JPH0932890A - Automatic transmission and assembly method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an output shaft from removing in the axial direction with an easy operation. SOLUTION: This is provided with a transmission mechanism 100 mounted in a case 10 and a rotating shaft (output shaft 130) which is inserted through the case 10 and whose tip is inserted into a center hole of a rotating member (third carrier 164) composing the transmission mechanism 100 and connected to the the third carrier 164. This is provided with a kind of snap ring 135 which is elastically engaged with grooves on the inner surface of the center hole of the third carrier 164 and on the outer surface of the output shaft 130 to prevent the output shaft 130 from removing from third carrier 164 in an axial direction, when the output shaft 30 is inserted into a predetermined position of the center hole of the third carrier 164.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention makes it possible to easily prevent an axial slip-off of a rotary shaft that is inserted into a case and connected to a rotary member in the case, and to easily assemble a planetary gear set. The present invention relates to an automatic transmission and an automatic transmission assembling method.

[0002]

2. Description of the Related Art Generally, as an automatic transmission for a vehicle,
It is widely used that the engine rotation is input through a torque converter, speed-changed by an auxiliary transmission (transmission mechanism) having a planetary gear set, and output to a propeller shaft (axle side) via an output shaft (rotary shaft). ing. The output shaft of this type of automatic transmission is inserted into the case of a tubular transmission mechanism with a bottom from the bottom side (rear side) and assembled, and a snap ring attached after assembly prevents the output shaft from coming off in the axial direction. It is usually done. In addition, it is impossible to assemble the entire planetary gear set that constitutes the auxiliary transmission in advance in order to attach this snap ring and assemble it integrally in the case. I had to assemble it in the case.

That is, as shown in the schematic view of FIG. 9, when the output shaft 3 is connected to a planetary carrier 2 of a transmission mechanism assembled in the case 1 by a spline, first, separately from the planetary gear and the like. Assemble the planetary carrier 2 in the case 1. Then, the output shaft 3 is inserted through a center hole provided in the bottom portion 1a formed on the rear side (the right side in FIG. 9) of the case 1 from the rear side toward the front side, and its tip (external teeth of the spline) is inserted. ) Was inserted into the central hole (internal teeth of the spline) of the planetary carrier 2 and assembled. Then, by attaching a snap ring 4 whose outer peripheral portion abuts the front end surface of the planetary carrier 2 to a groove formed on the outer periphery of the tip of the output shaft 3 (the portion protruding from the planetary carrier 2 to the front side),
Prevent the output shaft 3 from slipping out to the rear side.
Then, an operator inserts his / her hand into the case 1 and attaches a planetary gear or the like to the planetary carrier 2 to assemble the planetary gear set in the case 1.

[0004]

For this reason, in the conventional automatic transmission, assembling of the rotating shaft connected to the rotating member in the case such as the output shaft or assembling of the planetary gear set. Regarding the above, there were the following problems. (A) In other words, when assembling the rotary shaft, the snap ring was attached to the outer circumference of the tip of the rotary shaft inserted into the cylindrical portion of the case. It is extremely difficult for an operator to insert a tool (plier or the like) or a hand, and the workability is poor and it is troublesome. (B) Further, even when the planetary gear set is assembled, the operator inserts tools and hands into the narrow space in the case to assemble the planetary gear set portion, so that the assemblability of the automatic transmission (that is, Assembly efficiency) was reduced.

Therefore, according to the present invention, the axial disengagement of the rotating shaft inserted into the case and connected to the rotating member in the case can be easily achieved, and the planetary gear set can be easily assembled. An object of the present invention is to provide an automatic transmission that can improve the assemblability.

[0006]

In order to achieve the above object, an automatic transmission according to a first aspect of the present invention constitutes a transmission mechanism assembled in a case and inserted into the case to constitute the transmission mechanism. In an automatic transmission including a rotating shaft having a tip inserted into a central hole of a rotating member and connected to the rotating member, when the rotating shaft is inserted to a predetermined position in the central hole of the rotating member. An elastic member that elastically engages with engaging portions provided on the inner peripheral surface of the center hole of the rotating member and the outer peripheral surface of the rotating shaft to prevent the rotating shaft from slipping off with respect to the rotating member. It is characterized in that an engaging means is provided.

According to another aspect of the present invention, there is provided an automatic transmission including a case having a tubular portion and a bottom portion, a gear pack which is assembled in the tubular portion of the case and includes at least one planetary gear set, and a tip end side of the gear pack. A rotary shaft that is inserted into the tubular portion through a hole provided in the bottom of the case, a tip is inserted into a central hole of a rotating member that constitutes the gear pack, and is connected to the rotating member; When the shaft is inserted to a predetermined position in the central hole of the rotating member, the shaft elastically engages with engaging portions provided on the inner peripheral surface of the central hole of the rotating member and the outer peripheral surface of the rotating shaft. And elastic engagement means for preventing the rotary shaft from coming off the rotary member in the axial direction.

An automatic transmission according to a third aspect of the invention is characterized in that, as the engaging portion, grooves are formed on the inner peripheral surface of the central hole of the rotating member and the outer peripheral surface of the rotating shaft so as to face each other at the predetermined position. It is characterized in that the elastic engaging means is constituted by a circlip which is elastically fitted into the respective grooves on the outer peripheral side and the inner peripheral side.

A method of assembling the automatic transmission according to claim 4 is
After the gear pack is pre-assembled outside the case, the entire gear pack is inserted from the opening on the side opposite to the bottom of the case and assembled in the tubular portion of the case, and then,
Inserting the tip end side of the rotating shaft through a hole provided at the bottom of the case with the elastic engaging means engaged with the engaging portion of either the rotating member or the rotating shaft. It is characterized in that it is inserted to a predetermined position in the central hole of the rotating member, and the elastic engaging means is engaged with each engaging portion.

According to the first aspect of the present invention, when the rotary shaft is inserted to a predetermined position in the center hole of the rotary member that constitutes the speed change mechanism, the elastic engagement means causes the inner peripheral surface of the center hole of the rotary member. And the outer peripheral surface of the rotary shaft are elastically engaged with the respective engaging portions, whereby the rotary shaft is attached to the rotary member, and its axial direction is prevented from coming off.

According to the second aspect of the present invention, the planetary gear set is assembled in the case as a gear pack. Then, when the rotary shaft is inserted to a predetermined position in the center hole of the rotary member constituting the gear pack, elastic engaging means are provided on the inner peripheral surface of the center hole of the rotary member and the outer peripheral surface of the rotary shaft, respectively. The rotary shaft is attached to the rotary member and is prevented from slipping off in the axial direction.

According to the third aspect of the present invention, when the rotary shaft is inserted to a predetermined position in the central hole of the rotary member, the outer peripheral side and the inner peripheral side of the circlip rotate with the inner peripheral surface of the central hole of the rotary member. The grooves are respectively elastically engaged with the grooves formed on the outer peripheral surface of the shaft, whereby the rotary shaft is attached to the rotary member, and its axial direction is prevented from coming off.

According to the fourth aspect of the invention, the planetary gear set is assembled as a gear pack outside the case and then assembled in the case. Then, the rotation shaft is attached by mounting the elastic engagement means on the engagement portion of either the rotation member or the rotation shaft, and the tip end side of the rotation shaft is provided at the bottom of the case. It is carried out by a simple operation of inserting the rotary member from the center to a predetermined position in the central hole of the rotary member.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below as an embodiment applied to an automatic transmission with reference to the drawings. FIG. 1 is a sectional view of the entire automatic transmission of this embodiment, and FIG. 2 is an auxiliary transmission (transmission mechanism) that constitutes this automatic transmission.
FIG. 3 to FIG. 5 are partially enlarged views of FIG. 1, of which FIG. 5 shows an essential part of the present invention.
1 to 5, the left side (engine side) is the front side and the right side (the side far from the engine) is the rear side. (A) Overall Configuration As shown in FIG. 1, the automatic transmission according to the present embodiment includes a torque converter 20 and an oil pump 5 in an integrated case 10.
0 and an auxiliary transmission 100 (transmission mechanism), and a control valve unit 300 at the bottom of the case 10. Here, as shown in FIG. 4, the case 10 has a bottomed cylindrical shape having a wall-shaped portion 10a (bottom portion) in the direction perpendicular to the axis formed on the rear side and an opening on the front side.

The torque converter 20 is connected to a crankshaft of an engine and rotates with a front cover 21.
A rear cover 22 connected to the rear portion of the front cover 21, a pump impeller 23 formed inside the rear cover 22, a turbine runner 24 arranged to face the pump impeller 23, and a turbine runner 24. A turbine shell 25, a stator 26 arranged between the pump impeller 23 and the turbine runner 24, a one-way clutch 27 supporting the stator 26, and a lock arranged between the front cover 21 and the turbine shell 25. And an up piston 28. The front end of the input shaft 110 of the auxiliary transmission 100 is inserted through the central axis of the torque converter 20, and the turbine shell 25 and the lock-up piston 28 have their inner peripheral portions on the front side of the input shaft 110. It is connected to the end. The inner circumference of the stator 26 is connected to the outer race of the one-way clutch 27, and the inner race of the one-way clutch 27 is connected to the outer circumference of the front side boss 53 of the oil pump cover 52, which will be described later.
It is fixed. A boss 2 fitted into the rear cover 22 with a gap on the outer periphery of the front boss 53.
9 is fixed.

The oil pump 50 is a vane type pump in which the rotor and the like are housed in an outer frame composed of an oil pump housing 51 and an oil pump cover 52. The rotor is connected to the tip of the boss 29 of the torque converter 20. The oil pan 3 that is driven and attached to the lower surface side of the case 10
The oil in 01 is sucked to generate a predetermined hydraulic pressure. The oil pump cover 52 is formed with a front boss 53 extending to the front side along the outer circumference of the input shaft 110 and a rear boss 54 extending to the rear side along the outer circumference of the input shaft 110. As described above, the inner race of the one-way clutch 27 is connected to the tip portion of the. The oil pump housing 51 and the oil pump cover 52 of the oil pump 50 are
It is fixed to the case 10 with bolts 55.

As shown in FIGS. 1 and 2, the auxiliary transmission 100 includes an input shaft 110 and an intermediate shaft 12.
0, output shaft 130 (rotating shaft), first planetary gear 140, second planetary gear 150, third planetary gear 160, low clutch (L / C) 1
70, high clutch (H / C) 180, reverse clutch (R / C) 190, third brake (3rd / B) 2
00, Third one-way clutch (3rd / OWC) 2
10, overdrive brake (OD / B) 220,
Second brake (2nd / B) 230, second one-way clutch (2nd / OWC) 240, reverse brake (R / B) 250, low coast brake (LO)
W coast / B) 260, low brake (LOW / B)
270 and rowan way clutch (LOW / OW
C) 280 is provided. In this case, the output shaft 130 corresponds to the rotating shaft of the invention. In addition, the first planetary gear 140, the second planetary gear 150,
Alternatively, the third planetary gear 160 corresponds to the planetary gear set of the present invention.

As shown in FIG. 1, the input shaft 110, the intermediate shaft 120 and the output shaft 130 are sequentially arranged on the central axis of the case 10 from the front side to the rear side and can rotate independently. Is supported. On the outer peripheral side of the intermediate shaft 120, as shown in FIGS. 2 and 4, the hollow shaft members 121, 1
22 are sequentially arranged concentrically and are supported so as to rotate independently. Here, the front side of the hollow shaft member 121 is connected to a hub 182 described later, and the first carrier 144 described later is connected to the rear side thereof by a spline. The front side of the hollow shaft member 122 is connected to hubs 192 and 222 described later and also functions as an inner race of the third one-way clutch 210, and the rear side thereof is integrated with a first sun gear 141 described later. Is formed in.

The rear end of the output shaft 130 extends to the rear side through the inside of the rear case 11 attached to the rear side of the case 10, and extends through the output flange member 131 to the propeller shaft of the vehicle. Connected to. A parking gear 132 is connected to the outer periphery of the substantially central portion of the output shaft 130 by a spline, and a parking pole (not shown) that works in conjunction with the select lever during parking operation is provided in the parking gear 132.
The output shaft 130 is mechanically locked by meshing with the output shaft 130. A vehicle speed sensor 133, which outputs a pulse signal having a frequency corresponding to the rotation speed of the output shaft 130 by detecting teeth on the outer peripheral surface of the parking gear 132, is attached at a position desired on the outer peripheral surface of the parking gear 132. Has been. The front end of the output shaft 130 is connected to the third carrier (C3) 164 by a spline, as will be described later.
Third carrier (C3) 1 (as shown in FIGS. 4 and 5)
Axial disengagement of 64 is prevented.

As shown in FIGS. 2 and 4, the first planetary gear 140 includes a first sun gear (S1) 141, a first pinion gear (P1) 142, and a first ring gear (R).
1) 143. As shown in FIG. 4, the first sun gear 141 is integrally formed at the rear end of the hollow shaft member 122 described above. Further, the first carrier (C1) 144 that supports the first pinion gear 142 has its rear end inner circumference connected to the rear end outer circumference of the hollow shaft member 121 by a spline, and its front end. The inner peripheral side of the part is connected to an inner race 241 of the second one-way clutch 240, which will be described later, by a spline, and the outer peripheral side of the front end of the second one-way clutch 240 is connected to a reverse brake drum 251, which will be described later.

As shown in FIGS. 2 and 4, the second planetary gear 150 includes a second sun gear (S2) 151, a second pinion gear (P2) 152, and a second ring gear (R).
2) 153. As shown in FIG. 4, the second sun gear 151 is connected to a later-described third sun gear 161 that constitutes the third planetary gear 160 and rotates integrally.
The rear end of the second carrier (C2) 154 supporting the second pinion gear 152 is integrally connected to a third carrier (C2) 164, which will be described later, and the front end thereof is the first ring. It is integrally connected to the gear 143.

As shown in FIGS. 2 and 4, the third planetary gear 160 includes a third sun gear (S3) 161, a third pinion gear (P3) 162 (shown in FIG. 1), and a third planetary gear 160.
It is composed of a ring gear (R3) 163. Third Sun Gear 1
As shown in FIG. 4, 61 is connected to the intermediate shaft 120 by a spline, and is connected to the second sun gear 151.
It is connected to and rotates integrally. Further, the third carrier (C3) 164 that supports the third pinion gear 162 has its rear end inner circumference connected to the front end outer circumference of the output shaft 130 by a spline, and its front end second. It is connected to the carrier 154.

As shown in FIG. 3, the low clutch (L / C) 170 includes a driven plate connected by a spline to a cylindrical portion of a wall member 171 described later and a drive plate connected by a spline to the hub 172. A multi-plate type in which the plates are alternately stacked, the plates 173 that slide left and right (in the axial direction) in FIG.
1 and the hub 172 are connected. Since the wall member 171 is connected to the input shaft 110 and the hub 172 is connected to the intermediate shaft 120, the low clutch 170 is eventually connected to the input shaft 110 and the second sun gear 1.
51 or the third sun gear 161 is connected. The piston 173 moves to the operating position by supplying pressure oil to the oil chamber formed between the wall member 171 and the piston 173 through the oil passage 111 formed in the input shaft 110. The restoring force of the spring 175 interposed in a compressed state between the retainer 174 and the piston 173 restores the non-operating position.

The high clutch (H / C) 180 is, as shown in FIG. 3, an outer peripheral side cylindrical portion 1 of the cylinder 181 which will be described later.
A driven plate connected to 81a by a spline,
A multi-plate type in which drive plates connected by splines to the hub 182 are alternately laminated, and each plate is pressed in the contact direction by a piston 183 that slides left and right in FIG. The cylinder 181 and the hub 182 are connected. The cylinder 181 is
The hub 182 is connected to the input shaft 110,
It is connected to the first carrier 144 via the hollow shaft member 121 which is integrally formed with the hub 182.
Therefore, the high clutch 180 eventually has a function of connecting the input shaft 110 and the first carrier 144. It should be noted that the piston 183 has an oil chamber formed between a wall-shaped portion 181c of the cylinder 181 described later and the piston 183, and an oil passage 184 formed in an inner peripheral side cylindrical portion 181b of the cylinder 181 described later. Is moved to the operating position by supplying pressure oil, and is returned to the non-operating position by the restoring force of the spring 187 shown in FIG. 1 interposed in a compressed state between the retainer 188 and the piston 183. In the oil chamber formed between the wall member 171 and the piston 183, the cylindrical portion 18 on the inner peripheral side of the cylinder 181 is provided.
Oil is supplied through the oil passage 185 formed in 1b.
As a result, the centrifugal hydraulic pressure generated in the oil chamber formed between the wall-shaped portion 181c and the piston 183 can be canceled, and the hydraulic control for smooth gear shifting becomes easy.

As shown in FIG. 3, the reverse clutch (R / C) 190 is formed by alternately stacking a driven plate connected to the cylinder 181 by a spline and a drive plate connected to the hub 192 by a spline. A multi-plate type piston 19 that slides left and right in FIG.
The plates are pressed against each other by means of the pressing flange 194 by means of 3, and the frictional force generated thereby connects the cylinder 181 and the hub 192. Here, the cylinder 181 is connected to the input shaft 110,
The hub 192 is connected to the first sun gear 141 via the above-mentioned hollow shaft member 122 integrally formed with the hub 192. Therefore, after all, this reverse clutch 1
90 is the input shaft 110 and the first sun gear 14
It has a function of connecting with 1. Also, the piston 193
Is located in an oil chamber formed between a later-described wall-shaped portion 181c of the cylinder 181 and the piston 193.
Of the return spring interposed between the retainer 195 and the piston 193 in a compressed state by being supplied with pressure oil through the oil passage 186 formed in the inner cylindrical portion 181b of the The restoring force of 196 restores the non-actuated position.

The cylinder 181 supporting the reverse clutch 190 together with the high clutch 180 includes an outer peripheral side cylinder portion 181a, an inner peripheral side cylinder portion 181b, and an outer peripheral side cylinder portion 181b extending in the outer peripheral direction. Part 1
81a connected to the bottom part 181c,
In order to house the pistons 183 and the like of the high clutch 180 at a high density, the step portion 18 in the direction in which the inner peripheral side extends is provided in the 1c.
1d is formed, and is connected to the input shaft 110 by a spline on the rear side of the inner peripheral side cylindrical portion 181b, and the front side of the inner peripheral side cylindrical portion 181b is slidably contacted with the outer periphery of the rear side boss 54 of the oil pump cover 52. While it is a member that rotates. And this cylinder 181
The front end portion of the outer peripheral side cylindrical portion 181a has a comb-like shape in which a plurality of rectangular notches 181e are formed in the circumferential direction, and the comb-teeth portion constitutes a claw-like portion 181f.

Further, the piston 193 has a comb-like outer peripheral portion, and has a rectangular claw-shaped portion 193a at a position corresponding to the notch 181e of the cylinder 181, and the cylinder 18
1 has a step portion 193b along the bottom portion 181c. The oil chamber that operates this piston 193 is the seal rings 193c and 193d.
It is formed between the inner surfaces of the stepped portions 181d and 193b that are slidably contacted with or separated from each other by the space sealed by, that is, the piston 193 moves. On the other hand, as shown in FIG. 3, the front end of the pressing flange 194 has a rectangular cutout 194 at a position corresponding to the cutout 181e of the cylinder 181.
a is formed. The claw-shaped portion 193a of the piston 193 penetrates the notch 181e of the cylinder 181 and is fitted into the notch 194a of the pressing flange 194, and is attached to the front end of the pressing flange 194 by the snap ring 194b. The piston 193 and the pressing flange 194 are integrally connected. Also, as a result, the claw portion 181 of the cylinder 181 is
The f is configured to extend through the opening formed between the adjacent claw-shaped portions 193a of the piston 193 and outward to the front side of the piston 193.

Then, the claw-shaped portion 181 extending outwardly from this
A retainer 195 is attached to the f by a snap ring 195a, and the inner peripheral side of the retainer 195 and the piston 1
A return spring 1 for returning the piston 193 between the upper part of the rear surface of 93 and the outer peripheral side concave portion of the step 193b.
96 is interposed in a compressed state. In this way, the return spring 196 is arranged in the space on the outer peripheral side of the step portion 193b and on the inner side (inner peripheral side) of the outer diameter of the outer peripheral side cylindrical portion 181a of the cylinder 181. They are densely arranged and do not form any extra overhangs in the radial or axial directions.

Further, the outer peripheral side end of the retainer 195 of the return spring 196 has an inverted L-shaped comb tooth portion 195.
It has a comb-like shape in which a plurality of b are formed, and an inverted L-shaped comb-like portion 195b thereof is formed in the notch 1 of the cylinder 181.
It goes through 81e. The claw-shaped portion 19 is provided at a position desired on the outer peripheral surface of the comb-shaped portion 195b of the retainer 195.
By detecting 5b, the input shaft 110
An input shaft rotation speed sensor 197 that outputs a pulse signal having a frequency corresponding to the rotation speed of the turbine runner 24 is attached. Therefore, the retainer 195
Also functions as a rotor for detecting the input shaft rotation speed.

Further, as shown in FIG. 3, the hub 192 of the reverse clutch 190 is disposed close to the wall member 171 of the low clutch 170 with a slight displacement in the rear direction and the outer peripheral direction, and the hub 192 of the low clutch 170 is further raised. The hub 182 of the clutch 180 is sandwiched between the members of the wall member 171 and the hub 192 so that the hub 182 extends from the outer peripheral side of the cylindrical portion of the wall member 171 to the inner peripheral side of the cylindrical portion of the hub 192 in close proximity. It is arranged. In addition, with such a configuration, at the position between the end faces of the wall member 171 and the hub 192 in the hub 182, the inclined portion 18 oblique to the axial direction is formed.
2a is formed, and the end portions of the wall member 171 and the hub 192 are, as shown in FIG.
It is tapered so as to follow a, and inclined surfaces 171a and 192a are formed on the outer peripheries of the ends thereof, respectively. Thereby, the end faces of the wall member 171 and the hub 192 and the hub 182.
Interference with the hard to occur, these members can be arranged closer to each other, each clutch 170,180,1
90 are arranged in high density.

The third brake (3rd / B) 200 is
As shown in FIG. 4, a multi-plate type in which a driven plate splined to a fixed drum 70 fixed to the case 10 and a drive plate splined to the hub 202 are alternately laminated, Fixed drum 70
Each plate is pressed in the close contact direction by a piston 203 which is housed in a concave portion formed on the front outer peripheral side and slides left and right in FIG. 4, and a braking force is exerted on the hub 202 by a frictional force generated thereby. Here, the hub 202 is fixed to the outer race 211 of the third one-way clutch 210, and thus the third brake 200 is the one direction of the hollow shaft member 122 in which the first sun gear 141 is formed via the third one-way clutch 210. It has the function of exerting braking force on rotation. The piston 203 moves to the operating position by supplying pressure oil to the oil chamber formed between the fixed drum 70 and the piston 203 via the oil passage 71 formed in the fixed drum 70. The restoring force of the spring 204 restores the non-operating position. In addition, the third one-way clutch (3r
The d / OWC) 210 facilitates shift control at the time of upshifting to the 4th speed. As described later, the low clutch 1
When the high clutch 180 is operated while the 70 and the third brake 200 are operated to the third speed, the third one-way clutch 210 is released, and the third brake 200 can be operated to the fourth speed. it can.

Overdrive brake (OD / B) 2
As shown in FIG. 4, 20 is a multi-plate type in which a driven plate connected to the fixed drum 70 fixed to the case 10 by a spline and a drive plate connected to the hub 222 by a spline are alternately laminated. By the piston 223 which is housed in the concave portion formed on the front inner peripheral side of the fixed drum 70 and slides left and right in FIG. 4,
The plates are pressed in the close contact direction, and the frictional force generated thereby exerts a braking force on the hub 222. Here, the hub 222 is connected to the front side end of the hollow shaft member 122 on which the first sun gear 141 is formed, and the overdrive brake 220 eventually has a function of exerting a braking force on the first sun gear 141. Have. The piston 223 moves to the operating position by supplying pressure oil to the oil chamber formed between the fixed drum 70 and the piston 223 via the oil passage 72 formed in the fixed drum 70. The restoring force of the spring 224 restores the non-operating position.

Second brake (2nd / B) 230
As shown in FIG. 4, a driven plate splined to the fixed drum 70 fixed to the case 10 and a drive plate splined to the outer race 242 of the second one-way clutch 240 are alternately laminated. It is a multi-plate type consisting of a fixed drum 70
Each plate is pressed in the close contact direction by a piston 233 which is housed in a recess formed on the rear side and slides left and right in FIG. 4, and a braking force is exerted on the outer race 242 by the frictional force generated thereby. Inner race 241 of the second one-way clutch 240
Is connected to the first carrier 144 as described above, the second brake 230 is eventually connected to the first carrier 144 via the second one-way clutch 240.
Also, the second ring gear 153 has a function of exerting a braking force on the rotation in one direction. The piston 233 is
By supplying pressure oil to the oil chamber formed between the fixed drum 70 and the piston 233 via the oil passage 73 formed in the fixed drum 70, the oil moves to the operating position, and the restoring force of the spring 234 is restored. To return to the inoperative position. Also, a second one-way clutch (2nd / OWC) 240
Is for facilitating the shift control at the time of upshifting to the 3rd speed, and includes the low clutch 170 and the second brake 2
When the third brake 200 is operated when the third brake 200 is operated while the third brake 30 is operated, the second one-way clutch 240 is released, and the third brake 230 can be shifted to the third speed with the second brake 230 being operated.

As shown in FIG. 4, the reverse brake (R / B) 250 is a band type consisting of a brake band wound around the outer circumference of the reverse brake drum 251, and the brake band is formed by a servo piston (not shown). By being tightened, a braking force is exerted on the reverse brake drum 251. Reverse brake drum 2
Since 51 is connected to the first carrier 144 and the second ring gear 153 is integrally formed as described above, the reverse brake 250 is eventually connected to the first carrier 144 and the second ring gear 153. It has the function of activating braking force.

Low Coast Brake (LOW Coast /
B) 260 is a multi-plate type in which a driven plate splined to the case 10 and a drive plate splined to the hub 262 are alternately laminated, as shown in FIG. As a result, the plates are pressed in the close contact direction, and the frictional force generated thereby exerts a braking force on the hub 262. Hub 2
62 is fixed to the inner race 281 of the rowan way clutch 280.
Since 1 is connected to the third ring gear 163 by a spline, the low coast brake 260 is the third
It has a function of exerting a braking force on the ring gear 163. Here, the piston 263 includes a wall-shaped portion 10 a formed on the rear side of the case 10 in a direction perpendicular to the axis, and the wall-shaped portion 10 a.
A low brake 27, which will be described later, is provided in a recess surrounded by an inner cylindrical portion 10b formed so as to extend from the inner peripheral end portion of a to the front side along the outer periphery of the output shaft 130.
It is housed in series with the zero piston 273 and slides left and right in FIG. The piston 263 operates by supplying pressure oil to an oil chamber formed between the piston 273 and the piston 263 via an oil passage 273a (shown in FIG. 1) formed in the piston 273. It moves to the position and returns to the non-actuated position by the restoring force of the spring 265 interposed between the retainer 264 and the piston 263.

As shown in FIG. 4, the low brake (LOW / B) 270 includes a driven plate connected to the case 10 by a spline and a drive plate connected to the outer race 282 of the low one-way clutch 280 by a spline. This is a multi-plate type in which the plates are alternately laminated, and a braking force is exerted on the outer race 282 by a frictional force generated by pressing the plates in a close contact direction by the piston 273. The inner race 281 of the rowan way clutch 280 is the third ring gear 1 as described above.
Because it is connected to 63, this low brake 27
0 has a function of exerting a braking force on the rotation of the third ring gear 163 in one direction via the low one way clutch 280. Here, the piston 273 is housed in a concave portion surrounded by the wall-shaped portion 10a and the inner cylindrical portion 10b of the case 10 and slides left and right in FIG.
In the oil chamber formed between the wall-shaped portion 10a and the piston 273, the oil passage 2 formed in the wall-shaped portion 10a is formed.
When pressure oil is supplied via 74 (shown in FIG. 1), it moves to the operating position and returns to the non-operating position by the restoring force of the spring 265. The pressing portion (a portion that presses each plate) 273b of the piston 273 penetrates the gap between the plates of the low coast brake 260 and contacts the plate side surface of the low brake 270 (strictly, the dish plate side surface). A low one-way clutch (LOW / OWC) 280 is for facilitating speed change control when shifting up to the second speed, and the low clutch 170 and the low brake 270 are operated to become the first speed. At this time, when the second brake 230 is operated, the low one-way clutch 280 is released, and the second speed can be changed while the low brake 270 is still operating.

The control valve unit 300 is a manual body which is operated in response to operation of various solenoid valves or select levers controlled by a control unit (electric circuit) not shown in the body in which a control oil passage is formed. A plurality of valves including valves are attached to form a hydraulic control circuit, which is attached to the lower surface of the case 10 in a state of being covered with an oil pan 301.
Based on the operation of the select lever or the control of the control unit, the pressure of the hydraulic oil generated by the hydraulic pump 50 is adjusted as needed, and the torque converter is appropriately passed through a predetermined oil passage formed in the case 10 or the like. 20 and a predetermined oil chamber of the auxiliary transmission 100. As a result, lubrication, cooling, and the like of each part of the auxiliary transmission 100 are performed, and the lockup piston 28 of the torque converter 20 and each clutch or brake piston of the auxiliary transmission 100 are appropriately operated. . In this case, the operating state of each clutch or brake of the auxiliary transmission 100 with respect to the main operation position (range) of the select lever or the shift position in the D range is set as shown in FIG. 7.

(B) Detailed Configuration of Main Part Next, the detailed configuration of the main part to which the present invention is applied will be described with reference to FIGS. 4 and 5. In the case of the present embodiment, the rotating shaft of the present invention corresponds to the output shaft 130, and the rotating member of the present invention corresponds to the third carrier 164. Further, the planetary gear set of the present invention includes the first planetary gear 14
0, a second planetary gear 150, and a third planetary gear 160. And, the idea of the present invention is that the assembling structure and assembling method of the output shaft 130, and the planetary gears 140, 150, 16 are used.
It is applied to an assembly structure of 0 and an assembly method. That is, the output shaft 130 extends from the rear side toward the front side to a predetermined position in the center hole (the inner peripheral side through hole of the inner cylindrical portion 10b) formed in the wall-shaped portion 10a corresponding to the bottom of the case 10. The front end is inserted and inserted into the center hole of the third carrier 164 that is the rotating member of the present invention, and is connected to the third carrier 164 by a spline. Then, as shown in FIG. 5, grooves (engaging portions) 130a and 164a facing each other at predetermined positions are formed on the outer peripheral surface of the output shaft 130 and the inner peripheral surface of the central hole of the third carrier 164. When the output shaft 130 is inserted to a predetermined position, the circlip (elastic engaging means) 135 elastically engages with these grooves to prevent the output shaft 130 from coming off in the axial direction with respect to the third carrier 164. Is provided. Here, the predetermined position is a position where the front end surface of the output shaft 130 and the inner peripheral end surface of the third carrier 164 are located on substantially the same plane, as shown in FIG.

As shown in FIG. 6, the circlip 135 is a wire rod having a circular cross section (having elasticity such as spring steel).
Is bent into a ring shape, and in the natural state, only the inner peripheral side has the groove 13 of the output shaft 130.
0a fits into the groove 0a, and in the compressed state (diameter reduced state), the entire size is set so as to sink into the groove 130a of the output shaft 130. For this reason, the circlip 135 is previously attached to the groove 130a of the output shaft 130.
Inset, then output shaft 130
The front side of the case 10 is inserted from the center hole of the wall-shaped portion 10a of the case 10 to a predetermined position, and its tip is inserted into the center hole of the third carrier 164. The carrier 164 is pressed by the inner circumference (the tips of the spline inner teeth) to reduce the diameter, and the whole is sunk into the groove 130a, and then the output shaft 130 and the third
The grooves 130a, 164a of the carrier 164 expand in diameter at predetermined positions so that the outer peripheral side of the circlip 135 fits into the groove 164a of the third carrier 164, and finally the inner peripheral side and the outer peripheral side of the circlip 135, respectively. The groove 130a, 164a is fitted and engaged (the state shown in FIG. 5).

On the other hand, the first planetary gear 140 and the second planetary gear 140
Planetary gear 150 and third planetary gear 1
In this case, the respective components constituting or supporting 60 are the same except for the first sun gear 141 which is integrally formed with the hollow shaft member 122,
The gear pack, which is a subassembly in advance, can be handled as an integrated product during assembly. For example, in FIG. 4, the first pinion gear 142 and the first ring gear 1
43, the first carrier 144, the second sun gear 151, the second
Pinion gear 152, second ring gear 153, second carrier 154, third sun gear 161, third pinion gear 1
62 (shown in FIG. 1), third ring gear 163, and third
The carrier 164 can be assembled in advance as a sub-assembly gear pack outside the case 10 and can be assembled in the case 10 as an integrated product.

For this reason, the automatic transmission of this embodiment (particularly the parts of each planetary gear 140, 150, 160) is
By the following procedure, the parts that configure or support the planetary gear can be easily assembled without the troublesome work of assembling the parts inside the case 10. That is, first, the above-mentioned components constituting or supporting the planetary gears 140, 150, 160 are assembled together outside the case 10 to form a gear pack. And the third
Parts on the rear side of the planetary gear 160, that is, the low coast brake 260, the low brake 270, the low one-way clutch 280, and the peripheral parts thereof are included in the case 1.
By fitting the rear side boss portion (spline outer teeth) of the third ring gear 163 of this gear pack into the inner periphery (spline inner tooth) of the inner race 281 of the low one way clutch 280 in a state of being assembled in 0, The entire gear pack is assembled in the case 10. Thereafter, as described above, the circlip 135 is previously fitted into the groove 130a of the output shaft 130, and in that state, the front side of the output shaft 130 is inserted from the center hole of the wall-shaped portion 10a of the case 10 to a predetermined position, By inserting the tip into the central hole of the third carrier 164,
The output shaft 130 is attached to the third carrier 164 of the gear pack in a state where it is prevented from coming off. After that, if the parts on the front side of the first planetary gear 140 are assembled in the case 10 and the parts on the rear side of the wall-shaped part 10a of the case 10 are attached, the automatic transmission is assembled.

Therefore, with the structure or the assembling method of this embodiment, the following effects can be obtained. (A) The output shaft 130 is simply inserted into the predetermined position.
Since it is attached and is prevented from coming off in the axial direction, it is not necessary to insert the tool or hand into the narrow space in the case to attach the snap ring as in the conventional case, which is difficult and troublesome. Therefore, the assembly property (assembly efficiency) of the automatic transmission is significantly improved. (B) In the case of the structure that is stopped by the circlip as described above, the output shaft 130 has a retaining effect that stops on either side in the axial direction, so the output shaft 130 will not be pulled out to the front side after assembly. The subsequent assembling work becomes easy. (C) In the case of the above-described circlip-stopped structure, it is not necessary to project the shaft end unlike the conventional snap ring. That is, in this case, it is not necessary to make the front end of the output shaft 130 project to the front side from the inner peripheral end surface of the third carrier 164. For this reason, the degree of freedom in design is improved, and an empty space is provided correspondingly, which can contribute to high-density arrangement of each element constituting the speed change mechanism. (D) After assembling the respective components constituting or supporting the first planetary gear 140, the second planetary gear 150, and the third planetary gear 160 as a gear pack in advance outside the case, as a unit, inside the case 10 In addition, since the structure is assembled, the troublesome work of assembling these parts in the case 10 by inserting tools or hands into a narrow space in the case is unnecessary. Assembly efficiency) is further improved. (E) Further, if the parts constituting or supporting the planetary gear are assembled and stored in advance as a gear pack or transported to the final assembly site, the parts can be easily stored and handled. .

(C) Overall Operation Next, the overall operation of the automatic transmission will be outlined. When the select lever is in the P range or the N range, all the clutches or brakes are maintained in the inoperative state by the control of the control unit and the control valve unit 300 as shown in FIG. Therefore, the rotation of the input shaft 110 is not transmitted to the output shaft 130, and the vehicle is maintained in a stopped state. When the select lever is operated to the P range, the parking ball (not shown) meshes with the parking gear 132 as described above, and the output shaft 1
30 is mechanically fixed.

Next, when the select lever is in the D range, the control unit receives a vehicle speed signal based on the vehicle speed sensor 133 and the like, a throttle opening signal from a throttle sensor attached to the engine of the vehicle, and the like, The shift position (1st speed to 5th speed) is determined based on the preset gear shift characteristic pattern, and by the control of the control unit and the control valve unit 300,
As shown in FIG. 7, a predetermined clutch or brake of the auxiliary transmission 100 is operated according to each shift position.

That is, in the first speed, the low clutch (L /
C) 170 and low brake (LOW / B) 270 and low one-way clutch (LOW / OWC) 280 are operated unconditionally, and when a predetermined engine brake operating condition is satisfied, low coast brake (LOW)
Activate Coast / B) 260. As a result, the driving force of the input shaft 110 is increased by the intermediate shaft 120.
Is transmitted to the third sun gear 161 via the third sun gear 161 and the third pinion gear 162 revolves with the rotation of the third sun gear 161 when the third ring gear 163 is stopped (third carrier 1
As a revolution of 64), the torque is greatly amplified (decelerated) and output to the output shaft 130. FIG.
Is a collinear chart showing the rotation speed of each element of each planetary gear on the vertical axis when the rotation speed of the input (input shaft 110) is constant, and the output shaft (output shaft for this first speed) The rotation number of 130) is represented by the point indicated by the reference numeral D1.

At this time, the low coast brake (LO
If W Coast / B) 260 is inactive, the third
Since the reverse drive force from the output shaft 130 is not transmitted to the input shaft 110 due to the idling of the ring gear 163 in one direction, so-called engine braking does not work, and this downshift to the first speed is smoothly performed without shock. However, if the engine brake operating condition is satisfied and the low coast brake 260 is activated, the third
Since the ring gear 163 is braked in either direction,
Depending on the driving condition and operating condition of the vehicle, the engine brake will work. The engine brake operating condition is, for example, a case where a special mode such as a power mode is set to the control unit by a power switch provided on the select lever and the accelerator opening is equal to or less than a predetermined value.

In the second speed, the low clutch (L / C)
170, second brake (2nd / B) 230 and second one-way clutch (2nd / OWC) 240
Are operated unconditionally, and if the predetermined engine brake operating conditions are satisfied, the reverse brake (R /
B) Activate 250. As a result, the driving force of the input shaft 110 is transmitted to the second sun gear 151 via the intermediate shaft 120, and the second sun gear 151 rotates with the second sun gear 151 stopped.
As the revolution of the pinion gear 152 (revolution of the second carrier 154), the torque is amplified (decelerated) to some extent and output to the output shaft 130. In the collinear chart of FIG. 8, the number of revolutions of the output shaft (output shaft 130) in the case of the second speed is represented by a point D2.

At this time, the reverse brake (R / B)
When 250 is inactive, the second ring gear 153
Output shaft 130 by idling in one direction
Since the reverse driving force from the engine is not transmitted to the input shaft 110, so-called engine braking does not work.
Shifting down to high speed is also performed smoothly without shock. However, when the engine brake operating condition is satisfied and the reverse brake (R / B) 250 is operated, the second ring gear 153 is braked in either direction, and therefore the engine brake is activated depending on the running condition and the operating condition of the vehicle. Like

Next, in the third speed, the low clutch (L / C)
170 and the third brake (3rd / B) 200 and the third one-way clutch (3rd / OWC) 210 are operated unconditionally, and when the predetermined engine brake operating condition is satisfied, the overdrive brake (O
D / B) 220 is activated. As a result, the driving force of the input shaft 110 is transmitted to the second sun gear 151 via the intermediate shaft 120 and the first sun gear 141.
As the revolution of the second pinion gear 152 (the rotation of the first ring gear 143, the rotation of the second carrier 154) accompanying the rotation of the second sun gear 151 in the state where the rotation is stopped, a slight torque amplification (deceleration) is applied to the output shaft 130. Is output. In the collinear chart of FIG. 8, the number of revolutions of the output shaft (output shaft 130) in the case of the third speed is indicated by a point D3.

At this time, when the overdrive brake (OD / B) 220 is in the non-operating state, the reverse driving force from the output shaft 130 is generated by the idling of the first sun gear 141 in one direction.
Since it is not transmitted to, the so-called engine braking does not work, and the downshift to the third speed is performed smoothly without shock. However, when the engine brake operating condition is satisfied and the overdrive brake (OD / B) 220 is operated, the first sun gear 141 is braked in either direction, so that the engine brake works depending on the running condition and the operating condition of the vehicle. Like

In the fourth speed, the low clutch (L / C)
170 and the high clutch (H / C) 180 are operated unconditionally. Accordingly, the driving force of the input shaft 110 is transmitted to the second sun gear 151, the third sun gear 161, the first carrier 144, and the second ring gear 153 via the intermediate shaft 120 and the hollow shaft member 121, and the output shaft 130 is directly transmitted. Is output from. At this time, as a result, each planetary gear 140, 150, 16
0 gears and output shaft 130
It will rotate integrally with the input shaft 110. In the collinear chart of FIG. 8, the number of revolutions of the output shaft (output shaft 130) in the case of the fourth speed is indicated by a point D4.

In the fifth gear, the high clutch (H / C)
180 and overdrive brake (OD / B) 220
And operate unconditionally. As a result, the driving force of the input shaft 110 passes through the hollow shaft member 121 to the first
The first sun gear 141 is transmitted to the carrier 144 and is rotated by the first pinion gear 142 while the first sun gear 141 is stopped.
Rotation of ring gear 143 (rotation of second carrier 154)
As a result, the torque is reduced (accelerated) and output to the output shaft 130. In addition, in the alignment chart of FIG.
The output shaft (output shaft 13
The rotation speed of 0) is represented by the point indicated by the reference numeral D5.

When a predetermined lockup operating condition is satisfied at each shift speed in the D range, the lockup piston 28 of the torque converter 20 is operated to directly connect the crankshaft of the engine and the input shaft 110. As a result, transmission efficiency and fuel efficiency can be improved. At this time, the hydraulic pressure for operating the lock-up piston 28 is engaged (while the pump impeller 23 and the turbine runner 24 are engaged with each other while detecting the rotation speed of the turbine runner 24 of the torque converter 20 based on the output signal of the input shaft rotation speed sensor 197). It is controlled so that the matching of the rotation speeds) is gradually performed. Also, the lockup operating conditions are
For example, this is a case where the power mode is not set and the speed is equal to or higher than the set vehicle speed and equal to or lower than the set throttle opening.

When the select lever is operated to the R range, the reverse clutch (R
/ C) 190 and reverse brake (R / B) 250 operate unconditionally. Then, the input shaft 110
The driving force of the first sun gear 1 is transmitted through the hollow shaft member 122.
41 and the first carrier 144 (the revolution of the first pinion gear 142) is stopped and the first sun gear 14
As the reverse rotation of the first ring gear 143 (reverse rotation of the second carrier 154) due to the rotation of No. 1, the output shaft 13
The rotation direction is reversed to 0 and the torque is amplified (decelerated) and output. Therefore, the vehicle can be moved backward. In the nomographic chart of FIG. 8, the number of rotations of the output shaft (output shaft 130) in the case of this R range is R
The point indicated by.

The present invention is not limited to the embodiment described above, but may have various embodiments. For example, circlip 13
Before mounting the gear pack, attach the outer circumference of No. 5 to the third carrier 1
It is fitted in the groove 164a of 64, and then the front side of the output shaft 130 is attached to the wall-shaped portion 1 of the case 10.
Insert it from the center hole of 0a to a predetermined position,
In the process of being inserted into the center hole of the carrier 164, the circlip 135 is once pushed by the outer periphery of the output shaft 130 (the tip of the spline external tooth) to expand its diameter to expand the groove 16
4a, and then the diameter is reduced at a predetermined position where the output shaft 130 and the grooves 130a, 164a of the third carrier 164 face each other.
The inner peripheral side of 5 is the groove 130a of the output shaft 130.
It can also be configured to fit inside.

[0056]

According to the first aspect of the present invention, the rotary shaft is attached to the rotary member constituting the speed change mechanism by a simple operation of inserting the rotary shaft to a predetermined position, and the rotary shaft is attached to the rotary member. The direction is locked out. Therefore, it is possible to eliminate the difficult and laborious work of inserting a snap ring by inserting a tool or a hand into a narrow space in the case as in the past, and it is possible to remarkably improve the assemblability of the automatic transmission. it can.

According to the second aspect of the present invention, the rotary shaft is attached to the rotary member constituting the gear pack and is axially pulled out by a simple operation of inserting the rotary shaft to a predetermined position. It will be stopped. Also, the planetary gear set is
It is assembled in the case as a gear pack. Therefore, it is possible to eliminate the difficult and troublesome work of inserting a tool or hand into the narrow space inside the case to attach the snap ring or assemble the planetary gear set as in the conventional case. The property can be further improved.

According to the third aspect of the invention, the elastic engaging means is constituted by a circlip that elastically engages with grooves formed in the inner peripheral surface of the center hole and the outer peripheral surface of the rotating shaft of the rotating member. Therefore, unlike the snap ring, the rotary shaft can be prevented from slipping out in both directions, the assembling work after the rotary shaft is assembled can be easily performed, and the assemblability of the automatic transmission is further improved. Further, in this case, it is not necessary to project the shaft end of the rotary shaft more than the side end surface of the rotary member as in the case of the conventional snap ring, so that the degree of freedom in design is improved and the empty space is correspondingly increased. There is also an effect that it is possible to contribute to high-density arrangement of each element constituting the speed change mechanism.

According to the invention described in claim 4, the rotary shaft is attached to the rotary member constituting the speed change mechanism or the gear pack by a simple operation of inserting the rotary shaft to a predetermined position, and the rotary shaft is attached to the rotary member. Axial slip-out prevention. Further, the planetary gear set is assembled in advance as a gear pack outside the case and then assembled as a whole in the case. Therefore, it is possible to eliminate the difficult and troublesome work of inserting a tool or hand into the narrow space inside the case to attach the snap ring or assemble the planetary gear set as in the conventional case. The property can be further improved. In addition, by assembling and handling each component constituting the planetary gear set as a gear pack, there is also an effect that handling such as storage and transportation of these components is facilitated.

[Brief description of drawings]

FIG. 1 is a sectional view showing an overall configuration of an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a skeleton of the auxiliary transmission of the automatic transmission according to the first embodiment of the present invention.

FIG. 3 is a partial cross-sectional view of the automatic transmission according to the first embodiment of the present invention, which is a partially enlarged view of FIG.

FIG. 4 is a partial cross-sectional view of the automatic transmission according to the first embodiment of the present invention, which is a partially enlarged view of FIG.

5 is a cross-sectional view of a main part of the automatic transmission according to the first embodiment of the present invention, which is a partially enlarged view of FIG.

FIG. 6 is a perspective view showing a circlip (elastic engaging means) in the automatic transmission according to the first embodiment of the present invention.

FIG. 7 is a diagram showing an operating state of each friction engagement element of the automatic transmission according to the first embodiment of the present invention.

FIG. 8 is a collinear chart showing a speed change state (relationship of rotational speeds of respective elements in the planetary gear) of the automatic transmission according to the first embodiment of the present invention.

FIG. 9 is a sectional view showing a rotary shaft mounting structure of a conventional automatic transmission.

[Explanation of symbols]

 10 Case 10a Wall-shaped part (bottom part of case) 100 Auxiliary transmission (transmission mechanism) 130 Output shaft (rotating shaft) 135 Circlip (elastic engaging means) 130a, 164a Groove (engaging part) 140 First planetary gear (Planetary gear set) 150 Second planetary gear (planetary gear set) 160 Third planetary gear (planetary gear set) 164 Third carrier (rotating member)

Claims (4)

[Claims] 1. A transmission mechanism assembled in a case, and a rotary shaft which is inserted into the case and has a tip inserted into a central hole of a rotary member constituting the transmission mechanism and connected to the rotary member. In the automatic transmission provided with, when the rotating shaft is inserted to a predetermined position in the central hole of the rotating member, the rotating shaft is provided on the inner peripheral surface of the central hole and the outer peripheral surface of the rotating shaft, respectively. An automatic transmission characterized in that elastic engagement means is provided which elastically engages with the engaging portion to prevent the rotary shaft from coming off the rotary member in the axial direction. 2. A case comprising a tubular portion and a bottom portion, a gear pack assembled in the tubular portion of the case and including at least one planetary gear set, and a tip end side provided on the bottom portion of the case. A rotary shaft that is inserted through the hole into the tubular portion and has a tip inserted into the center hole of the rotary member that constitutes the gear pack, and that is connected to the rotary member; and the rotary shaft is the center hole of the rotary member. When it is inserted to a predetermined position in the rotary member, the rotary member is elastically engaged with the engaging portions provided on the inner peripheral surface of the central hole of the rotating member and the outer peripheral surface of the rotating shaft to rotate with respect to the rotating member. An automatic transmission, comprising: an elastic engaging means for preventing the shaft from coming off in the axial direction. 3. As the engaging portion, grooves that face each other at the predetermined position are formed on the inner peripheral surface of the center hole of the rotating member and the outer peripheral surface of the rotating shaft, respectively, and the elastic engaging means includes an outer peripheral side. The automatic transmission according to claim 1 or 2, wherein the inner periphery and the inner periphery are constituted by a circlip elastically fitted in each of these grooves. 4. The gear pack is pre-assembled outside the case, and then the whole gear pack is inserted from an opening on the side opposite to the bottom of the case and assembled in the tubular portion of the case, and then the elastic With the engaging means engaged with the engaging portion of one of the rotating member or the rotating shaft, the tip end side of the rotating shaft is inserted through a hole provided in the bottom of the case, and 4. The method for assembling an automatic transmission according to claim 2 or 3, wherein the elastic engagement means is engaged with each engagement portion by inserting the rotary member to a predetermined position in the center hole.