JPH0533851A - Brake lubricating mechanism for automatic transmission - Google Patents

Abstract

PURPOSE:To realize optimum brake lubrication for preventing waste of energy, loss of stirring and deterioration of brake durability by constituting a lubricating circuit in a brake, arranged to the periphery of an automatic transmission, so as to supply lubricating oil from a peripheral side of the brake. CONSTITUTION:Brakes B2, B3 are arranged respectively in the periphery of planet gear sets 4, 5, 6 on an intermediate shaft 3, and oil chambers 68, 69 are formed respectively between brake drums 51, 56 being a sleeve for mounting these brakes and a transmission case 9. When lubricating oil is supplied to the oil chambers 68, 69 from a lubricating circuit 71-2, the brakes B2, B3 are respectively lubricated from a peripheral side via holes 51a, 56a of the brake drums. Here by setting a lubricating oil amount during a speed change to a fixed value of exceeding, for instance, a necessary oil amount, lubricating oil amount control of compatibly obtaining to prevent energy waste and stirring loss and to ensure brake durability, can be performed.

Description

Detailed Description of the Invention

[0001]

The present invention relates to relates to a brake lubricating mechanism so as to effectively lubricate the brake B _2, B ₃ is a component of an automatic transmission.

[0002]

2. Description of the Related Art A conventional brake lubrication mechanism for an automatic transmission of this type is shown in FIG. 5, for example, and FIG. 5 shows a part of FIG. 1 of Japanese Utility Model Laid-Open No. 1-80853. is there. The automatic transmission of this conventional example includes three planetary gear sets and six friction elements (three clutches and three brakes), and an intermediate shaft whose right end is supported by an output shaft 80.
The planetary gear sets 82, 83, 84 and the like are arranged on the 81. Further, a brake B ₂ is arranged on the outer periphery of the planetary gear sets 82, 83 near the input shaft (not shown), and a brake B ₃ is arranged on the outer periphery of the planetary gear set 84 near the output shaft 80. A machine case 85 is arranged.

[0003]

In the above-mentioned conventional example, a multilayer structure in which the brakes B ₂ and B ₃ are arranged on the outer circumference of the planetary gear sets 82, 83 and 84 arranged on the intermediate shaft 81 is adopted. Lubricating oil is supplied to the element from the inner peripheral side via the oil passage 86 in the intermediate shaft 81 (the supply amount is always a constant amount). Therefore, the lubrication of the brakes B ₂ and B ₃ located at the outermost periphery is inappropriate. Become. That is, if a large amount of lubricating oil is set, not only energy is wasted but also stirring loss at the time of rotation of the brakes B ₂ and B ₃ becomes large, and if a small amount of lubricating oil is set, durability of the brake is deteriorated. ..

It is an object of the present invention to solve the above-mentioned problems by utilizing a sleeve for mounting a brake and lubricating the brake from the outer peripheral side of an oil chamber formed between the transmission case and the transmission case.

[0005]

To this end, a brake lubrication mechanism for an automatic transmission according to the present invention is a brake lubrication mechanism for an automatic transmission having a brake arranged near the outer circumference.
An oil chamber is formed between a transmission case and a brake mounting sleeve fitted to the transmission case, and the brake is lubricated from the oil chamber through a hole provided in the sleeve. It is a thing.

[0006]

According to the present invention, when the separate member (sleeve) for mounting the brake is fitted to the transmission case, the oil chamber is formed by utilizing the ring-shaped space formed between the two members.
By supplying lubricating oil to the oil chamber, it is possible to configure an independent lubrication circuit that lubricates the brake from the outer peripheral side through the hole provided in the sleeve, and the energy waste, agitation loss, and brake durability decrease Optimum brake lubrication that effectively prevents the above problems.

[0007]

Embodiments of the present invention will now be described in detail with reference to the drawings. 1 is a diagram showing a first embodiment of a brake lubrication mechanism of an automatic transmission according to the present invention, FIG. 2 is a skeleton diagram of a gear transmission mechanism of an automatic transmission using the same example, and FIG. 3 is an automatic diagram using the same example. It is a figure which shows the structure of a transmission. First, the entire automatic transmission of this example will be described with reference to FIG. 2. The input shaft 1, the output shaft 2, and the intermediate shaft 3 located between them are provided in a coaxial butting relationship, and a planetary gear transmission is provided between these input and output shafts. Arrange the mechanism concentrically. The planetary gear speed change mechanism includes a first planetary gear set 4, a second planetary gear set 5 and a third planetary gear set 6, and the first planetary gear set 4 includes a first sun gear 4 _S and a first ring gear 4 _A simple planetary gear set consisting of _R , a pinion 4 _P that meshes with these sun gear and ring gear, and a first carrier 4 _C that rotatably supports the pinion 4 _P , and similarly a second and a third planetary gear set 5 , 6 respectively,
Second and third sun gears 5 _S , 6 _S and second and third sun gears
Ring gears 5 _R and 6 _R , pinions 5 _P and 6 _P that mesh with these sun gears and ring gears, and second and third carriers 5 _C and 6 that rotatably support these pinions.
It is a simple planetary gear set consisting of _C and.

[0008] as well as connected to the input shaft 1 to the sun gear 4 _S, the input shaft sun gear 5 _S, 6 _S by the clutch C ₁ 1
And the carrier 5 _C can be connected to the input shaft 1 by the clutch C ₂ . Further, the ring gear 4 _R can be fixed by the first brake (band brake) B ₁ , and the carrier 4 _C and the ring gear 5 _R can be fixed by the second brake B _2.
C and the ring gear 6 _R can be fixed by the third brake B ₃ , and the carrier 6 _C is connected to the output shaft 2.

In this gear speed change mechanism, the clutches, brakes and the like are selectively operated by the combinations shown in the following table (operating states are indicated by circles) to the forward first speed to fifth speed.
Fast and reverse (R) gears can be obtained (in which case each gear shift can be dealt with without having to double-shift the components).

[0010]

Next, the overall structure of the automatic transmission of this embodiment will be described with reference to FIG. In FIG. 1, reference numerals 1, 2 and 3 denote an input shaft, an output shaft and an intermediate shaft, respectively, and these shafts penetrate the central portion of the transmission in the axial direction. A torque converter 7 (only a part of which is shown in FIG. 1) is arranged on the left side of the input shaft 1, and an oil pump 8 is provided in the middle of the input shaft 1.
Are arranged. In the vicinity of the right end of the input shaft 1, a clutch pack composed of clutches 10 and 11 corresponding to the clutches C ₁ and C ₂ in FIG. 2 and a first brake (band brake) B ₁ are arranged. The right end of 1 supports the intermediate shaft 3 rotatably. The first planetary gear set 4, the second planetary gear set 5, and the third planetary gear set 5 are arranged from the left side in the drawing over the entire intermediate shaft 3.
The planetary gear sets 6 are arranged in that order, and the second and third brakes B ₂ , B _{3 and the} like are arranged on the outer periphery of the planetary gear sets. The output shaft 2 is arranged to the right of the intermediate shaft 3, and the left end of the output shaft 2 rotatably supports the intermediate shaft 3. The output shaft 2 is provided with a piston portion, a support wall, etc. of the brake B ₃ , and a transmission case 9 is provided at the outermost periphery thereof.
Is provided. In this automatic transmission, a control valve 12 that supplies oil to the illustrated oil passages is arranged on the outer periphery of the first brake B ₁ .

Next, each component of the automatic transmission including the brake lubrication mechanism of this embodiment will be described in more detail with reference to FIG. A clutch corresponding to the clutch C _{1 of} FIG. 2 in FIG.
10 is a clutch drum that is spline-fitted to the input shaft 1.
13 and a plurality of clutch plates coupled to the clutch drum 13.
14 and the rotating member that is arranged correspondingly between these clutch plates.
A plurality of clutch plates 16 connected to 15, a piston 17 that presses these clutch plates to the right in the drawing to engage the clutch when hydraulically operated, and a releasing direction of the piston 17 (left in the drawing)
The spring 18 biases the spring 18 and the retainer 19 supporting the spring 18. A clutch 11 corresponding to the clutch C ₂ in FIG. 2 includes a clutch drum 20 spline-fitted to the inner circumference of the clutch drum 13, a plurality of clutch plates 21 coupled to the clutch drum 20, and a space between these clutch plates. A plurality of clutch plates 23 correspondingly arranged and coupled to the rotating member 22, a piston 24 that presses these clutch plates in the left direction in the drawing when hydraulically operated to close the clutch, and a direction in which the piston 24 is released (right direction in the drawing). ), And one member 26 that supports the spring 25 and defines a chamber for generating centrifugal hydraulic pressure. Further, the first brake (band brake) B ₁ includes a brake drum 29 whose one end is supported by the input shaft support wall 27 via a bearing 28, and a maximum diameter portion of the brake drum 29 located closer to the outer circumference than the piston 24. And a brake band 30 attached to the brake drum 29. The other end of the brake drum 29 is supported by bearings 31 and 32. In this way, the clutches 10, 11, the brake B _1, etc. are collectively arranged on the input shaft 1 because the majority of the friction elements of the planetary gear transmission (three in five in this example) are arranged in this portion. By concentrating, the number of friction elements to be arranged on the intermediate shaft 3 is reduced as shown below, and the three planetary gear sets 4, 5 and 6 are easily laid out on the intermediate shaft 3. ..

Both ends of the intermediate shaft 3 are rotatably supported by the input shaft 1 and the output shaft 2 via bearings 40 and 41, and the right end of the rotary member 15 is spline-fitted near the left end thereof. There is. Further, the intermediate shaft 3 has the clutch drum 13 on the input shaft 1 on the left side in the axial direction via the rotary member 15 and the bearing 42.
The right side is supported by the carrier 6 _C on the output shaft 2 via the sun gear 6 _S and the bearing 43, respectively. On this intermediate shaft, the rotary member 22 with the carrier 5 _C spline-fitted is mounted on the bearing 4
A member that is rotatably supported via 4, 45 and that has sun gears 5 _S and 6 _S integrated is spline-fitted to the intermediate shaft 3 at the sun gear 6 _S. In the first to third planetary gear sets 4 to 6 arranged on the intermediate shaft 3 as described above, the sun gear 4 _S of the first planetary gear set 4 has the hole 46a of the member 46 connected to the right end of the piston 24. Rotating member that penetrates through
47, the ring gear 4 _R is interdigitated with the right end of the brake drum 29, and the carrier 4 _C is connected to the brake hub 48 of the brake B _{2 and} the connecting member 49.
Is also coupled to the ring gear 5 _R of the second planetary gear set 5. The carrier 5 _C of the second planetary gear set 5 has its end (right end) that opposes the end that is spline-fitted to the rotating member 22 coupled to the ring gear 6 _R of the third planetary gear set 6.
This ring gear 6 _R also serves as a brake hub for the third brake B ₃ . The output shaft 2 into which the carrier 6 _C is spline-fitted is supported by the transmission case 9 via a bearing 50.

The brake drum 51 of the second brake B ₂ is provided on the outer periphery of the first and second planetary gear sets 4 and 5 of the transmission case 9.
, The snap ring 52 and the transmission case 9
It is fixed by teeth 9a provided at several places. A plurality of brake plates 53 are connected to the brake drum 51, and a plurality of brake plates 54 arranged corresponding to the brake plates are connected to the brake hub 48. Brake drum
Further, a piston 55 is slidably supported on 51 so as to move leftward against the spring force of a spring (not shown) when the brake is actuated. A brake drum 56 is fitted around the outer periphery of the third planetary gear set 6 of the transmission case 9 and a snap ring
Fixed by 57 and detent 58. A plurality of brake plates 59 are connected to the brake drum 56, and a plurality of brake plates 60 arranged corresponding to these brake plates are connected to the ring gear 6 _{R also serving} as a brake hub. The piston of the brake B ₃ is arranged separately from the brake drum 56, and the pistons 61 and 62 are slidably supported in the space formed by the transmission case 9 on the left end of the output shaft 2. ing. These pistons have a double-piston structure so that they both move leftward against the spring force of the spring 63 during brake operation.

By the way, in this example, as shown in FIG. 1, a lubricating circuit dedicated to the brakes B ₂ and B ₃ is constructed. That is, the brake drums 51 and 56, which are the sleeves for mounting the brakes, fitted in the transmission case 9 have the ring-shaped oil chamber 6 together with the seals 66 and 67 provided on the fitting surfaces, respectively.
8 and 69 are formed, and the brake drums 51 and 56 are provided with holes 51a and 56a, respectively, through which lubricating oil passes, at appropriate positions, for example, at equal intervals in the circumferential direction and the axial direction. Here, the brake plates of the brakes B ₂ and B ₃ are attached to the transmission case 9
The reason why we did not adopt the configuration of directly attaching to the case is that, for example, when teeth are formed on the inner circumference of the transmission case made of aluminum and the brake plate is installed between the teeth, the entire case is replaced when the teeth are damaged. If the brake plate is attached to the transmission case through another member (brake drums 51 and 56 as sleeves), it is only necessary to replace the other member when it is damaged. This is because the influence is not exerted and the maintenance becomes easy. In the prior art example of FIG. 5 described above, a space appears to be formed between the transmission case 85 and another member (center support wall) into which the brake plate of the brake B ₂ is fitted. This is different from the present example because it is open in a cross section (not shown) (see FIG. 1 of Japanese Utility Model Laid-Open No. 1-80853) and does not constitute an oil chamber.

As shown in FIG. 1, lubricating oil from the control valve 12 is supplied to the oil chambers 68 and 69 through a lubricating circuit 71-2, and the lubricating oil is further supplied to the brake drums 51 and 56.
Lubricate the brake plate from the outer peripheral side through the holes 51a and 56a. Here, the lubrication circuit 71-2 constitutes a friction element system lubrication circuit 71 together with the lubrication circuit 71-1 for the clutches C ₁ , C ₂ , the brake B _1, etc. which communicate with each other in a cross section (not shown). As shown in the figure, it is provided independently of the lubrication circuit 70 of the planetary gear set system. Therefore, the lubrication circuit 71 (71-
1, 71-2) sets the lubricating oil supply amount based on the oil amount required by the friction element, and the lubricating circuit 70 sets the lubricating oil supply amount based on the oil amount required by the planetary gear set. In the brakes B ₂ and B ₃ , the amount of lubricating oil is too large, energy is wasted, stirring loss at the time of rotation is large, and the amount of lubricating oil is too small. As described above, the lubricating oil amount can be controlled to the optimum oil amount.

FIG. 4 is a diagram exemplifying a lubricating oil amount characteristic in the brake lubrication mechanism of this example. Generally, at the time of gear shifting, the amount of oil required for brake lubrication is shown by the solid line in the figure, and increases rapidly immediately after the start of gear shifting, reaches a peak value at the end of gear shifting, and then sharply decreases. Here, in the configuration in which the lubricating oil is supplied from the inner peripheral side through the planetary gear set as in the conventional example of FIG. 5, the amount of lubricating oil that reaches the outermost brake at the time of gear shifting is, for example, that the gear shifting involves engagement of the brake. In the case of gear shifting, when the brake is engaged, relative rotation decreases as the gear shifting progresses, and the lubrication efficiency decreases, so the result is shown by the dashed line in the figure, and gradually decreases with the passage of time after the start of gear shifting. After the end, it converges to an almost constant value. In that case, the amount of lubricating oil is the largest and the amount of lubricating oil shortage becomes maximum at the end of the gear shift, leading to a decrease in durability. On the contrary, if the amount is satisfied, the amount of lubricating oil in the normal state becomes excessively large, resulting in waste of energy and increase in stirring loss. If the shift is a shift involving the release of the brake, or if the shift does not involve a change in the engaged / released state of the brake, the amount of lubricating oil reaching the brake is different from the above, but in any case the shift ends Since the shortage amount of the lubricating oil at that time is reduced, the lubricating oil supply condition is the most severe in the case of the above-described gear shifting involving the engagement of the brake.

On the other hand, in this example in which the lubricating oil is directly supplied to the brake from the outer peripheral side, for example, as shown by the dotted line in the figure, during the shift (from the start of the shift to the end of the shift) and some time after the end of the shift. Since a fixed amount of oil that satisfies the peak value of the required oil amount for brake lubrication is supplied, the lubrication efficiency does not depend on the engagement and disengagement of the brake, which reduces brake durability, increases agitation loss, and wastes energy. It is possible to control the optimum amount of lubricating oil that does not occur.

[0019]

As described above, the brake lubrication mechanism of the automatic transmission of the present invention utilizes the sleeve for mounting the brake to lubricate the brake from the outer peripheral side by the oil chamber formed between the brake casing and the transmission case. From the energy waste,
Optimal brake lubrication that effectively prevents problems such as agitation loss and reduced brake durability is possible.

[Brief description of drawings]

FIG. 1 is a first part of a brake lubrication mechanism for an automatic transmission according to the present invention.
It is a figure which shows an Example.

FIG. 2 is a skeleton diagram of a gear transmission mechanism of the automatic transmission using the same example.

FIG. 3 is a diagram showing a configuration of an automatic transmission using the same example.

FIG. 4 is a diagram illustrating a lubricating oil amount characteristic in the same example.

FIG. 5 is a diagram for explaining a conventional technique.

[Explanation of symbols]

1 Input Shaft 2 Output Shaft 3 Intermediate Shaft 4 1st Planetary Gear Set 5 2nd Planetary Gear Set 6 3rd Planetary Gear Set 9 Transmission Case 51 Brake Drum (Sleeve for Brake Installation) 51a Hole 56 Brake Drum (For Brake Installation) Sleeve) 56a hole 68, 69 Oil chamber 71-2 Lubrication circuit B ₂ , B ₃ Brake

Claims (1)

Claim: What is claimed is: 1. A brake lubrication mechanism for an automatic transmission having a brake arranged near the outer periphery, wherein an oil chamber is provided between a transmission case and a brake mounting sleeve fitted to the transmission case. And a brake lubrication mechanism for an automatic transmission, wherein the brake is lubricated from the oil chamber through a hole provided in the sleeve.