, the oil that is scattered due to the rotation of the input shaft 5 is guided inside the clutch FO through the oil passage 6 and passes through the space surrounded by the snap rings 4, 4 and the end rings 12, 12 in the left and right direction. Since a sufficient amount of oil is stored as an oil reservoir, the operating surfaces of the clutch FO, ie, the sliding surfaces of the sprags 10, etc., are reliably lubricated. Then, since sufficient oil from the oil reservoir is guided from the oil passage 7 toward the third clutch C3, the clutch C3 is properly lubricated. Note that the oil passage 7 is connected to the outer race 1.
are formed in an appropriate number at predetermined intervals around the circumference of the fourth
By releasing oil towards clutch C3 of
It serves not only to lubricate the clutch C3 but also to release heat within the one-way clutch FO.

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 bearing 103.
A reduction gear 35 is also fixed on the shaft 22. The carrier CR3, which is connected to the link gear R3 of the planetary gear 32 or the counter driven gear 33 and supports the pinion P3, is formed integrally with the counter shaft 22 by protruding in the outer diameter direction. Further, the sun gear S3 is formed on a hollow shaft 105 rotatably supported on the shaft 22, and a drum 106 fixed to the outer diameter of the hollow shaft has a fourth brake consisting of a band brake on its outer peripheral surface. B
4 is engaged. Further, a fifth clutch C4 is interposed between the inner peripheral surface of the drum 106 and a hollow shaft fixed to the carrier CR3, and a piston is fitted to the hollow shaft 105 adjacent to the clutch C4. and clutch C
4 constitutes a hydraulic actuator 107. Further, a fourth one-way clutch F3 is interposed between the extension of the hollow shaft 105 and the case 40.

Further, the front differential device 29 has a link 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 bearings. Further, a large-diameter ring gear 39 that meshes with the reduction gear 35 is fixed on the mount case 36, and a pinion gear 111 is rotatably supported inside the mount case 39 by a pinion shaft 110. Left and right side gears 37a and 37b meshing with 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.

The operation of the above embodiment will now be explained.

In the first forward speed state, hydraulic pressure is supplied to the hydraulic actuator 66 via an oil passage formed in the rear cover 72.

Then, the movable member 69 moves against the spring 73 using the clutch drum 57 as a cylinder, and engages the first clutch C1. In this state, the rotation of the input shaft 5 is transmitted to the small link gear R1 via the clutch drum 57 and the first clutch C1, and the large ring gear R2 is locked by the second one-way clutch F2. Together with this, the first speed rotation is taken out from the carrier CRI. Note that when the engine brake is activated, the hydraulic actuator 6
5 and operates the third brake B3 to directly lock the large ring gear R2. The rotation is then transmitted to the underdrive mechanism 27 via the counter drive gear 62 and the counter driven gear 33, and further to the reduction gear 35, as described above with reference to the schematic diagram in FIG.
It is transmitted to the front differential device 29 via the ring gear 39, and then to the left and right front axle shafts 23a, 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 Fl 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 56 for the first clutch C1, hydraulic pressure is supplied to the hydraulic actuator 56 through an oil passage formed in the annular boss portion 72b of the rear cover 72. . Then, the piston 77 moves and engages the third clutch co. As a result, the input and the rotation of the shaft 5 are controlled by the clutch 1 heram 57.
, the hub 80, the third clutch CO and the drum member 67 to the large ring gear R2, and the first clutch C
Together with the rotation of the small ring gear R1 through the gear unit 61, the direct rotation of the gear unit 61 is the
1.

Further, the movement of the separator plate due to the engagement of the third clutch CO is transferred to the fourth clutch C via the duplex 68.
Clutch C3 is transmitted to the separator plate 3 of C3.
engage. Then, similarly to the above, the rotation of the drum member 67 transmitted via the third clutch CO is transmitted to the outer race 1 of the third one-way clutch FO via the fourth clutch c3, and further to the outer race 1 of the third one-way clutch FO.
It is transmitted to small ring gear R1 via O.

Furthermore, prior to the upshift 1- to the 4th forward speed, the hydraulic actuator 66 is first drained and the first clutch C
Release 1. In this state, the small ring gear R1
Power is transmitted 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, 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 67, and is transmitted to the small link gear R while operating the one-way clutch FO.
1 is idled at high speed, and the overright rotation is taken out from the carrier CRI.

In the reverse range, hydraulic pressure is supplied to the hydraulic actuator 63 from the oil passage formed in the rear cover 77, and the movable member 69 is used as a shunter to move the piston member 70 against the splinter 73, thereby moving the piston member 70 against the splinter 73. While engaging the clutch C2, hydraulic pressure is supplied to the hydraulic actuator 65 to lock the third brake B3. 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 hub portion 50a, and is transmitted to the large ring gear R2 based on the third brake B3. Due to the stop of , reverse rotation is taken out from the carrier CR1.

Furthermore, when coasting backward in the reverse range, even if the shift 1 hereher is operated to the D range and the first clutch C1 is engaged, the fourth clutch C3 is released, so the third one-way clutch FO This prevents the small link gear R1 and the large ring gear R2 from being mechanically connected.

On the other hand, the oil scattered due to the rotation of the input shaft 5 is guided to the oil passage 6 formed in the small link gear R1 serving as the inner race, and is directed to the inside of the one-way clutch FO, that is, the snap rings 4, 4 and the end bearing link. 12. A sufficient amount of oil is stored in the space surrounded by 12 as a reservoir to reliably lubricate the operating surface of the one-way clutch. Further, the oil in the oil reservoir passes through an oil passage 7 formed in the outer race 1 and is released to the fourth clutch C3 in a sufficient amount. Therefore, the clutch C3 is always properly lubricated by the oil supplied from the oil reservoir. Furthermore, when the oil from the oil reservoir is released toward the fourth clutch C3, the heat within the one-way clutch FO can also be released at the same time.

(G) As described in detail, according to the present invention, a first oil passage (6) is formed in the inner race (R1) of a one-way clutch (FO) to guide oil to the clutch operating surface. , and a second oil passage (7) is formed in the outer race (1) in the radial direction, and the left and right holding members (4), (4), (12), (12)
The frictional engagement means (
By configuring the structure to lead oil to C3), it is possible to simplify the work when forming the second oil passage (7) to the outer race (C3) and reduce costs.
1) Automatic transmission (A) without making it long in the axial direction
Furthermore, the operating surface of the one-way clutch (FO) can be reliably lubricated with a sufficient amount of oil stored in the oil reservoir, and the friction engagement means (FO) can be removed from the oil reservoir. A sufficient amount of oil can be evenly supplied to C3), thereby making it possible to properly lubricate the frictional engagement means (C3) at all times.

[Brief explanation of the drawing]

Fig. 1 is a sectional view showing the main parts of the automatic transmission according to the present invention, Fig. 2 is an enlarged sectional view showing the third one-way clutch and its surroundings in detail, and Fig. 3 is a sectional view showing the entire automatic transmission. FIG. 4 is a schematic diagram thereof, and FIG. 5 is a diagram showing the operation of the four-speed automatic transmission mechanism. FIG. 6 is a sectional view showing a lubricating device for an automatic transmission that the applicant has already proposed. 1... Outer race, 4.12... Left and right holding member (snap link, end bearing) 6... First oil path 7... Second oil path A... Automatic transmission
C3...Frictional engagement means (fourth clutch)
FO...One-way clutch (third one-way clutch) R1...Rotating member (inner race)

Claims (1)

[Scope of Claims] 1. In an automatic transmission in which a friction engagement means is disposed on the outer circumferential surface of an outer race of a one-way clutch, the inner race of the one-way clutch has a first part that guides oil to the operating surface of the one-way clutch. a second oil passage is formed in the outer race in the radial direction, and an oil reservoir is formed inside the left and right holding members that hold the one-way clutch; A lubrication device for an automatic transmission, characterized in that the oil is guided from the oil reservoir to the frictional engagement means via the oil reservoir. 2. The lubricating device for an automatic transmission according to claim 1, wherein the inner race of the one-way clutch is constituted by a rotating member.