JPH02129455A - Bearing lubricating structure of automatic transmission - Google Patents

Abstract

PURPOSE:To simplify the lubricating structure by lubricating a thrust bearing and a roller bearing by oil passing through the central portion race hole of a bearing race through a shaft hole and oil passing through the peripheral portion race hole. CONSTITUTION:A rotary shaft 23 is rotatably supported on both sides of transmission cases 2b, 2c through bearing members 21, 22, 35. Oil supplied from oil supply means 37 through a race hole 36 in the central portion of a bearing race 35a of a thrust bearing 35 passes through a shaft hole 39 to lubricate the right thrust bearing 35 and the roller bearing 21. Oil which has passed through a racehole 36 in the peripheral portion is brought into contact with a retainer 35c of the left thrust bearing 35 to lubricate the thrust bearing 35, and then lubricates the roller bearing 22. Thus, the bearings can be lubricated in a simple construction and in a well-balanced manner.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a bearing lubrication structure for an automatic transmission having a simple structure.

[Conventional technology]

Generally, automatic transmissions are based on a 3-speed automatic transmission mechanism consisting of two single planetary gear units called the so-called Simpson system, and an overdrive mechanism or underdrive mechanism consisting of one planetary gear unit in the 3-speed automatic transmission mechanism. is attached to provide four forward speeds.

Incidentally, in recent years, as vehicles have become more F-F and higher horsepower, there has been a demand for automatic transmissions to be further downsized and to have an increased transmission torque capacity. However, the automatic transmission consists of a power transmission path that inputs input from one end of the transmission mechanism and outputs linearly to the other end, and because both gear units are separated, the structure is long in the axial direction. Therefore, there is a limit to the ability to respond to the above-mentioned miniaturization. In addition, since the output member is located at the tip of the transmission path, the clutches cannot be placed all together at the tip of the mechanism, which is easy to replace and change.
The 4-speed automatic transmission mechanism and the 4-speed automatic transmission mechanism must be manufactured separately, which makes it difficult to use common parts and assembly lines, leading to a significant increase in costs in high-mix, low-volume production.

In order to solve the above problem, the present applicant has already constructed a single planetary gear unit and a dual planetary gear unit, the carrier and the sun gear of which are integrated, and the projecting member is placed approximately in the center of the automatic transmission mechanism. proposed an automatic transmission that could be made more compact in the axial direction by making the transmission path reciprocating (Japanese Patent Laid-Open No. 6
3-145846).

This will be explained with reference to FIG.

A planetary gear unit 2.3, an input shaft 5 connected to appropriate rotating elements of the gear unit via clutches, respectively.
, an automatic transmission mechanism having an output member 9 connected to a predetermined rotational element CR, and a locking means for locking the rotational elements R, , S, as appropriate.

The output member 9 is disposed approximately in the center of the automatic transmission mechanism so as to cover the input shaft 5.

Furthermore, when the automatic transmission mechanism is the 3-speed automatic transmission mechanism 10, a first
(Forward) clutch C3 is arranged (see the lower half of line ff1-1 in the figure).

On the other hand, when the automatic transmission mechanism is a 4-speed automatic transmission mechanism 10g, a third clutch C0 that operates during overdrive is disposed further axially outward of the first clutch CI (
(See the lower half of line i-2 in the figure).

As shown in FIG. 6, the 3-speed automatic transmission mechanism 101 includes a single planetary gear unit 2 and a dual planetary gear unit 3, and the sun gears 31 and carrier CR of both units 2.3 are integrated is connected to. Further, the sun gear Sl is the first
The ring gear R1 of the dual planetary gear unit 3 is appropriately locked by the second brake B2 and the one-way clutch F. Further, the input shaft 5 is connected to the ring gear R of the single planetary gear unit 2 via the first clutch CI, and to the sun gear SI via the second clutch C2.
The carrier CR, is also connected to the output member 9.

On the other hand, as shown in FIG. 7, the 4-speed automatic transmission mechanism tOW is the 3-speed automatic transmission mechanism 10. In addition, a third glue/latch C8 is disposed further axially outward of the first clutch C5, and the clutch C6 can appropriately connect and separate the input shaft 5 and the ring gear R2 of the dual planetary gear unit 3.

Based on the above configuration, the 3-speed automatic transmission mechanism 10 operates in three forward speeds by appropriately operating the clutches c1 and C2 and the locking means B+, Bt, and F+ according to the operation table shown in FIG.
The 4-speed automatic transmission mechanism 10
, Cx, Co and locking means B, ,B, ,F,
The gears are shifted to four forward speeds and one reverse speed by appropriate operation of the gearboxes, and the transmission is transmitted from the output member 9 to the additional transmission section 20z or 20°, respectively.

The above-mentioned additional transmission section 20g or 20+ has a bearing 95. between the transmission cases 37 and 39.
The counter shaft 71 is rotatably supported by a counter shaft 96, and a counter driven gear 21 and a differential drive gear 23 that mesh with the output gear 9 are fixed onto the shaft 71. And output member 9
The rotation is decelerated and transmitted to the differential section 35.

[Problem to be solved by the invention]

In the above conventional automatic transmission, the countershaft 7
The bearings 95 and 96 at both ends are lubricated by supplying oil from an oil passage 97 formed in the transmission case 39 to a shaft hole 98 formed in the counter shaft 71, and from the shaft hole 98 to the bearings 95 and 96 at both ends. distributes oil to In order to ensure the oil pressure, a sealing material 99 such as a seal ring is inserted between the transmission case 39 and the countershaft 71 to prevent oil from leaking.

Therefore, the number of man-hours for machining the transmission case 39 and the lower shaft 71 has increased, and the number of parts such as sealing materials has also increased. Also, the bearings at both ends are 95.9
It was difficult to balance the oil distribution to 6.

The present invention is intended to solve the above problems, and its first purpose is to reduce the number of machining steps and the number of parts by lubricating the bearings provided at both ends of the rotating shaft with a simple configuration.

Another object of the present invention is to make it possible to adjust the lubrication balance of bearings provided at both ends of a rotating shaft using race holes.

[Means for solving problems]

For this purpose, the bearing lubrication structure of the automatic transmission of the present invention, for example, as shown in FIG.

, C! , C0), an output member (9) connected to at least one rotational element (CR, ) of the gear unit, and a locking means for locking a predetermined rotational element of the gear unit. (B+, Bt-F+) and a gear reduction mechanism (C), the gear reduction mechanism includes a transmission case (2b
, 2c) has a rotating shaft (23) rotatably supported via bearing members (21, 22, 35) on both sides of the rotating shaft (23),
A shaft hole (39) is formed in the rotating shaft, at least one of the bearing members is a thrust bearing (35), and an oil supply means (37) is provided on the thrust bearing side; One race hole (36) is provided in the center of the bearing race (35a) constituting the thrust bearing, and at least one race hole (36) is provided in the periphery of the bearing race.

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

[Operation and Effects of the Invention] In the present invention, the oil that has passed through the race hole 36 in the center of the bearing race 35a passes through the shaft hole 39 as it is, lubricates the right thrust bearing 35 and the roller bearing 21, and lubricates the right thrust bearing 35 and roller bearing 21. The oil that has passed through the race hole 36 of the
After the thrust bearing 35 is lubricated, the roller bearing 22 is lubricated.

Therefore, according to the present invention, the number of machining steps can be reduced by lubricating the bearings provided at both ends of the rotating shaft with a simple configuration. Furthermore, by adjusting the number and size of the race holes 36, it is possible to appropriately distribute the lubrication balance to the bearings on both sides.

〔Example〕

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

In FIG. 2, the automatic transmission to which the present invention is applied includes a torque converter section A, a four-speed automatic transmission mechanism section B, an output gear mechanism section C, and a differential gear mechanism section. Each of these mechanical parts is housed in transmission cases 2a, 2b, and 2c that are integrally formed by joining each other, and a valve body 3 is disposed above the case 2b. The torque converter section A consists of a torque converter 4 and a lock-up clutch 5, and the rotation of the crankshaft 6 of the engine is controlled by the automatic transmission mechanism section B through an oil flow in the torque converter 4 or a mechanical connection by the lock-up clutch 5.
It is transmitted to the input shaft l inside. In addition, the torque converter section A
An oil pump 7 is installed between the automatic transmission mechanism section B and the automatic transmission mechanism section B.

A hollow shaft 11 rotatably supported by the input shaft 1 is fitted into the 4-speed automatic transmission mechanism part B, and the input shaft 1 and the hollow shaft 11
The second clutch C2 is arranged on the outer periphery of the engine in order from the engine output side.
A first brake B+, an output gear 9, a one-way clutch Fl, a planetary gear unit) 10, a second brake B8, a first clutch CI, and an overdrive clutch C0 are arranged. Note that 8 is a hydraulic servo mechanism for operating the first brake B1.

As shown in detail in FIG. 3, planetary gear unit 1
0 consists of a single planetary gear unit 12 and a dual planetary gear unit 13, and the single planetary gear unit 12 is a carrier CR that supports a sun gear S+ formed on a hollow shaft 11, a ring gear R3, and a first pinion P that meshes with these gears. , consists of
In addition, the dual planetary gear unit 13 is configured such that the sun gear Sl formed on the hollow shaft 11, the first pinion P, and the second pinion P2 mesh with each other, and the second pinion P meshes with the ring gear R8. It consists of a carrier CR that supports these gears so that they mesh with each other. Both gear units 12 and 13 are
The sun gear S1 is integrally formed with the hollow shaft 11, the carrier CR8 is also integrally formed, and the first pinion P is constituted by an integral long pinion.

Further, the output gear mechanism section C has a counter shaft 23 rotatably supported by bearings 21 and 22 between the transmission cases 2b and 2c, and a counter driven gear that meshes with the output gear 9 is mounted on the shaft 23. 25 and a differential drive gear 26 are fixed.

The differential gear mechanism also includes a differential gear unit 27 and a ring gear mount case 29, and the mount case 29 has a ring gear 30 that meshes with the differential drive gear 26, and supports a differential pinion 31 of the differential gear unit 27. It constitutes a differential carrier. The differential gear unit 27 has left and right side gears 32.33 that mesh with the differential pinion 31, and power is transmitted from these side gears 32.33 to the left and right wheels.

Next, the operation of the four-speed automatic transmission mechanism section B having the above structure will be explained with reference to the gear train shown in FIG. 3 and the operation table shown in FIG. 4.

Engine torque is transmitted to the input shaft 1 via a torque converter 4 or a lock-up clutch 5. and,
In the 4-speed automatic transmission mechanism section B, 4 forward speeds and The first reverse speed is obtained, and the changed rotation is output from the output gear 9 to the output gear mechanism section C.

In the l-speed state, the first clutch C3 is engaged.

Then, the rotation of the input shaft 1 is transmitted to the ring gear R of the single planetary gear unit 12 via the first clutch C1.
, and at this time, since the ring gear R1 of the dual planetary gear unit 13 is prevented from rotating by the one-way clutch F, the common carrier CR+ is rotated at a significantly reduced speed in the forward direction while rotating the sun gear S+ in the opposite direction. Rotation is extracted from the output gear 9.

In the second speed state, in addition to engagement of the first clutch C1, the first brake B1 is activated, and the rotation of the sun gear S1 is stopped by the first brake B1, so that the rotation of the ring gear R+ from the input shaft 1 is rotates the carrier CR in the forward direction at a deceleration rate while rotating the ring gear R1 in the forward direction, and this rotation is taken out from the output gear 9 as second speed.

In the third speed state, in addition to the engagement of the first clutch C1, the third
clutch Co is engaged, and the rotation of the input shaft 1 is transmitted to the ring gear R9 of the single planetary gear unit 12 via the clutch C0, and at the same time, the rotation of the input shaft 1 is transmitted to the ring gear R9 of the dual planetary gear unit 13 via the clutch CO.
t, each element of the planetary gear unit 12, 13 rotates as one, and therefore the carrier CR also rotates as one, so that rotation at the same speed as the input shaft 1 is extracted from the output gear 9.

In addition, in the 4th speed state, when the first clutch C8 is released and the first brake B is activated, the rotation of the human power shaft l is transmitted to the ring gear Rt of the dual planetary gear unit 13 via the clutch C0. At this time, since sun gear S is stopped, carrier CR1 rotates at high speed while rotating ring gear R of single planetary gear unit 12 at an increased speed, and the high speed rotation is taken out from output gear 9 as overdrive.

In the reverse range, the second clutch Ct and the second brake B2 are engaged, and the rotation of the human power shaft 1 is transmitted to the sun gear S1 via the second clutch C8, and at this time, the ring gear R1 is engaged with the second brake B2. Since the carrier CR is fixed by the braking of the ring gear R, the carrier CR also reverses while the ring gear R is reversed, and the reversal of the carrier CRI causes the output gear 9 to rotate in the reverse direction.
taken from.

Furthermore, in the first speed state during coasting, the one-way clutch F1 is in a free state, but the first clutch CI
In addition to this, the second brake B2 is engaged, and the brake Bt fixes the ring gear R8, maintaining the first speed state and effectively operating the engine brake.

Next, the bearing lubrication structure, which is a feature of the present invention, will be explained.

FIG. 1 shows details of the output gear mechanism section C described above.

As shown in FIG. 1(a), the countershaft 23 is
Roller bearings 21, 22 and thrust bearings 35 between transmission case 2 bs 2 c
．． It is rotatably supported by 35. The counter driven gear 25 is connected to the counter shaft 23, and a differential drive gear 26 is also formed.

This thrust bearing 35 is shown in FIGS. 1(b) and (C).
As shown in FIG. 3, one race hole 36 is provided in the center of the bearing race 35a, and a retainer 35c of the bearing 35b is provided around the bearing race 35a.
At least one lace hole 36 (two through holes 36 are shown in the figure) is formed in the portion located at .

To explain the lubricating effect of the bearing part, oil flows from the oil passage 37 formed in the transmission case 2b to the bearing race 35a on the left side in the figure, where it enters the race hole 3.
The oil passage 37 functions as an oil reservoir under the action of the orifice 6, and a predetermined hydraulic pressure is supplied even without a seal ring. The oil that has passed through the race hole 36 in the center of the bearing race 35a flows directly into the shaft hole 3.
9 to lubricate the thrust bearing 35 and roller bearing 21 on the right side, and the oil that passes through the race hole 36 on the periphery is transferred to the retainer 3 of the thrust bearing 35 on the left side.
5c, after the thrust bearing 35 is lubricated, the roller bearing 22 is lubricated.

Therefore, according to the present invention, the number of machining steps can be reduced by lubricating the bearings provided at both ends of the rotating shaft with a simple configuration. In addition, by adjusting the number and size of the race holes 36, it is possible to appropriately distribute the lubrication balance to the bearings on both sides.

In the above embodiment, two thrust bearings are provided at both ends of the rotating shaft, but it is sufficient that they are provided at least on the side to which oil is supplied.

Further, in the above embodiment, the oil passage 37 is provided on the opposite side of the torque converter section A, and the transmission case 2
Although the wall thickness of C is thinned so that it does not touch the torque converter part A to make it compact, the oil passage 37 may be provided on the transmigration case 2c side.

[Brief explanation of drawings]

1 is a partial sectional view of FIG. 2 showing an embodiment of a bearing lubrication structure for an automatic transmission according to the present invention; FIG. 2 is an overall sectional view showing an embodiment of the automatic transmission according to the present invention; 3 is a schematic diagram of the automatic transmission mechanism in FIG. 1, FIG. 4 is a diagram for explaining the operation of the automatic transmission, FIG. 5 is an overall cross-sectional view of a conventional automatic transmission, and 7 is a schematic diagram of the automatic transmission mechanism section in FIG. 5, and FIG. 8 is a diagram for explaining the operation of the automatic transmission mechanism shown in FIG. 6. C,,C,,C,...Clutch,B,,B,,Fl
...Locking member, R+, Rz...Ring gear, S8,
S, ... sun gear, CR, ... carrier, P, ,
P. , P... Pinion, 3... Transmission case, 8... Input shaft, 9... Output key, Ya, IO...
・Planetary gear unit, C...Gear reduction mechanism, 2
b, 2c...transmission case, 21.22
...Bearing member, 23...Rotating shaft, 35...
Thrust bearing, 37... Oil supply means, 35a...
...Bearing race, 36...Race hole, 39...
・Shaft hole. Applicant Hiroki Shirai (5 others), Patent Attorney Aisin AK Daplu Co., Ltd. Figure 1 (a) Figure 1 (b) Figure 1 (c) Procedural amendment (1 button Contents of amendment) 2. Name of the invention Bearing lubrication device for automatic transmission 3. Relationship with the case of the person making the amendment Patent applicant address 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name Shuzo Moroto 4, Representative of Aisin AW Co., Ltd. , Agent address 1-18-11-5 Ueno, Taito-ku, Tokyo Date of amendment order None 6 Number of claims increased by amendment None 7 Column for title of invention in specification subject to amendment, Patent claim In the Scope column, 1. The title of the invention is amended to "A bearing lubricating device for an automatic transmission." 2. The scope of claims is amended as follows. "(1) Each of the plurality of rotating elements of a planetary gear unit an input shaft connected via a clutch, an output member connected to one rotating element of the gear unit,
In an automatic transmission comprising a locking means for locking a predetermined rotating element of the gear unit and a gear reduction mechanism connected to the output member, the gear reduction mechanism is rotatable via bearing members on both sides of the transmission case. a rotating shaft supported by the rotating shaft, a shaft hole being formed in the rotating shaft, at least one of the bearing members being a thrust bearing, and having an oil supply means on the thrust bearing side; 2. A bearing lubrication system for an automatic transmission, characterized in that one race hole is provided in the center of the bearing race constituting the thrust bearing, and at least one race hole is provided in the periphery of the bearing race. (2) Claim 1, wherein the race hole in the peripheral portion is provided at a position of a retainer of the thrust bearing.
Bearing lubrication for automatic transmissions described in "3,""Structure" described in page 2, line 10, page 16, line 2, and page 18, line 10 of the specification is corrected to "device." 4. "Structure," written in the first line of page 8 of the specification is amended to "apparatus." Procedure Neho Masakichi (method) Relationship with the case of the person making the amendment Patent applicant address 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name Aisin AW Co., Ltd. Representative Osamu Moroto 34, Agent address 1-18-11 Ueno, Taito-ku, Tokyo (Start gate: March 7, 1999) No number of claims increased due to amendment

Claims (2)

[Claims] (1) An input shaft that connects a plurality of rotational elements of a planetary gear unit via a clutch, an output member that connects to at least one rotational element of the gear unit, and a locking means that locks a predetermined rotational element of the gear unit. and an automatic transmission including a gear reduction mechanism connected to the output member, wherein the gear reduction mechanism has a rotating shaft rotatably supported via bearing members on both sides of the transmission case, and is formed with a shaft hole, at least one of the bearing members is a thrust bearing, and has an oil supply means on the thrust bearing side, and a shaft hole is formed in the center of the bearing race constituting the thrust bearing. 1. A bearing lubrication structure for an automatic transmission, characterized in that two race holes are provided, and at least one race hole is provided in a peripheral portion of the bearing race. (2) Claim 1, wherein the race hole in the peripheral portion is provided at a position of a retainer of the thrust bearing.
Bearing lubrication structure of the automatic transmission described.