JPH03357A - One-way clutch lubricating structure - Google Patents

Abstract

PURPOSE:To avoid deficient lubrication of one-way clutches by providing an oil passage for simultaneously feeding lubricating oil to both one-way clutches from both the end sides of a shaft to mount the one-way clutches. CONSTITUTION:A pressure oil run into a first passage 31a is supplied as lubricating oil to a second-speed one-way clutch 27 and a first-speed one-way clutch 26 through a first oil feed hole 31b, a first deep channel 31c, and a first shallow channel 31d. The pressure oil run into a second passage 32a is supplied to the first-speed one-way clutch 26 and the second-speed one-way clutch 27 through a second oil feed hole 32b, a second deep channel 32c, and a second shallow channel 32d. Thus, even if the lubricating oil feed quantity from one oil passage is insufficient, this can be compensated by the lubricating oil supply from the other, and deficient lubrication of the one-way clutches can be avoided.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Field of Industrial Application) The present invention relates to a lubrication structure for a one-way clutch disposed on a rotating shaft in a transmission.

(Prior Art) In a transmission that transmits power between an input shaft and a counter shaft that are arranged in parallel, using one of a plurality of gear trains that are arranged in parallel on both shafts, In order to eliminate shock when shifting from a high gear to a low gear, a structure in which a one-way clutch is provided in the low gear is disclosed in Japanese Patent Laid-Open No. 58-42850.

With a one-way clutch, when transmitting power in a low gear where the one-way clutch is installed, the input side and output side of the one-way clutch engage and rotate as one, but the power is transmitted in a higher gear than in the lower gear. In the case of transmission, the output side of the one-way clutch rotates at a higher speed than the input side, the one-way clutch idles, and engagement is released.

As described above, when power is transmitted at a high speed, the one-way clutch always spins idly, so it is necessary to supply sufficient lubricating oil to the one-way clutch.

By the way, the lubrication structure of this one-way clutch is as follows:
Japanese Patent Publication No. 58-24857 discloses a system in which lubricating oil is supplied through an oil supply hole drilled in the rotating shaft in the axial direction from one end thereof.

On the other hand, a structure in which a plurality of one-way clutches are arranged in parallel on one rotating shaft was also proposed by the present applicant in a patent application filed in 1986.
No. 3-180E347.

(Problem to be Solved by the Invention) When attempting to lubricate multiple one-way clutches like this, it is difficult to distribute lubricant evenly to the multiple one-way clutches, resulting in a difference in the amount of lubricant supplied and There is a problem that the one-way clutch may lack lubrication.

Therefore, an object of the present invention is to provide a lubrication structure that can always stably supply lubricating oil to a plurality of one-way clutches disposed on a rotating shaft.

1. Structure of the invention (means for solving the problem) In the present invention, as a means to achieve this object,
a first oil passage extending axially from one end of a rotating shaft on which a plurality of one-way clutches are disposed and supplying lubricating oil to all of these one-way clutches; and a first oil passage extending axially from the other end of the shaft;
The second one supplies lubricating oil to all these one-way clutches.
An oil passage is bored in this rotating shaft, and lubricating oil is supplied from both ends of this rotating shaft.

(Function) When using a lubrication structure with such a configuration, lubricant oil is supplied to all one-way clutches from both oil passages, so it is easy to equalize the amount of lubricant oil supplied to each one-way clutch, and one Problems such as lack of lubrication in one-way clutches can be suppressed. Further, even if the amount of lubricating oil from one oil path is insufficient, this is compensated for by the lubricating oil supplied from the other oil path, so even in such a case, insufficient lubrication is unlikely to occur.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described based on the drawings.

2 and 3 are schematic diagrams showing the power transmission system of an automatic transmission AT having a lubrication structure according to the present invention, and this automatic transmission AT includes transmission housings 2a+2b, 2
It is comprised of a torque converter 5 and a transmission mechanism 10, which are disposed inside c.

The torque converter 5 disposed within the transmission housing 2a includes a pump 6a connected to the engine output shaft 1, a turbine 6b connected to the output shaft (transmission mechanism input shaft) 11, and a fixedly held stator 6c. A lock-up mechanism 7 that can freely connect and disconnect the pump 6a and the turbine 6b.
has.

Transmission mechanism 1 disposed within transmission housings 2b, 2c
0 has an input shaft 11 that is integrated with the torque converter output shaft, a counter shaft 12 and an output shaft 13 that are parallel to this.

Between the input shaft 11 and the counter shaft 12, there are five sets of gear trains that mesh with each other, that is, a first speed gear train 21a.
, 21b, 2nd speed gear train 22a, 22b 13th speed gear train 23
A, 23b 14-speed gear trains 24a, 24b and a reverse gear train 25 at 25 br 25 c are provided. Hydraulically actuated clutches 14 to 18 for selecting each gear train are disposed in the driving gear or driven gear of each gear train, and by selectively operating these hydraulically actuated clutches 14 to 18, the driving gear or the driven gear of each gear train is arranged. The power transmission path is selectively switched and the speed is changed. A hydraulic control valve 3 for this speed change control is covered by an oil pan 4 and attached to the lower surface of the transmission housing 2b.

Output gear trains 29a and 29b are disposed between the counter shaft 12 and the output shaft 18, and the power shifted as described above is transmitted to the output shaft via the output gear trains 29a and 29b. .

Note that power transmission from the engine in the driving direction is permitted to the first speed wave gear 21b and the second speed driven gear 22b;
One-way clutches 28 and 27 are installed to prevent power transmission in the opposite direction (direction of engine braking) by idling. The input side of the 1st speed one-way clutch 26 attached to the 1st speed driven gear 21b is connected to the 1st speed driven gear 21b, and the output side is connected to the input side of the 2nd speed one-way clutch 27 attached to the 2nd speed driven gear 22b. There is. The input side of the second speed one-way clutch 27 is further connected to the second speed driven gear 22b, and the output side is connected to the counter shaft 12.

Further, an engine clutch 19 is provided for locking and holding these one-way clutches 26 and 27. This engine clutch 19 is a clutch that engages and disengages the input side of the 1st speed one-way clutch 26 and the output side of the 2nd speed one-way clutch 27, and when it is ON (engaged) and OFF (disengaged). Power transmission will be explained separately.

First, a case where the engine clutch 19 is OFF (non-engaged) will be described. In this case, when the first gear clutch 14 is engaged, the engine output transmitted to the input shaft 11 is transmitted to the counter shaft 12 via the first gear train 21a, 21b and both one-way clutches 26, 27. . On the other hand, in a deceleration state where power is transmitted from the wheel side (output shaft 13) side to the engine side, the one-way clutch 26.27
Since the counter shaft 12 idles, no power is transmitted from the counter shaft 12 to the input shaft 11, and no engine braking action occurs.

The engine clutch 19 is OFF and the 2nd speed clutch 15 is OFF.
In the case of N (engaged), the engine output is transmitted from the input shaft 11 to the counter shaft 12 via the 2nd speed gear train 22aj 22b and the 2nd speed one-way clutch 27, but the reverse power transmission is performed by the one-way clutch. 27, and no engine braking action occurs.

Next, a case where the engine clutch 19 is ON (engaged) will be described. In this case, when the first speed clutch 14 is ON or the second speed clutch 15 is ON, the engine output is transmitted from the input shaft 11 to the counter shaft 12 by the engine clutch 19 and the one-way clutch 26.2.
7 respectively.

The opposite power transmission, that is, the transmission of driving force from the wheel side such as deceleration of the vehicle, is performed by the engine clutch 19 and the first gear train 21b when the first gear clutch 14 is ON.
, 21a. When the 2nd speed clutch 15 is ON, the engine clutch 19, the 1st speed one-way clutch 26 and the 2nd speed gear train 22b, 22a are used. In this case, the power transmission at the first speed one-way clutch 26 is in the driving direction, and the power is transmitted through the one-way clutch 2θ. For this reason,
When the engine clutch 19 is ON, 1st and 2nd gear
In either case, a power transmission path is set in which engine braking is effective.

FIG. 1 is an enlarged sectional view showing the vicinity of the counter shaft 12, and based on this figure, one-way clutches 26, 27
Explain about lubrication.

A large diameter hole 31 extending in the axial direction from the right end of the counter shaft 12, near the center of the mounting position of the hydraulically operated clutch 18,
A medium diameter hole 33 extending to near the left end of the hydraulic clutch 18 and a small diameter hole 3 extending to near the position of the engine clutch 19.
4 is bored concentrically with the counter shaft 12.

Further, a large diameter stepped portion 38 is provided between the left end of the large diameter hole 31 and the left end of the medium diameter hole 33, and a small diameter stepped portion 39 is provided between the left end of the medium diameter hole 33 and the right end of the small diameter hole 34. The large diameter stepped portion 38 has a large seal bushing 38a whose inner diameter is the same as the outer diameter of the large diameter pipe 38, and the small diameter stepped portion 39 has a large seal bush 38a whose inner diameter is the same as the outer diameter of the small diameter pipe 37. A small seal bush 39
a are press-fitted in each case.

The large diameter pipe 36 and the small diameter pipe 37 are connected to the counter shaft 12.
The large diameter pipe 36 is inserted into the hole of the counter shaft 12 from the right opening of the counter shaft 12, and the large diameter pipe 36 is inserted halfway into the medium diameter hole 33 beyond the large seal bush 38a, and the small diameter pipe 37 is inserted into the small diameter hole beyond the small seal bush 39a. It has reached the middle of 34.

With this configuration, both seal bushes (3
8a, 39a) and is formed between the large-diameter hole 31 and the large-diameter pipe 36, and the large-diameter pipe 3
6 and the small diameter pipe 37, and a fourth channel 34a connected to the inside of the small diameter pipe 37 are formed.

Pressure oil flowing into the first flow path 31a from the right opening of the counter shaft 12 is passed through a first oil supply hole 31b that is bored in the left end of the large diameter hole 31 in the radial direction at a certain angle with respect to the axial direction.
The second speed one-way clutch 27
The lubricating oil is also supplied to the first speed one-way clutch 26. Hereinafter, this will be referred to as the first oil path (31a to 31d). Note that a part of the oil in this first oil passage also flows into a first small oil supply hole 31 that is radially bored in the middle of the large diameter hole 31.
It is also supplied as lubricating oil to the bearings that rotatably support the first, second, and reverse driven gears 21b, 22b, and 25c on the counter shaft 12, and to each clutch 18, 19 through the gears e and 31f.

Further, the pressure oil that has flowed into the third flow path 33a enters the oil chamber of the hydraulically operated clutch 18 via a third oil supply hole 33b that is bored approximately radially outward in the middle of the medium diameter hole 33. The pressure oil supplied as hydraulic oil and flowing into the fourth flow path 34a is
Hydraulic oil is supplied into the oil chamber of the engine clutch 19 through a fourth oil supply hole 34b formed radially outward at the left end of the small diameter hole 34.

On the other hand, a long shaft hole 32 is also drilled in the axial direction from the left end of the counter shaft 12 and is concentric with the counter shaft 12.
a is formed, and two short shaft holes (fifth hole) are formed parallel to these holes.
Flow paths) 35a and 35b are bored.

The pressure oil that has flowed into the second flow path 32a from the left opening of the counter shaft 12 flows through the second oil supply hole 32b, which is bored in the radial direction at a certain angle with respect to the axial direction, and the counter shaft 12.
A second deep groove 32c and a second shallow groove 32 provided on the surface of
The lubricating oil is supplied to the first speed one-way clutch 26 and the second speed one-way clutch 27 via the lubricant d. Hereinafter, these will be referred to as second oil passages (32a to 32d). A portion of the pressure oil in the second oil passage is also used as lubricating oil for the bearing and clutch disposed on the counter shaft 12, similar to the pressure oil in the first oil passage.

Further, the left ends of the short shaft holes 35a and 35b are closed with plugs, and the short shaft holes 35a and 35b are connected from the oil passage 40a of the oil passage body 40 attached to the side surface of the case 2a.
The pressure oil supplied through the fifth inflow hole 35c radially bored near the left end of the hydraulic clutch 16 is supplied as hydraulic oil to the hydraulically operated clutch 16.

As described above, both one-way clutches 26 and 27 have first oil passages (31a to 31d) and second oil passages (32a to 32a).
32d), but since these oil passages are ultimately communicated through the inside of both one-way clutches 28 and 27, the amount of inflow into both passages is The amount of each oil is supplemented so that there is no shortage of oil as a whole. Furthermore, for example, even if lubricating oil is supplied from one oil passage to both one-way clutches 28, 27 at different rates, this will be corrected by the lubricating oil supply from the other oil passage, and both one-way clutches 28. This prevents a situation where the difference in the amount of lubricating oil between 26 and 27 becomes large and one of the oil amounts becomes insufficient.

C1 As described in detail of the invention, according to the oil passage structure of the invention, lubricating oil is simultaneously supplied to both one-way clutches on both ends of the shaft to which the one-way clutches are attached. Even if the amount of lubricating oil supplied from one oil path is insufficient, this can be compensated for by the lubricating oil supplied from the other oil path, thereby avoiding insufficient lubrication of the one-way clutch. Additionally, even if there is a difference in the amount of lubricant from one oil path to multiple one-way clutches, this difference will be compensated for by the lubrication from the other, resulting in a lack of lubricant in one of the multiple one-way clutches. Such a situation is also avoided.

[Brief explanation of drawings]

Fig. 1 is an enlarged sectional view of the countershaft periphery of a countershaft type transmission using the lubrication structure according to the present invention, Fig. 2 is a schematic diagram showing the power transmission system of this transmission, and Fig. 3 is the above-mentioned transmission. FIG. 5...Torque converter 7...Lockup mechanism 10...Transmission mechanism 11...Input shaft 12...
・Counter shaft 13...output shaft 21 a, 2
1 b - 1st speed gear train 22 a , 22 b ・2nd speed gear train 26.27 ・
・One-way clutch

Claims (1)

[Scope of Claims] 1) It has two rotating shafts arranged parallel to each other and a plurality of gear trains arranged in parallel between both the rotating shafts for power transmission between the two rotating shafts, In a transmission in which at least two of the plurality of gear trains each have a one-way clutch that allows power transmission only in the driving direction, the rotary shaft having the one-way clutch is bored in the axial direction from one end thereof. A first oil passage is provided to supply lubricating oil to all one-way clutches on this rotating shaft, and a first oil passage is bored in the axial direction from the other end to supply lubricating oil to all one-way clutches on this rotating shaft. A one-way clutch lubrication structure characterized by having two oil passages.