JPH09105426A - Fastening drive device and rotary oil suction port - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform reliable and stable engagement of a clutch by a method wherein the fluctuation of an oil pressure in a drive chamber is suppressed without depending on a large accumulator. SOLUTION: A centrifugal oil pressure balance chamber R2 to offset the increase of a pressure in a drive chamber R1 by the centrifugal force of a hydraulic cylinder 13 through accumulation of oil for lubrication is arranged on the opposite side of the drive chamber R1 with a hydraulic piston 14 nipped therebetween. At the second half stage of the movement process of the hydraulic piston 14, the cylinder part 14A of the hydraulic cylinder 14 disturbs the discharge of oil for lubricating a centrifugal liquid pressure balance chamber R2 by throttling of an oil passage hole 13B, and by increasing the pressure of the centrifugal liquid pressure balance chamber R2, the oil pressure piston 14 is braked. Since the hydraulic piston 14 gently collides with a friction disc, a pressure fluctuation does not occur to the drive chamber R1 and since there is no need for an accumulator, oil pressure control structure is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fastening drive device for hydraulically driving and fastening fastening elements of an automatic transmission.
Further, the present invention relates to an oil suction port that sucks the oil collected and accumulated in the oil pan of the automatic transmission and guides it to the oil pump.

[0002]

2. Description of the Related Art A multi-disc clutch and a multi-disc brake of an automatic transmission have a hydraulic piston 63 that supplies driving oil to a hydraulic cylinder 63, as shown in a schematic configuration in FIG.
The friction plate 61 is fastened by driving No. 4. The pressure control valve (CV) 69 is an oil pump (O
P) 67 controls the ON / OFF of the supply of the drive oil, the pressure of which is increased by the pressure adjusting unit (PV) 68 and the oil pressure level is adjusted by the pressure adjusting unit (PV) 68, to the hydraulic cylinder 63, and the hydraulic pressure change in the transitional state of switching. The accumulator 62 arranged on the hydraulic path connecting the pressure control valve 69 and the hydraulic cylinder 63 removes unnecessary fluctuations in the hydraulic pressure of the hydraulic cylinder 63. The drive oil discharged from the hydraulic cylinder 63 through the pressure control valve 69 is cooled by an oil cooler (OC) 60 and becomes lubricating oil, which is used for lubrication and heat removal of the mechanism of the automatic transmission.

Japanese Unexamined Patent Publication No. 62-52249 discloses a fastening drive device for hydraulically driving a multi-plate clutch. This engagement drive device includes a hydraulic cylinder to which drive oil for engaging the multiple disc clutch is supplied and a hydraulic piston driven by the drive oil to move along the hydraulic cylinder to generate pressure in the multiple disc clutch. A centrifugal fluid pressure balance chamber is formed by providing a sealing wall member on the opposite side of the space into which the hydraulic oil is supplied and sandwiching the hydraulic piston. Oil is accumulated in the centrifugal hydraulic pressure balance chamber to offset the pressure increase due to the centrifugal force in the space to which the driving oil is supplied.

In the automatic transmission, the oil collected and accumulated in the oil pan is sucked up by the oil pump through the oil suction port, repressurized, and recirculated to each part of the mechanism. A movable oil suction port has been put into practical use, which switches between two oil suction ports by following the deviation of the oil due to the inclination of the vehicle body or acceleration / deceleration. FIG. 12 is an explanatory view of such a movable oil suction port.

An oil strainer 71 is submerged below the oil surface 70A of the oil collected and accumulated in the oil pan 70. The oil strainer 71 is formed in a box-like appearance, and is suspended and fixed from above by a fixing structure (not shown).
A dust filtering mesh 77 is stretched inside, and a pair of oil suction ports 76A and 76B are provided in front and rear of the traveling direction of the vehicle body. A shaft member 74, which is held by the oil strainer 71 and is movable in the front-rear direction, penetrates through the oil suction ports 76A and 76B. The oil suction port 7 is provided at both ends of the shaft member 74.
Plugs 73 and 72 capable of sealing 6A and 76B are attached, and a weight 75 is attached to the central portion of the shaft member 74. The inertial force acting on the shaft member 74, the weight 75 and the plugs 73, 72 against the inclination and acceleration in the front-rear direction acting on the vehicle body moves the shaft member 74 in the front-rear direction with respect to the oil strainer 71, and The plugs 73, 72 are moved away from the oil supply ports 76A, 76B on the side where the oil in the pan 70 is biased to allow the oil to be taken in, while the oil supply ports 76A, 76B on the opposite side are connected to the plug 7
It is sealed with 3, 72 so that the oil pump 60 does not suck air.

[0006]

In the fastening device shown in FIG. 11, the accumulator 62 prevents miniaturization of the hydraulic drive circuit (control valve assembly) of the automatic transmission. In order to smoothly execute the fastening process of the fastening elements of the automatic transmission, the diameter is several 10 mm or more and the stroke is several 10 mm.
The large-sized accumulator 62 is required, and the control valve assembly has 4-6 large-sized accumulators 62 according to the number of fastening elements. In addition, the large accumulator 62 delays the rise of the hydraulic pressure of the hydraulic cylinder 63 and impairs the responsiveness of fastening / releasing the fastening element. The accumulator 62 uses a hydraulic piston 64 for switching the oil passage in the pressure control valve 69.
The time until it is reflected in the motion of is unstablely stretched, and it is difficult to execute fastening / releasing of the fastening element at precise timing.

In the fastening drive device disclosed in Japanese Unexamined Patent Publication No. 62-52249, a centrifugal fluid pressure balance chamber is provided to offset the increase in pressure of the drive oil due to the centrifugal force, so that the rotational speed of the hydraulic cylinder is high or low. Instead, the operation of the pressure control valve can be followed to actuate the fastening element at a fixed timing. In addition, the flow path resistance of the lubricating oil that moves in and out of the centrifugal fluid pressure balance chamber stabilizes the operation of the hydraulic piston, and even if the pressure of the driving oil fluctuates slightly during the movement of the hydraulic piston, the fastening / fastening of the fastening element can be performed. The release is surely executed. However, since the pressure fluctuation (overshoot) of the drive oil that occurs at the stroke end of the hydraulic piston cannot be removed, it is necessary to provide a large accumulator 62 as shown in FIG. 11 in order to remove it.

In the movable oil intake port shown in FIG. 12, the oil intake port 76 is used when acceleration acts in a direction perpendicular to the traveling direction at a sharp turning angle or when the vehicle body leans to the left or right.
There is a possibility that A and 76B are exposed from the liquid surface of the lubricating oil and air is sucked into the oil pump 78. Also,
If the longitudinal acceleration or inclination is small, the weight 75
Inertia 76A, 76B and plug 7 due to inertia of
There is a possibility that air may leak from the oil suction ports 76A and 76B on the side exposed from the liquid surface of the lubricating oil due to insufficient contact pressure between the Nos. 2 and 73. When air is sucked into the oil pump 60, the discharge pressure of the oil pump 60 fluctuates, the state of the automatic transmission becomes unstable, and noise and corrosion due to the generation of bubbles and crushing may occur.

According to the present invention, a fastening drive device that reliably suppresses hydraulic pressure fluctuation (overshoot) of drive oil at the stroke end of a hydraulic piston without relying on a large accumulator, and a vehicle body that tilts left or right or front and rear. It is an object of the present invention to provide a rotary oil suction port in which air does not leak through the oil suction port even when the directional acceleration is small.

[0010]

According to a first aspect of the present invention, a hydraulic cylinder is supplied with driving oil for fastening a fastening element of an automatic transmission, and a hydraulic cylinder driven by the driving oil moves along the hydraulic cylinder. And a hydraulic piston for generating a pressure in the fastening element, wherein the hydraulic cylinder is mounted and sealed on the opposite side of the space where the driving oil is supplied across the hydraulic piston. A sealing wall member that forms an oil space between the hydraulic piston and the hydraulic piston, the oil stored in the oil space is discharged along with the movement of the hydraulic piston, and a part of the hydraulic piston is used at the final stage of the movement. An oil supply port for narrowing the opening area is provided.

According to a second aspect of the present invention, the hydraulic cylinder according to the first aspect is arranged rotatably around the central axis of the automatic transmission, and the oil space is a centrifugal force of a space to which the drive oil is supplied. It is also used as a centrifugal fluid pressure balance chamber that offsets the pressure increase due to.

According to a third aspect of the present invention, the opening is located on the bottom side of the oil pan of the automatic transmission, and the oil collected and accumulated is sucked from the opening and guided to the oil pump. And a rotation support mechanism that supports the portion from above so as to be rotatably movable along the bottom of the oil pan, and rotates integrally with the opening to follow the tilt or acceleration state of the vehicle body and to the biased side of the oil. A weight member for moving the opening is provided.

According to a fourth aspect of the invention, in the oil pan according to the third aspect of the invention, the dimension of the oil storage space in the vehicle width direction and the vehicle length direction are substantially the same, and a dust filter mesh is provided inside. A disk-shaped strainer that occupies almost the entire size is suspended in the oil storage space by the rotation support mechanism, and the opening and the weight member are arranged at the edge of the strainer. It is something.

[0014]

In the fastening drive device of the first aspect, the opening area of the oil supply port is narrowed by a part of the hydraulic piston at the stroke end on the fastening element side of the hydraulic piston. By increasing the flow resistance of the oil discharged from the oil space enclosed by the sealing wall member and the hydraulic piston to raise the oil pressure in the oil space, the hydraulic piston is braked and smoothly stopped. Even when the hydraulic pressure of the drive oil is increased at a stretch to move the hydraulic piston to the fastening element side at high speed, after the hydraulic piston begins to narrow the opening area of the oil supply port, the hydraulic piston is decelerated rapidly and collides with the fastening element. Speed is suppressed. As a result, pressure fluctuations (overshoot) that occur when the hydraulic piston suddenly stops suddenly interrupting the flow of drive oil into the hydraulic cylinder does not occur.

In the fastening drive device of the second aspect, the lubricating oil accumulated in the centrifugal fluid pressure balance chamber opposes the driving oil in the hydraulic cylinder with the hydraulic piston interposed therebetween. The centrifugal force caused by the rotation of the hydraulic cylinder equally increases the pressure on both sides of the hydraulic piston, so that the hydraulic pressure increase due to the centrifugal force is canceled and the operation of the hydraulic piston is not affected, regardless of the rotation speed. However, after the hydraulic piston moves to the fastening element side and begins to narrow the opening area of the oil supply port, the hydraulic piston is increased by increasing the flow resistance of the oil supply port while maintaining the offset of the increase in hydraulic pressure due to the centrifugal force. Braking is achieved, and a smooth stop is achieved while avoiding collision or sudden stop of the hydraulic piston with respect to the fastening element.

In the rotary oil suction port according to the third aspect of the present invention, the opening is rotated by 360 degrees and is always positioned on the oil bias side. The same acceleration that biases the oil to one side in the oil pan guides the weight member to the same side as the lubricating oil, and positions the opening below the inclined liquid surface of the oil.

In the rotary oil suction port according to the fourth aspect, the entire volume of the straining section sinks below the liquid surface of the oil to increase the flow resistance of the oil in the oil pan. In addition, the surface of the strain removing part comes into contact with the oil to generate viscous resistance, thereby reducing the difference between the oil flow speed in the oil pan and the rotation speed of the strain removing part.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION The multi-disc clutch of the first embodiment will be described with reference to FIGS. 1 is an explanatory view of the assembled state of the multi-plate clutch of the first embodiment, FIG. 2 is an explanatory view of a drive system of the multi-plate clutch, FIG. 3 is an explanatory view of an oil supply port, and FIG. 4 is a multi-plate clutch of the first embodiment. FIG. 5 is a time chart of the operation of the plate clutch, and FIG. 5 is a time chart of the operation of the multi-plate clutch of the comparative example. In FIG. 3, (a) is the released state of the multi-plate clutch, (b)
Indicates the engaged state of the multi-plate clutch. In FIG. 5, (a) shows the case where the hydraulic pressure in the centrifugal fluid pressure balance chamber does not rise, and (b) shows the case where an accumulator is provided.

As shown in FIG. 1, the hydraulic cylinder 13
Is supported by a shaft-shaped portion 11 fixed to a transmission case 10 of the automatic transmission and can rotate around an output shaft 12. The hydraulic cylinder 13 is formed in an annular shape,
An annular hydraulic piston 14 is inserted inside. Drive chamber R1 surrounded by hydraulic cylinder 13 and hydraulic piston 14
From the oil passage 11A in the shaft-like portion 11 to the hydraulic cylinder 1
Driving oil for driving the hydraulic piston 14 is supplied through the third oil passage hole 13A. A pair of seal rings 17 arranged between the shaft portion 11 and the hydraulic cylinder 13.
Holds the hydraulic cylinder 13 rotatably with respect to the shaft-like portion 11 and keeps the drive oil supply path reaching the oil passage hole 13A sealed.

The sealing wall member 15 arranged inside the hydraulic piston 14 is attached to the hydraulic cylinder 13 using a snap ring 18. The sealing wall member 15 also serves as a spring retainer of the return spring 16 that biases the hydraulic piston 14 to the inner side, and the seal 15S at the tip end.
Thus, the centrifugal hydraulic pressure balance chamber R2 can be moved relative to the hydraulic piston 14 in the axial direction while maintaining the sealing. The centrifugal fluid pressure balance chamber R2 is formed between the sealing wall member 15 and the hydraulic piston 14 with the inner and outer diameters aligned with the drive chamber R1.
The centrifugal fluid balance chamber R2 is always filled with lubricating oil, and as the hydraulic piston 14 moves in the axial direction,
Oil passage 11B through oil passage hole 13B of hydraulic cylinder 13
The lubricating oil flows in and out of the centrifugal fluid pressure balance chamber R2.

The spline of the retaining plate 23 and the outer friction plate 24 mesh with the spline 21 formed on the hydraulic cylinder 13. The inner friction plates 26 alternately arranged with the outer friction plates 24 are splines 25 of the rotary member 20 rotatably supported on the tip side of the shaft-shaped portion 11.
The rotation is restricted by. The overlapping of the retaining plate 23 and the friction plates 24 and 26 is limited in axial movement by the snap ring 22 fitted in the hydraulic cylinder 14. When the drive oil is supplied to the drive chamber R1 and the pressure in the drive chamber R1 increases, the hydraulic piston 14 compresses the return spring 16 and moves in the axial direction, and the friction plate 24 and the retaining plate 23, 26 is sandwiched and compressed. The frictional force between the friction plates 24 and 26 is generated by the hydraulic cylinder 13 and the rotating member 2.
Lock relative rotation of 0 and rotate integrally.

The lubricating oil accumulated in the centrifugal hydraulic pressure balance chamber R2 offsets the increase in hydraulic pressure due to the centrifugal force of the drive oil in the drive chamber R1. When the rotation speed of the hydraulic cylinder 13 is increased, the centrifugal force acting on the drive oil is applied to the drive chamber R1.
To increase the hydraulic pressure of the and to urge the hydraulic piston 14 outward. On the other hand, the centrifugal force acting on the lubricating oil increases the hydraulic pressure in the centrifugal hydraulic pressure balance chamber R2 equally, and urges the hydraulic piston 14 toward the inner side. As a result, the increase in hydraulic pressure due to the centrifugal force is balanced on both sides of the hydraulic piston 14, and the axial movement of the hydraulic piston 14 is not affected.

As schematically shown in FIG. 2, the oil whose pressure has been increased by the oil pump (OP) 27 is adjusted to a predetermined oil pressure by the pressure adjusting portion (PV) 28 and becomes the driving oil. The supply / drainage of the drive oil to / from the drive chamber R1 is controlled by the pressure control valve (CV) 29.
The drive oil discharged through the pressure control valve 29 or another pressure control valve (not shown) is transferred to the oil cooler (O
C) It is guided to 30 and cooled to be lubricating oil. The lubricating oil is guided to various parts of the mechanism of the automatic transmission and is involved in lubrication and cooling, and then collected in the lower oil pan 31, sucked up by the oil pump 27 and raised in pressure again.

The supply pressure of the lubricating oil to the centrifugal fluid pressure balance chamber R2 is kept substantially constant corresponding to the pressure loss in the other lubrication paths, but the hydraulic pressure in the centrifugal fluid pressure balance chamber R2 is the hydraulic pressure. In addition to the aforementioned centrifugal force that accompanies the rotation of the cylinder 13, it also varies depending on the moving speed and position of the hydraulic piston 14. The central portion of the hydraulic piston 14 has a cylindrical portion 14 extending axially along the hydraulic cylinder 13.
A is provided. In addition, the oil passage hole 1 of the hydraulic cylinder 13
3B is not a simple circular plane shape, but is formed in a two-step shape in which the round hole portion NB and the groove portion MB are connected as shown in FIG.

As shown in FIG. 3A, in the first half of the clutch stroke in which the hydraulic piston 14 moves toward the friction plates 24 and 26, the cylindrical portion 14A completely blocks the round hole portion NB. However, as the hydraulic piston 14 moves in the axial direction, the lubricating oil is quickly discharged from the round hole NB, and the hydraulic pressure in the centrifugal hydraulic pressure balance chamber R2 is kept constant. However, in the latter half of the clutch stroke, as shown in FIG.
As shown in (b), the cylindrical portion 14A interferes with the oil passage hole 13B. In particular, at the stroke end of the hydraulic piston 14 (immediately before hitting the friction plates 24, 26), the cylindrical portion 1
By 4A, the whole round hole portion NB and half or more of the groove portion MB are blocked, and the lubricating oil is discharged through the oil passage hole 13B with high flow passage resistance. Therefore, as the hydraulic piston 14 moves, the hydraulic pressure in the centrifugal fluid pressure balance chamber R2 increases,
The hydraulic piston 14 is braked.

As shown in FIG. 4, when the pressure control valve 29 starts operating at time t1, the hydraulic pressure in the drive chamber R1 rises rapidly, but when the pressure corresponding to the bias force of the return spring 16 is exceeded at time t2, the hydraulic pressure is increased. The piston 14 starts to move in the axial direction, and the increase in hydraulic pressure becomes gentle. In the first half of the clutch stroke, the hydraulic piston 1
4 moves at a constant speed, but in the latter half part, the hydraulic piston 14 is smoothly stopped at time t3 by being braked by the pressure rise in the centrifugal hydraulic pressure balance chamber R2. Therefore, the hydraulic pressure in the drive chamber R1 accompanying the stop of the hydraulic piston 14 is reduced. Fluctuations are prevented.

On the other hand, the comparative example shown in FIG. 5 (a) is a case where the cylindrical portion 14A is not formed in the hydraulic piston 14 and the oil passage hole 13B has a simple circular shape. In this case,
After the hydraulic piston 14 starts moving at time t2, it continues moving at a constant speed until the end, and the friction plates 24, 26 move at time t4.
And suddenly stop. At this time, the volume change of the drive chamber R1 suddenly stops and the flow of the drive oil flowing into the drive chamber R1 through the oil passage hole 13A is suddenly stopped, so that a large pressure fluctuation (overshoot) occurs in the drive chamber R1. . Here, as shown in FIG. 11, the accumulator 6 is provided on the path connecting the oil passage hole 13A and the pressure control valve 29.
If 2 is provided, the pressure fluctuation of the drive chamber R1 can be absorbed. However, the volume of the accumulator 62 is equal to that of the driving chamber R1.
Since the increase in the hydraulic pressure is prevented from beginning to end, the operation of the hydraulic piston 14 is considerably delayed as a whole, as shown in FIG.
At time t1, the pressure control valve 29 starts to operate at time t5.
Thus, the hydraulic piston 14 stops smoothly.

According to the multi-plate clutch of the first embodiment, since the hydraulic piston 14 is braked and smoothly stopped at the end of the clutch stroke, no pressure fluctuation is generated in the drive chamber R1. Therefore, an accumulator is provided. Instead, the friction plates 24 and 26 can be securely fastened with a pressure that accurately reflects the hydraulic pressure of the drive chamber R1. Further, since the accumulator is not provided on the path connecting the oil passage hole 13A and the pressure control valve 29, the hydraulic pressure of the drive chamber R1 quickly follows the operation of the pressure control valve 29 and is precisely controlled. The friction plates 24 and 26 can be fastened at the timing. It is also possible to decelerate and stop the hydraulic piston 14 without causing the hydraulic piston 14 to collide with the friction plates 24 and 26. Therefore, the hydraulic piston 14 is stopped at a position immediately before the friction plates 24 and 26 are frictionally engaged with each other, and then the pressure in the drive chamber R1 is further increased to further increase the friction plates 24 and 26.
It is also possible to conclude. According to such control, the fastening command and the time delay of the fastening (time t1 to time t3)
Can be almost eliminated. Further, since the accumulator is not provided, the hydraulic control unit of the automatic transmission is downsized and the oil passage structure in the hydraulic control unit is simplified.

FIGS. 6 and 7 are explanatory views of a modification of the first embodiment. In the modification, the hydraulic cylinder 13 of the first embodiment is used.
If only the shape of the oil passage hole 13B is different in two ways, other configurations are as shown in FIGS. 6 and 7
Inside, (a) is the released state of the multi-plate clutch, and (b) is the engaged state of the multi-plate clutch. In the modified example shown in FIG. 6A, the oil passage holes of the centrifugal hydraulic pressure balance chamber R2 are composed of independent round holes NC and small holes MC. Here, after the cylindrical portion 14A of the hydraulic piston 14 completely cuts off the round hole NC, as shown in FIG. 6B, the centrifugal fluid pressure balance chamber R2 has a constant flow resistance through the small hole MC. The lubricating oil is discharged from the. In the modification shown in (a) of FIG. 7, the oil passage hole ND of the centrifugal hydraulic pressure balance chamber R2 is formed in a planar shape in which the interval is narrowed on the stroke end side. Here, as shown in FIG. 7B, the oil passage hole ND is formed in the process in which the cylindrical portion 14A of the hydraulic piston 14 blocks the oil passage hole ND.
The flow path resistance of is continuously increased.

6 and 7, the hydraulic pressure in the centrifugal hydraulic pressure balance chamber R2 is increased at the stroke end to brake the hydraulic piston 14 and the drive chamber R as in the first embodiment.
Smooth engagement of the friction plates 24 and 26 is executed while avoiding the pressure fluctuation of 1.

The rotary oil suction port of the second embodiment will be described with reference to FIG. In FIG. 8, (a) is a perspective view of the oil strainer, and (b) is an explanatory view of the operating state of the oil strainer. As shown in FIG. 8A, the oil strainer 41 is formed in a hollow shape having a thin disk-shaped appearance. Seal ring groove 42 provided on the upper portion of the oil passage cylinder 42
The oil passage cylinder 42 is fixed to a hydraulic control unit (not shown) of the automatic transmission using M and the flange 43, and the oil strainer 41 is attached to the hydraulic control unit.

The oil passage cylinder 42 communicates with a suction port of an oil pump (not shown) of the automatic transmission through a hydraulic control unit. The oil strainer 41 is rotatable 360 degrees around the oil passage cylinder 42 and is supported by the oil passage cylinder 42 from above. An opening 44 is formed at one place on the cylindrical surface of the oil strainer 41, and a weight 45 is provided on the left and right of the opening 44.
Has been fixed. The inertial force acting on the weight 45 counteracts the acceleration acting on the vehicle body and the inclination of the vehicle body and causes the entire oil strainer 41 to rotate around the oil passage cylinder 42 so that the opening 4
Position 4 on the oil side.

As shown in FIG. 8B, the oil strainer 41 is disposed below the liquid surface 40A of the oil collected in the oil pan 40 of the automatic transmission. A mesh 47 and a bearing 48 are arranged inside the oil strainer 41, and an oil seal 46 is arranged at a connecting portion between the oil strainer 41 and the oil passage cylinder 42. The mesh 47 divides the internal space of the oil strainer 41 into upper and lower parts,
Scrap is taken from the oil sucked through the opening 44. The bearing 48 rotatably supports the oil strainer 41 with respect to the oil passage cylinder 42. Oil seal 46
Supplements the sealing performance of the bearing 48 and maintains airtightness between the oil strainer 41 and the oil passage cylinder 42.

According to the rotary oil suction port of the second embodiment, if the oil in the oil pan 40 is biased to one side due to the acceleration acting on the vehicle body or the tilted state of the vehicle body, the weight 45
The inertial force acting on moves the opening 44 to the oil bias side. Therefore, the opening 44 is always located on the biased side of the oil, and even a part thereof is not exposed from the liquid surface 40A. Therefore, even when the liquid level of the oil has dropped to the state immediately before it hits the opening 44, there is no concern that air will be sucked into the oil pump through the opening 44. Further, since the oil strainer 41 can rotate 360 degrees, the opening 44 can be guided to the biased side of the oil even with respect to the lateral acceleration or the vehicle width direction inclination due to the centrifugal force acting at the bending angle. Also,
A member (plugs 72, 7) for closing the opening, such as the movable oil suction port shown in FIG.
Since there is no 3), inhalation of air due to incomplete operation of the member that closes the opening or defective sealing does not occur. Also,
Since it does not include a mechanism that moves in the axial direction like the movable oil suction port of the conventional example, the entire structure can be simplified and the weight can be reduced. Further, since the oil strainer 41 is a disc type, the area of the mesh 47 can be maximized in a limited rotation range in the oil pan 40, and the possibility of clogging as well as pressure loss of the mesh 47 is reduced.

FIG. 9 is an explanatory view of the rotary oil suction port of the third embodiment. Here, the oil strainer itself is fixed and not rotated, but the suction pipe suspended from the oil strainer is made to be rotatable so as to follow the oil bias direction. As shown in FIG. 9, the oil strainer 51 is fixed to an unillustrated hydraulic control unit of the automatic transmission via an oil passage cylinder 52. The oil passage cylinder 52 communicates with a suction port of an oil pump (not shown) of the automatic transmission via a hydraulic control unit. Below the oil strainer 51, a suction pipe 54 that is bent in an oblique direction is suspended rotatably by 360 degrees in a horizontal plane with respect to the oil strainer 51. The suction pipe 54 expands inside the oil strainer 51 to form a collar. The bearing 58 rotatably supports the flange of the suction pipe 54 with respect to the inner wall of the oil strainer 51. An oil seal 56 is arranged around the periphery of the suction pipe 54 projecting from the oil strainer 51, supplementing the sealing performance of the bearing 58. The mesh 57 stretched over the inside of the oil strainer 51 filters out dust from the oil sucked through the suction pipe 54.

Inside the oil strainer 51, the suction pipe 5
A weight 55 is arranged so as to be fixed to the collar of 4. Weight 5
5 is attached to the curved side of the suction pipe 54 with a large eccentricity from the center of rotation, and the eccentric weight of the weight 55 follows the inclination of the vehicle body (or is driven by the inertial force that opposes the acceleration of the vehicle body). It rotates with respect to 51, and guides the opening at the tip of the suction pipe 54 to the side where the oil in the oil pan 50 is biased. When the liquid level 50A in the oil pan 50 is tilted as shown by the solid line, the suction pipe 54 is positioned as shown by the solid line, and when the liquid level 50A is tilted as shown by the broken line,
The suction tube 54 is positioned as shown by the dashed line.

According to the rotary oil suction port of the third embodiment, even if the lubricating oil in the oil pan 50 is biased to one side due to the acceleration acting on the vehicle body or the tilted state of the vehicle body, the suction pipe 54 Since the opening at the tip of is always located on the biased side of the oil and part of it is not exposed from the liquid surface 50A, there is no concern that air will be sucked into the oil pump through the suction pipe 54. Further, since the suction pipe 54 is rotatable by 360 degrees, the opening at the tip can be surely guided to the biased side of the oil even with respect to the lateral acceleration due to the centrifugal force acting at the bending angle and the road inclination in the road width direction. . Further, since the oil strainer 51 is not rotated, the interference range of the oil strainer 51 can be narrowed, and the mesh 57 can be filtered with a free external shape adapted to the irregularities of the oil pan 50 and other mechanisms of the automatic transmission. Wide area can be set.

FIG. 10 is an explanatory view of a modification of the rotary oil suction port of the third embodiment. In a modified example, a weight 59 is provided at the tip of the suction pipe 54 so that the suction pipe 54 is provided on the oil bias side.
The components common to those of the third embodiment are designated by the same reference numerals as those in FIG. 9, and detailed description thereof is omitted. As shown in FIG. 10, the oil strainer 51 is
It is fixed to a hydraulic control unit (not shown) of the automatic transmission via an oil passage cylinder 52. The suction pipe 54 has a bearing 5
8 supports the oil strainer 51 rotatably by 360 degrees.

An annular weight 59 is provided at the tip of the suction pipe 54.
Is fixed horizontally. Due to the acceleration acting on the vehicle body and the inertial force acting on the weight 59 due to the inclination of the vehicle body, the suction pipe 54 rotates and the weight 59 is fixed.
The opening at the tip of is guided to the biased side of the oil in the oil pan 50. When the liquid level 50A in the oil pan 50 is tilted as shown by the solid line, the suction pipe 54 is positioned as shown by the solid line. On the other hand, when the liquid surface 50A is inclined as shown by the broken line, the suction pipe 54 is positioned as shown by the broken line.

As in the case of the third embodiment, the rotary oil suction port of the modified example always guides the opening at the tip of the suction pipe 54 to the oil bias side, and the air is sucked into the oil pump through the opening. Not worry about Further, since it is not necessary to provide a space for rotating the weight 55 in the oil strainer 51 as in the third embodiment, the oil strainer 51 can be made thinner and have a free external shape.

[0041]

According to the fastening drive device of the first aspect of the present invention, the hydraulic piston is braked at the stroke end of the hydraulic piston to weaken the impact on the fastening element at the end, so that the flow of the driving oil flowing into the hydraulic cylinder is smooth. There is no pressure fluctuation due to a sudden flow stop. Therefore, the fastening pressure of the fastening element does not change, and a reliable and stable fastening process can be obtained. The prevention of pressure fluctuations is achieved by the partial structure of the hydraulic piston and hydraulic cylinder.A large accumulator is placed in the drive oil supply path, a special mechanism is installed outside the hydraulic cylinder, and Since it is not necessary to precisely control the pressure of the drive oil supplied to the cylinder, the hydraulic drive control is simple and the pressure can be reliably and reliably maintained even if the speed or pattern of hydraulic pressure rise during the fastening process changes. The fluctuation is eliminated, there is no fear of delaying the operation timing due to the large accumulator, and the hydraulic drive circuit (control valve assembly) of the automatic transmission is reduced in size and weight.

According to the fastening drive device of the second aspect, since the hydraulic pilton is braked by using the existing centrifugal hydraulic pressure balance chamber, the entire device can be made compact. Since the hydraulic piston and the hydraulic cylinder can be implemented with only slight changes, it is possible to provide a highly reliable automatic transmission that directly uses many conventional parts and structures.

According to the rotary oil suction port of claim 3,
Since the opening rotates 360 degrees and is guided to the biased side of the lubricating oil, even if the lubricating oil is biased in the left-right direction of the vehicle body due to a sharp bend angle or a crosswise inclination of the road surface, the oil pump will run through the opening. There is no need to worry about air being sucked in. Also, since there is only one opening, compared to the structure that closes the opening on the opposite side where the lubricating oil is biased, there is a concern that air will be sucked in due to poor sealing of the structure that closes the opening, or malfunction due to small acceleration. In addition, the number of parts is reduced and the assembly structure is simplified.

According to the rotary oil suction port of claim 4,
Since the strainer is submerged in the lubricating oil and the opening moves smoothly together with the oil, the liquid level of the lubricating oil decreases as the temperature decreases, and the vehicle body is subject to shocking vertical vibration. Even when exposed, the opening does not jump out of the liquid surface, oil does not dance violently to expose the opening, and there is no concern that air will be sucked into the oil pump through the opening. Further, since the entire structure is thin and only a small amount of the structure is exposed on the liquid surface, the oil pan can be formed shallow to enhance the vehicle mountability of the automatic transmission.

[Brief description of the drawings]

FIG. 1 is an explanatory view of an assembled state of a multi-plate clutch according to a first embodiment.

FIG. 2 is an explanatory diagram of a drive system of the multi-plate clutch according to the first embodiment.

FIG. 3 is an explanatory diagram of an oil supply port.

FIG. 4 is a time chart of the operation of the multi-plate clutch of the first embodiment.

FIG. 5 is a time chart of the operation of the multi-plate clutch of the comparative example.

FIG. 6 is an explanatory diagram of a modified example of the first embodiment.

FIG. 7 is an explanatory diagram of another modification of the first embodiment.

FIG. 8 is an explanatory diagram of a rotary oil suction port according to a second embodiment.

FIG. 9 is an explanatory diagram of a rotary oil suction port according to a third embodiment.

FIG. 10 is an explanatory diagram of a rotary oil suction port of a modified example of the third embodiment.

FIG. 11 is an explanatory diagram of a schematic configuration of a conventional fastening drive device.

FIG. 12 is an explanatory diagram of a conventional movable oil suction port.

[Explanation of symbols]

 10 Transmission Case 11 Shaft 12 Output Shaft 13 Hydraulic Cylinder 14 Hydraulic Piston 15 Sealing Wall Member 16 Return Spring 17 Seal Ring 18, 22 Snap Ring 20 Rotating Member 21, 25 Spline 23 Retaining Plate 24, 26 Friction Plate R1 Drive Chamber R2 Centrifugal hydraulic balance chamber 11A, 11B Oil passage 13A, 13B, ND Oil passage hole 14A Cylindrical part 27 Oil pump 28 Pressure adjusting part 29 Hydraulic control valve 30 Oil cooler MB Groove NB Round hole MC Small hole NC Round hole 31, 40, 50 Oil pan 41, 51 Oil strainer 42 Oil passage tube 43 Flange 44 Opening 45, 55, 59 Weight 46, 56 Oil seal 47, 57 Mesh 48, 58 Bearing 40A, 50A Liquid level

Claims (4)

[Claims] 1. A hydraulic cylinder supplied with driving oil for fastening a fastening element of an automatic transmission, and a hydraulic pressure driven by the driving oil to move along the hydraulic cylinder to generate a pressure in the fastening element. In a fastening drive device having a piston, the hydraulic cylinder is attached to the hydraulic cylinder on the opposite side of the space to which the driving oil is supplied,
A sealing wall member that forms a sealed oil space between the hydraulic piston and the hydraulic piston, and discharges the oil stored in the oil space with the movement of the hydraulic piston. A fastening drive device comprising an oil supply port whose opening area is narrowed by a part of the piston. 2. The hydraulic cylinder is rotatably arranged around a central axis of an automatic transmission, and the oil space is a centrifugal fluid pressure for canceling a pressure increase due to a centrifugal force of a space to which the drive oil is supplied. The fastening drive device according to claim 1, wherein the fastening drive device is a balance chamber. 3. An oil intake port, in which an opening is located on the bottom side of an oil pan of an automatic transmission, and the collected and accumulated oil is sucked from the opening and guided to an oil pump. A rotation support mechanism that rotatably supports the bottom of the vehicle from above, and a weight that rotates integrally with the opening to move the opening to the biased side of the oil by following the inclination and acceleration of the vehicle body. A rotary oil suction port, which is provided with a member. 4. The disk, wherein the oil storage space is formed to have substantially the same dimension in the vehicle width direction and the vehicle length direction of the oil storage space, and is provided with a dust filter mesh inside to occupy almost the entire size of the disk. The strain-removing portion formed in a shape is suspended by the rotation support mechanism in the oil storage space, and the opening and the weight member are arranged at an edge portion of the strain-removing portion. The described rotary oil inlet.