JPH02278061A - One-way clutch device for automatic transmission - Google Patents

Abstract

PURPOSE:To improve sealing ability through prevention of production of burrs on the inner peripheral surface of an inner race and at the outlet of an oil hole by a method wherein a chamfered surface is formed on the rotary shaft side of an oil hole formed in a manner to be inclined in an axial direction. CONSTITUTION:After an oil hole 53a is formed in a way to be bored from a direction X extending at right angles with the outer peripheral surface of an inner race 52 by means of a drill, and an oil hole 53b is formed in a way to be bored from a direction Y inclined in an axial direction. Finally, a chamfered surface 53c is formed in a way to be bored in a direction Z, extending at right angles with the oil hole 53b, from the inner peripheral surface side of the inner race 52. This constitution prevents production of burrs on the inner peripheral surface of the inner race 52 and at the outlet of an oil hole 53, prevents a seal ring 57 from being cut off due to production of burrs during assembly in which a coupling shaft 25 is inserted in the inner race 52, and improves sealing ability.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a one-way clutch device in an automatic transmission.

[Conventional technique]

FIG. 5 is a sectional view of the area around the one-way clutch F2 in the automatic transmission shown in FIG. 2 to which the present invention is applied, and in FIG. The output shaft 25 is a connection shaft.

The planetary gear unit 15 has a planetary gear unit 2
7, a sun gear 25b, and a ring gear 29 directly connected to the output shaft 22. Between the carrier 28 and the case 6, a 1stllRev brake B and a one-way clutch F2 are arranged in parallel. has been done.

The one-way clutch F2 has an outer race 51 and an inner race 52, and the inner race 52 has an oil hole 53 that is inclined in the axial direction.
Oil holes 55 and 56 are also formed in the connecting shaft 25, and a seal ring 57 is disposed between the oil hole 53 and the oil hole 56. Oil is supplied from the oil passages 55 and 56 to the one-way clutch F through the oil hole 53 to lubricate it.

[Problem to be solved by the invention]

By the way, the reason why the oil hole 53 of the inner race 52 is formed to be inclined in the axial direction is because the sun gear 2 is attached to the connecting shaft 25.
A cutting allowance of 25C is required to cut 5b,
This is because if the oil hole 53 is cut perpendicularly to the axial direction, the seal ring 57 must be disposed avoiding this cutting allowance 25c, and the axial length of the automatic transmission becomes longer by that much.

However, if the oil hole 53 of the inner race 52 is formed to be inclined in the axial direction, the axial length of the automatic transmission can be shortened. , as shown in FIG. 6, a seal B occurs at the outlet of the oil hole 53 on the inner circumferential surface of the inner race 52, so when assembling the connecting shaft 25 into the inner race 52 in the direction of arrow A, the seal ring 57 is Paris B
This has the problem that the sealing performance is deteriorated due to the cutting.

The present invention solves the above problem, and is a one-way clutch device in an automatic transmission that can prevent the occurrence of flaking at the outlet of the oil hole 53 on the inner circumferential surface of the inner race 52 and improve sealing performance. The purpose is to provide

[Means to solve the problem]

For this purpose, the one-way clutch device in the automatic transmission of the present invention includes an outer race (51) and a rotating shaft (25).
) supported on the inner race (52), and an oil hole (
53) and an oil hole (56) formed in the rotating shaft and connected to the oil hole (53) via a seal ring (57), and supplying oil from within the rotating shaft. The device (F,) is characterized in that a chamfered portion (53c) is formed on the rotating shaft side of the oil hole (53) formed to be inclined in the axial direction.

[Action and effect of the invention]

In the present invention, as shown in FIGS. 1 and 5, for example, first, the oil hole (53a) is formed by drilling in the direction X perpendicular to the outer peripheral surface of the inner race (52) using a drill, and then The oil hole (53b
), and finally, a chamfered portion (53c) is formed by drilling from the inner peripheral surface side of the inner race (52) in the direction Z perpendicular to the oil hole (53b).

Therefore, 7 tons of oil (
No paris occurs at the exit of the inner lace (52).
) During assembly, in which the connecting shaft (25) is inserted into the seal link <57), the seal link <57) is not cut off by the spring, thereby improving sealing performance.

In addition, a chamfered portion (5
3C) acts as an oil reservoir and improves the lubrication effect.

Note that the numbers added to the above configurations are for comparison with the drawings, and the configurations of the present invention are not limited thereby.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

First, an example of an automatic transmission to which the present invention is applied will be explained with reference to FIGS. 2 to 4.

As shown in FIGS. 2 and 3, the automatic transmission W1 is
It includes a torque converter 2, a planetary gear transmission gear mechanism 3, and a hydraulic control device 4, which are housed in a converter housing 5, a transmission case 6, an extension housing 7, a valve body 8, and an oil pan 9, respectively.

The torque converter 2 is equipped with a lock-up clutch lO for improving power transmission efficiency, and the rotational power of the manpower member 11 is transferred indirectly through the oil flow inside the torque converter 2 or from the lock-up clutch 10. It is directly transmitted to the input shaft 12 of the transmission gear mechanism 3 by engagement.

Further, the speed change gear mechanism 3 has an overdrive planetary gear unit 13 and a main speed change unit 16 consisting of a front planetary gear unit 14 and a rear planetary gear unit 15.

Here, the above-mentioned overdrive planetary gear unit 1
3 is connected to the input shaft 12 and consists of a carrier 18 that supports the planetary binion 17, a sun gear 19 that surrounds the input shaft 12, and a ring gear 21 that is connected to the input shaft 20 of the main transmission unit I6. . Furthermore, an overdrive direct clutch C0 and a one-way clutch F are arranged in parallel between the carrier 18 and the sun gear 19, respectively. Therefore, carrier 18
Power transmission between the sun gear 19 and the sun gear 19 is performed through this clutch Co when the clutch C6 is in operation, and is performed only in one direction through the one-way clutch F0 when the clutch C0 is not in operation. Furthermore, an overdrive brake B is provided between the sun gear 19 and the case 6.
0 is placed.

Next, the front planetary gear unit 14 is connected to the output shaft 2.
2, a carrier 24 supporting the planetary binion 23, and a connecting member 25 surrounding the output shaft 22.
Sun gear 25 of rear planetary gear unit 15
b, and the input shaft 2.
0 through a forward clutch C9. Further, a direct clutch C□ is connected between the input shaft 20 and the sun gear 25a.
Second coast brakes B1 each consisting of a band brake are interposed between 5a and case 6. A second brake Bt consisting of multiple discs is further connected between the sun gear 25a and the case 6 via a one-way clutch Fl.
is installed.

The planetary gear unit 15 includes a carrier 28 that supports the planetary binion 27, and a sun gear 25b.
1 and a ring gear 29 directly connected to the output shaft 22. Between the carrier 28 and the case 6, there is a l s
A t&Rev brake B and a one-way clutch F□ are arranged in parallel.

Further, an overdrive brake B6 is provided between the sun gear 19 and the case 6. Furthermore, Sungear 19
An annular flange 30 extending in the outer diameter direction is fixed to the flange 30 . A large number of holes or cutouts are formed in the flange 30, and a non-contact speed sensor 31, such as an optical or magnetic one, is provided in the case 6 facing the holes or cutouts. This speed sensor 31 detects when the above-mentioned overdrive direct clutch C is connected, that is, during 1st, 2nd, and 3rd speeds.
The rotational speed of the collar portion 30 that is integrated with the input shaft 12 is detected. In addition, in the figure, 32 is a hydraulic pump.

On the other hand, inside the extension housing 7, for example,
Vehicle speed sensor 3 that detects the rotation of the output shaft 22 for use as a control and parameter for electronic control devices such as CU and ESC
3 and output shaft 2 to transmit the vehicle speed to the vehicle speed meter.
A rotation speed detection gear 34 is installed to detect the rotation speed of 2. The output signals from both sensors 3+, 33 are sent to the control unit along with output signals from other sensors, and the control unit controls each solenoid valve (not shown) of the hydraulic control device 4 based on these output signals. do.

Next, one embodiment of the frictional engagement device for an automatic transmission according to the present invention will be described with reference to FIGS. 1 and 5. FIG. 1st
The figure is a sectional view of the inner race of the one-way clutch device, and Figure 5 is the one-way clutch F! in Figure 2. FIG.

The conventional technology will be explained based on this. In the figure, 6 is a transmission case, 22 is an output shaft, and 25 is a connection shaft.

The planetary gear unit 15 has a planetary gear unit 2
7, a sun gear 25b, and a ring gear 29 directly connected to the output shaft 22. Between the carrier 28 and the case 6, a 1st agricultural brake B and a one-way clutch F are connected in parallel. It is located in

The one-way clutch F has an outer race 51 and an inner race 52, and the inner race 52 has an oil hole 53 inclined in the axial direction.
Oil holes 55 and 56 are also formed in the connecting shaft 25, and a seal ring 57 is disposed between the oil hole 53 and the oil hole 56. Oil is supplied from the oil passages 55 and 56 to the one-way clutch F through the oil hole 53 to lubricate it.

Next, the machining of the oil hole 53 of the inner race 52 will be explained with reference to FIG. First, use a drill to drill a hole in the direction X perpendicular to the outer peripheral surface of the inner race 52, and then drill the oil hole 5.
3a, the oil hole 53b is formed by drilling in the direction Y that is inclined in the axial direction, and finally the oil hole 53b is formed from the inner peripheral surface side of the inner race 52 in the direction Z perpendicular to the oil hole 53b. A recessed portion 53C is formed.

Therefore, no cracks occur at the outlet of the oil hole 53 on the inner circumferential surface of the inner race 52, and the connection shaft 25
When assembling to insert the seal ring 57, the seal ring 57 is not cut off by the spring, and the sealing performance can be improved.

In addition, the chamfered portion 53 formed to prevent the occurrence of cracks
e acts as an oil reservoir and provides good lubrication. In particular, in the automatic transmission shown in Fig. 2 to which the present invention is applied, the one-way clutch Ft rotates freely at high speed when driving in a 4-way state, requiring special lubrication, but when the accelerator pedal is released during high-speed driving, Even when the pressure decreases and the oil amount decreases, it is possible to perform good lubrication due to the action of the oil reservoir in the chamfered portion 53c.

Next, the operation of the automatic transmission will be explained. Clutches Co, C+, C of this automatic transmission v11
2. Brakes Bo, B□, Bt and one-way clutches Fo, F+, Fz are at each position P, R, N,
D, 2nd, and L are controlled as shown in the operation table shown in FIG. 4, respectively.

First, the case where the D range is set will be explained.

At the first speed, overdrive direct clutch C0 and forward clutch CI are respectively engaged, and the other clutches and brakes are controlled to be in a released state. Therefore, the overdrive planetary gear unit 13 is integrated into a directly connected state via the overdrive direct clutch C0, and the rotation of the human power shaft I2 is directly transmitted to the input shaft 20 of the main transmission unit 16. Also,
In the main transmission unit 16, 200 rotations of the input shaft are transmitted to the ring gear 26 of the Flocito planetary gear unit 14 via the forward clutch C1, and further to the carrier 24.
The one-way clutch F! is transmitted to the output shaft 22 integrated with the carrier 24, and applies a leftward rotational force to the carrier 28 of the rear planetary gear unit 15 via the sun gear 25b. prevents the carrier 28 from rotating in this direction, so the carrier 28 does not rotate. As a result, the planetary binion 27 rotates and transmits power to the ring gear 29 that is integral with the output shaft 22.

In addition, one-way clutch F0 is carrier 1 at this time.
It acts to engage against the rotation of 8. Furthermore, the one-way clutch F2 becomes free when coasting.

Also, in 2nd gear, overdrive direct clutch C
6. Forward clutch C11 and second brake B
! are respectively engaged, and the others are in the open state.

Therefore, overdrive planetary gear unit 1
3 is maintained in a directly connected state, so the rotation of the human power shaft 2 is directly connected to the input shaft 20 of the main transmission unit 16 as in the case of 1st gear.
transmitted to. Further, in the main transmission unit 16, the rotation of the input shaft 20 is transmitted to the ring gear 26 of the front planetary gear unit 14 via the forward clutch C3, and applies a leftward rotational force to the sun gear 25a via the planetary pinion 23. do. However, second brake B
2 is engaged, the one-way clutch 7F prevents the sun gear 25a from rotating in this direction, and the sun gear 25a
does not rotate. Therefore, the carrier 24 rotates, and the second speed rotation is transmitted to the output shaft 22 via only the front planetary gear unit 14.

Note that the one-way clutch F becomes free when coasting.

Furthermore, in 3rd gear, overdrive direct clutch Co-forward clutch C1, direct clutch C
2 and the second brake B2 are engaged, and the other clutches and brakes are controlled to be released. Therefore, the overdrive planetary gear unit 13 maintains a directly connected state, and the main transmission unit 16 becomes an integrated directly connected state with the front planetary gear unit 14 due to engagement of the forward clutch CI and direct clutch C2.
The rotation of the input shaft 20 is directly transmitted to the output shaft 22.

In 4th gear, that is, the highest speed, forward clutch C+, direct clutch C2 and second brake B
At the same time, the overdrive direct clutch C0 is released and the overdrive brake B0 is engaged. Further, other brakes are controlled to be held in a released state.

In this state, the rotation of the sun gear 19 is prevented by the overdrive brake B0, and the one-eye clutch F0 acts to allow the rotation of the carrier 18, so that the rotation of the carrier 18 is accelerated via the planetary pinion 17. is transmitted to the ring gear 21 and the input shaft 20, and the ring gear 2I and the human power shaft 20 are in an overdrive state. On the other hand, since the main transmission unit 16 is maintained in a directly connected state, the overdrive rotation of the input shaft 20 is directly transmitted to the output shaft 22, and the output shaft 22 also becomes in an overdrive state.

On the other hand, when downshifting, in the case of 4th speed - 3rd speed, overdrive direct clutch C0 is engaged and overdrive brake B0 is released, and in the case of 3rd speed - 2nd speed, direct clutch C2 is released, In the case of speed - 1st speed, the second brake B is released.

In addition, when driving in D range and the driver shifts down to 2nd gear using the manual valve, should the second coast brake B be engaged? This eliminates the feeling of idle running given to the driver by preventing the vehicle from coasting when downshifting.

Next, the operation when the 2rid range is set will be explained. In the case of this 2nd range, 1st speed and 3i! In case of i, it is the same as in the case of the above-mentioned D range. Therefore, 1
Explanation regarding speed and third speed will be omitted.

In 2nd gear, forward clutch C1, overdrive direct clutch C0 and second brake B! In addition to this, second coast brake B is controlled to be engaged. In this state, since the brake B1 is operating, the sun gears 25a and 25b of the main transmission unit 16
locks and engine braking is activated.

In addition, when shifting up from 1st gear to 2nd gear while driving in the 2nd range, the engagement of the second coast brake B is delayed so that the second brake B2 and the second coast brake B are not engaged at the same time. This reduces the shock given to the driver when upshifting.

Next, a case where the range is set to 17 will be explained.

The 2nd speed in this L range is the same as the 2nd speed in the 2nd range described above. Therefore, a description of this second speed will be omitted.

At the first speed, in addition to the forward clutch C1 and the overdrive direct clutch C0, the 1st & Rev brake B3 is controlled to be engaged.

As a result, the carrier 28 of the rear planetary gear unit 15 is locked, and the engine brake is activated.

Second, let us consider the case where the R range is set.

Overdrive direct clutch c0, direct clutch C2, and brake B are engaged, and the other clutches and brakes are controlled to released states. therefore,
The overdrive planetary gear unit 13 is in a directly connected state, and the rotation of the input shaft 12 is directly transmitted to the input shaft 20. In the main transmission unit 16, the rotation of the input shaft 20 is directly controlled by the sun gear 25a by the direct clutch C2.
, 25b. Since the rotation of the rear carrier 28 is locked by the brake B, the rotation of the sun gears 25a, 25b is transmitted as reverse rotation to the ring gear 29 via the planetary pinion 27, and the output shaft 2
2 is reversed.

By the way, when the vehicle speed is above a predetermined speed, for example 9 km/h, the direct clutch C8 is not engaged even if the manual valve is operated to the R range. This prevents the output shaft 22 from rotating in the opposite direction while the vehicle is running at a predetermined speed or higher.

[Brief explanation of drawings]

Fig. 1 is a sectional view showing one embodiment of a one-way clutch device in an automatic transmission of the present invention, Fig. 2 is an overall sectional view of an automatic transmission to which the invention is applied, and Fig. 3 is a schematic purchasing diagram thereof. , Figure 4 shows the operation of the clutch, brake, and one-way clutch in each range. 25...Rotating shaft (connection shaft), 51...Outer race, 52...Inner race, F2...One-way craft device, 53.56...Oil hole, 57...Seal ring, 53c... Chamfered portion. Jaw protrusion Person Aisin AW Co., Ltd. (External 1)
Name) Representative Patent Attorney Hiroki Shirai (5 others) Figure 5 Figure 6 Figure 6

Claims (1)

[Claims] (1) An outer race, an inner race supported on the rotating shaft, an oil hole formed in the inner race inclined in the axial direction, and an oil hole formed in the rotating shaft through the oil hole and a seal ring. In a one-way clutch device having a connected oil hole and supplying oil from within the rotating shaft, a chamfered portion is formed on the rotating shaft side of the oil hole formed to be inclined in the axial direction. A one-way clutch device for automatic transmissions.