JP2000213633A - Planetary gear mechanism of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure required rigidity without increasing an outside diameter concerning a planetary gear mechanism constituting a power train of an automatic transmission devised to doubly have a function as a clutch hub by forming a spline on an outer periphery of a ring part of an internal gear. SOLUTION: An internal gear 14c is constituted of a ring part 150 and a side plate 152. The ring part 150 functions as a clutch hub, and an internal tooth 150-1 to be engaged with a pinion 14b is formed on an inner periphery and a spline 150-2 to store a drive plate 22a is formed on an outer periphery. The spline 150-2 is formed by offsetting it in the axial direction from the internal tooth 150-1, and thickness of the ring part 150 on the internal tooth 150-1 ia made gradually larger against thickness of the ring part 150 on the spline 150-2 toward an internal gear opening end.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a planetary gear mechanism which constitutes a power train (transmission mechanism) of an automatic transmission, and has a function as a clutch hub by forming a spline on an outer periphery of a ring portion of an internal gear. Regarding those that have been combined.

[0002]

2. Description of the Related Art A power train of an automatic transmission for a vehicle is constituted by a planetary gear mechanism, and one of a sun gear, a pinion (planetary gear) and an internal gear (ring gear) constituting the planetary gear mechanism is restrained by a clutch or a brake. By doing so, the desired gear ratio is obtained. In this case, there is a type in which a spline is formed on the outer periphery of the internal gear from the viewpoint of effective utilization of space and the like, and the spline is also used as a clutch hub.

[0003]

In the prior art, the internal teeth for pinion engagement on the inner periphery of the ring portion of the internal gear and the clutch hub splines on the outer periphery are provided at the same axial position. Therefore, as long as the outer diameter of the transmission at this portion is kept constant, the thickness of the ring portion is reduced, and there is a possibility that the rigidity against hoop stress due to engagement with the pinion may be insufficient. In addition, in order to ensure rigidity, it is necessary to increase the wall thickness. In this case,
The outside diameter of the transmission needs to be increased at the power train, and the degree of freedom of the layout of the transmission in a narrow space for storing the transmission in the vehicle is impaired.

SUMMARY OF THE INVENTION [0004] In view of the problems of the prior art, an object of the present invention is to secure necessary rigidity without increasing the outer diameter.

[0005]

According to the present invention, a sun gear, a carrier plate for fixedly supporting both ends of a pinion shaft rotatably supporting a pinion meshing with the sun gear, and an internal gear meshing with the pinion are provided. A frictional engagement device for fastening and releasing power transmission between the internal gear and another transmission member, and one carrier plate integrated with one side of a ring of the internal gear. And a side plate adjacent in the axial direction is provided, and a spline hub portion of the friction engagement device is provided on the outer periphery of the ring of the internal gear so that the internal gear and the friction engagement device function as a clutch hub. In the planetary gear mechanism described above, the characteristic point is that the spline hub portion is disposed on the side plate with respect to the internal teeth of the internal gear. A ring thickness in which an outer peripheral cylindrical portion is provided at the opening end of the ring of the internal gear, and the thickness of the outer cylindrical portion is provided toward the opening end of the ring portion of the internal gear. It is to make it thicker.

[0006] By offsetting the spline serving as the clutch hub from the internal teeth and increasing the thickness of the internal gearing portion at the internal teeth, sufficient rigidity against hoop pressure caused by the engagement between the internal teeth and the pinion is ensured. As a result, the outer diameter of the internal gear can be maintained as it is.

[0007] In the above-mentioned structure, the thickness of the outer peripheral cylindrical portion is gradually increased toward the internal gear opening end, so that the spline portion in the ring portion is more smoothly connected to the internal gear portion. There is an effect that can be.

In the above configuration, the thickness of the outer peripheral cylindrical portion may be a portion processed by a hob having substantially the same radius as the radius of curvature of the cut-up shape of the spline and the thick portion. Thus, the cutting can be performed in one cycle, even though the same hob cutter for forming the spline is used.

In the above configuration of the planetary gear mechanism, a carrier plate for fixing and supporting both ends of a pinion shaft for rotatably supporting a pinion, an inner peripheral portion of a ring portion not forming internal teeth of the internal gear, and an internal gear of the internal gear. An oil reservoir is provided in a space defined by the side plate, and a lubricating oil hole that opens from the inner peripheral portion of the ring portion toward the friction element located on the outer periphery of the internal gear can be formed. According to this configuration, since the lubricating oil hole is formed in the portion of the internal gearing portion where the internal teeth are missing, the degree of freedom in the location of the lubricating oil hole and the diameter of the lubricating oil hole can be increased. There is.

This specification also discloses a method of positioning an output shaft (output shaft) of an automatic transmission. According to this method, a space (extension chamber) between a power train housing and an extension housing is provided. First on power train housing side
A second contact portion is provided on the extension housing side facing the contact portion, and the first engagement portion and the second engagement portion on the output shaft are connected to the first and second engagement portions on the housing side. The contact position of the output shaft 2 is fixed by contacting the contact portion 2. Preferably, the first engaging portion is a parking member such as a parking gear, and the second engaging portion is a locking member such as a spacer or a retainer locked to the speed gear. According to this positioning method, since positioning is performed only between the output shafts in the extension housing, a snap ring on the front side is unnecessary, assembly is easily performed without increasing the number of parts, and the planetary gear mechanism is provided. Also, since the clutch can be assembled by an assembly, the number of assembly steps can be reduced, and the strength can be increased. In addition, the shaft length can be reduced.

This specification also discloses a lubrication structure for the extension chamber of the automatic transmission. According to this lubrication structure, the output shaft is provided at an intermediate wall between the power train housing and the extension housing which supports the output shaft. Forming an oil supply passage for guiding lubricating oil from the hollow portion of the extension chamber to a portion adjacent to the parking gear in the extension chamber, and through a spline engagement portion of the parking gear, the centrifugal force of the parking gear and the inside of the extension housing. Lubricating oil is scattered toward the peripheral surface. Preferably, the oil supply passage of the intermediate wall is configured to receive the drain oil of the low and reverse brake, and the parking gear has a missing tooth at its spline portion, so that lubrication oil is guided. I have to. With this configuration, since the oil supply hole in the output shaft can be stopped before the parking gear, there is an effect that the reduction in the strength of the output shaft can be suppressed.

[0012] This specification discloses an automatic transmission in which a series of two hydraulic chambers are formed by providing a piston in series in a drum fitted to a transmission shaft such as a support for supporting a torque converter. It also discloses a seal structure in a hydraulic supply system from an inner oil supply hole to each hydraulic chamber. According to this structure, a seal portion to the first hydraulic chamber and a seal portion to the second hydraulic chamber are formed. Between the transmission shaft and the drum, a step is provided in the seal portion to the first hydraulic chamber, the transmission shaft and the opening of the drum into which the transmission shaft is inserted, and a drain circuit is provided in the step. By providing the step, the front seal is guided by the taper when the conductive shaft is inserted into the drum, so that the insertion operation is facilitated and the seal is not damaged. Further, by providing the drain circuit at the step, effective utilization of a wide dead space is realized.

This specification describes a multi-disc clutch or brake comprising a pack of a drive plate and a driven plate which is spline-engaged with a housing such as a power train housing in an automatic transmission. By doing so, there is also disclosed a device that regulates the axial position of the plate during the clutch or brake engagement operation. According to this structure, since the shoulder integrated with the housing is used for positioning the plate pack, the snap ring, which is a separate component, can be eliminated. Further, it is possible to prevent the snap ring from coming off due to the spline riding on the joint portion, which would occur when the snap ring is used.

[0014]

1 to 3 show a section downstream of a torque converter of an automatic transmission according to the present invention along lines II and II.
It is divided into three parts by the line II. Reference numeral 10 denotes a power train housing, 11 denotes an extension housing, and these are fastened to each other by bolts 12. A torque converter housing 8 is arranged at an engine side end of the power train housing 10, and the housings 8 and 10 are fixed to each other by bolts 9.

Inside the power train housing 10, a front planetary gear mechanism 13 and a rear planetary gear mechanism 14, which constitute a power train of the automatic transmission, are accommodated, and a link between gear rotating elements of the planetary gear mechanisms 13, 14 is provided. The clutches or brakes 16, 18, 20, 22, 24 for controlling the disengagement to form the required gear ratio are accommodated. Here, 16 is a high clutch (HIGH / C), 18 is a reverse clutch (REV / C), 20 is a second and overdrive brake (2 & OD / B), 22 is a low clutch (LOW / C), and 24 is a low and It is called reverse brake (L & R / B).

The transmission includes an input shaft 26 and an output shaft 28, which are rotatable about the powertrain housing 10. Shaft 26,
Explaining the mounting structure 28, the plate 30 is fixed to the front end (engine side) of the power train housing 10 by bolts 32. The oil pump cover 33 is fixed to the plate 30 by bolts 35. The rotor 37 is provided in the oil pump housing 33.
Is arranged. A sleeve-like support 34 for supporting a torque converter at a front end (not shown) is provided with an oil pump cover 33 and a plate 30 at an intermediate portion.
Is inserted. The rear end of the support 34 projects into the housing 10, and the high clutch 1
6 and a drum 40 for the reverse clutch 18 are mounted.

An input shaft hole 34A is formed in the support 34 along the longitudinal direction, and the input shaft 26 is inserted into the input shaft hole 34A. As is well known, the front end of the input shaft 26 is connected to the turbine side of a torque converter (not shown). The rear side (wheel side) of the input shaft 26 protrudes from the support 34, and the rear end thereof is rotatably inserted into an opening 28A at the front end of the output shaft 28. The power train housing 10 forms a closed wall 36 on the rear side, and the output shaft 28 is rotatably supported by a boss 38 integral with the wall along the central axis LL of the transmission. I have. The rear side of the output shaft 28 extends inside the extension housing 11, and is rotatably supported by the housing 11 by a bush 39.

Next, the connection of the input shaft 26 and the output shaft 28 to the planetary gear mechanisms 13 and 14 will be described briefly.
Is a sun gear 13a, a pinion (planetary gear) 13
b, a pinion shaft 13e that rotatably supports the pinion 13b, an internal gear (ring gear) 13c,
The rear planetary gear mechanism 14 includes a rear sun gear 14a, a rear pinion (planetary gear) 14b, a pinion shaft 14e rotatably supporting the pinion 14b, and a rear internal gear. A gear (ring gear) 14c and a rear carrier plate 14d attached to a pinion shaft 14e with the pinion 14b interposed therebetween. The input shaft 26 is splined to the rear sun gear 14a, while the output shaft 28 is splined to the rear carrier plate 14d. Although the rear internal gear 14c is merely inserted into the output shaft 28, it also functions as a clutch hub of the low clutch 22. When the low clutch 22 is engaged and disengaged, its case side (fixed side) or The connection state with the front planetary gear mechanism side is controlled. On the other hand, the front internal gear 13c is always rotationally connected to the rear pinion 14b, but the sun gear 13a and the pinion 13c are not directly rotationally connected to other rotating parts. That is, the front sun gear 13 a also serves as a hub of the second and overdrive brake 20, and the front sun gear 13 a
a is fixed to the case side. Also, front pinion 1
3b is always rotationally connected to the drum 60 of the low clutch 22, and the transmission of power from the front planetary gear mechanism 13 to the rear planetary gear mechanism 14 is controlled by the control of the clutch 22.

Next, the clutch and the brake in the power train housing 10 will be described. First, the high clutch 16 and the reverse clutch 18 will be described. The high clutch 16 includes a drive plate 16 a that is spline-engaged on a support 27 that is spline-engaged with the front carrier plate 13 d, and a spline on the clutch drum 40. And a driven plate 16b to be fitted. The reverse clutch 18 includes a drive plate 18a that is spline-fitted to a drum 41 that rotates integrally with the front sun gear 13a as a hub, and a driven plate 18b that is spline-engaged with the inner periphery of the clutch drum 40.

When hydraulic pressure is supplied to a hydraulic chamber 48 formed between the clutch drum 40 and the reverse clutch piston 42, the reverse clutch piston 42 is driven rightward in FIG. Press the driven plate 18b against the plate 18a,
The reverse clutch 18 is engaged, and the front sun gear 13 with which the drive plate 18a is spline-engaged.
The drum 41 and the clutch drum 40, which are integrated with a, take a rotationally connected state.

When hydraulic pressure is supplied to the hydraulic chamber 50 between the reverse clutch piston 42 and the high clutch piston 44, the high clutch piston 44 is driven rightward in the figure against a return spring (not shown), and the drive plate is driven. The driven plate 16b is pressed against the drive plate 16a, and the high clutch 16 is brought into the engaged state.
6a is a spline-engaged front carrier plate 1
Support 27 extending from 3d and driven plate 16b
Are spline-engaged and the clutch drum 40 is restricted in the rotational direction.

Next, the second and overdrive brake 20 comprises a drive plate 20a spline-engaged with a drum 41 extending from the front sun gear 13a as a hub and a driven plate 20b spline-engaged with the inner periphery of the housing 10. Is done. The brake piston 5 is provided in a cylinder fixed to the housing 10.
6 are accommodated, and a hydraulic chamber 54 is formed between the housing 10 and the piston 56.

When hydraulic pressure is supplied to the hydraulic chamber 54, the brake piston 56 is driven rightward in the drawing against the return spring 57, and the drive plate 20a is pressed against the driven plate 20b, and the drive plate 20a is pressed.
The drum 41 extending from the front sun gear 13a into which the spline fits and the housing 10 into which the driven plate 20b spline fits are in a rotationally restricted state.

The low clutch 22 comprises a drive plate 22a spline-fitted on the outer periphery of the rear sun gear 14c as a hub, and a driven plate 22b spline-fitted on the inner periphery of the clutch drum 60. The clutch drum 60 is always rotationally connected to a drum 61 connected to the front pinion 13b, and is always rotationally connected to a sleeve 62 serving as a hub of the low and reverse brake 24. This sleeve 62 is the housing 1
A sleeve 66 fixed by bolts 64 to a boss 38 integral with the sleeve 0 is fitted through a one-way clutch 68. The piston 70 is accommodated in the low clutch drum 60, and a hydraulic chamber 72 is formed between the drum 60 and the piston 70.

When hydraulic pressure is introduced into the hydraulic chamber 72, the piston 70 is driven to the left in the drawing against the spring 73, the drive plate 22a is frictionally engaged with the driven plate, and the drive plate 22a is spline-fitted. Internal gear 14c and driven plate 22b
Is spline-fitted to the drum 60 in a rotationally connected state.

The low and reverse brake 24 has a drive plate 24a spline-fitted to the sleeve 62.
And a driven plate 24b spline-fitted to the inner periphery of the housing 10. The piston 74 is slidably housed in the housing 10 and the piston 7
A hydraulic chamber 76 is formed between the housing 4 and the housing 10.

When hydraulic pressure is introduced into the hydraulic chamber 76, the piston 74 is driven to the left in the drawing against the spring 77, and the drive plate 24a, which is spline-engaged with the sleeve 62, has a spline on the inner periphery of the housing 10. The sleeve 62 is frictionally engaged with the connected driven plate 24b, so that the sleeve 62 is restrained so as not to move toward the case.

The automatic transmission according to this embodiment has four speeds, and the hydraulic mechanisms of the clutches or brakes 16, 18, 20, 22, and 24 are controlled as shown in the following table. In the above table, ○ indicates the engagement of the clutch or brake. In the first speed, the low clutch 22 is engaged, and the rotation of the input shaft 26 is controlled by the rear sun gear 14.
a, rear pinion 14b, rear carrier plate 14d
The power is further transmitted to the output shaft 28. At this time, the one-way clutch 68 is connected to the rear internal gear 1
4c functions to restrain reverse rotation.

In the second speed, the second and overdrive brake 20 and the low clutch 22 are engaged. The front sun gear 13a is restricted to the case side, and the rotation of the input shaft 26 is applied to both the front sun gear 13c and the rear pinion 14b.

In the third speed, the high clutch 16 and the low clutch 22 are engaged, and the rotation of the input shaft 26 is transmitted from the rear sun gear 14a to the rear pinion 14b and transmitted to the rear internal gear 14c via the front pinion 13b. That is, the rear gears 13a, 13b, 13
c rotates as one, and the rotation is output shaft 28
(The gear ratio becomes 1).

In the fourth speed, the high clutch 16 and the second and overdrive brake 20 are engaged, and the front sun gear 13a is in a restrained state. Therefore, the rotation of the input shaft 26 is taken out from the front pinion 13b to the front internal gear 13c. From here, it is transmitted to the rear pinion 14b and transmitted to the output shaft 28 (in this case, overdrive).

In reverse, the reverse clutch 18 and the low-and-reverse brake 24 are engaged, the front pinion 13b and the rear internal gear 14c are fixed, and the rotation of the input shaft 26 is transmitted from the front sun gear 13a to the front internal gear 13c and then to the front internal gear 13c. It is taken out from the rear pinion 14b to the output shaft 28 (reverse rotation).

Next, an extension chamber 98 is formed in the extension housing 11. In the extension chamber 98, a parking gear 100 is provided on the output shaft 28 near the rear end of the power train housing 10. A speedometer gear 82 is provided at an intermediate portion of the output shaft 28, and a seal device 84 is provided at a rear end of the output shaft 28. A spacer (or retainer) 86 with a flange is provided on the output shaft 28 on the rear side of the speedometer gear 82,
The spacer 86 has a flange whose thrust receiving stopper 11 on the inner periphery of the extension housing 11.
-1 and the thrust bearing 87 are engaged with each other to function to position the output shaft 28 rightward in the axial direction. That is, the speedometer gear 82 is fixed between the pair of snap rings 88, 90 on the output shaft 28, and the spacer 86 engages with the snap ring 90 that stops the rear side of the speedometer gear 82, and the front end, The rear end is engaged with another snap ring 92. That is, the spacer 86 is attached to the output shaft 28 by the snap rings 90 and 92.
Is held on. Therefore, output shaft 2
8 cannot move to the right any further when the spacer 86 hits the thrust bearing 87. On the other hand, the positioning of the output shaft 28 in the left direction in the axial direction is performed by the parking gear 100 abutting on the thrust bearing 101.

In the process of assembling the transmission, in this embodiment, the axial position of the output shaft 28 is fixed such that the spacer 86 contacts the thrust receiving portion 11-1 of the housing 11 by the thrust bearing 87 on the right side, and the parking gear on the left side. The thrust bearing 101 causes the thrust bearing 100 to contact the boss 38 of the housing 11. Therefore, the planetary gear mechanisms 13 and 14 can be assembled together with the clutch 22 to the output shaft 28 as an assembly.

FIG. 13 shows a conventional output shaft positioning method. In this conventional system, the spacer as in the illustrated embodiment was not provided, and the output shaft was positioned on the front side. That is, the output shaft 300 (corresponding to 28 in FIG. 2)
The rear carrier plate 302 (FIG. 1) of the rear planetary gear mechanism, which is the most front (upper) part to be attached to
14d), and the output shaft 300 was positioned by attaching the snap ring 304 to the front side thereof. Therefore, in this conventional assembly procedure, the rear planetary gear mechanism and the clutch attached thereto cannot be assembled as one assembly.
02 was first mounted on output shaft 300 by snap ring 304, and the remaining components had to be assembled as a subassembly. for that reason,
There was a problem that the number of assembling steps increased. In addition, the mounting of the snap ring 304 is a work in a hardly visible place inside the narrow housing, and the workability is not good, and there is a disadvantage that an assembly error easily occurs.

The embodiment of the present invention using the spacer 86 shown in FIG. 3 solves such a problem in the prior art and makes it possible to reduce the number of assembling steps because an assembling error hardly occurs and no subassembly is required. . Further, in this embodiment, it is possible to secure a predetermined position of the output shaft 28 during the assembling without increasing the number of parts and without increasing the axial length. That is, the spacer 86 itself is a component that has not been used in the past, but its mounting point is a portion adjacent to the speedometer gear that has never existed before, and the installation of the spacer increases the axial length at all. There is no. The snap ring on the front side of the snap ring for the spacer 36 is also used for the speedometer gear, which is conventionally used for the speedometer gear, and the number of snap rings at this portion is increased by only one. On the other hand, the conventional snap ring 304 for restraining the rear carrier plate is mounted on an annular groove formed adjacent to the front side of the rear carrier plate 302 in the axial direction. I needed a split axis length,
In this embodiment, since a snap ring for positioning the rear carrier plate is not required, the axial dimension can be reduced accordingly. When the automatic transmission is in operation, the spacer 86 receives a thrust load by abutting on the housing 11 via a thrust bearing 87 instead of a snap ring, which is advantageous from the viewpoint of increasing strength.

The input shaft 26 has an axial hole 26-1,
26-2 and radial holes 26- opening in the axial holes 26-1 and 26-2
3, 26-4, 26-5, and 26-6, and the output shaft 28 has an axial hole 28-1 and a radial hole 28-2, 28-3 that opens to the axial hole 28-1. The lubricating oil supplied in the axial direction is sent out in the radial direction, and the pistons 42, 44, 56, 70 forming the radial and thrust bearings and the hydraulic chambers 44, 48, 54, 72, 76 are formed. , 74 are lubricated to provide necessary lubrication of the rotary sliding portion. In particular, the lubrication on the rear side will be described. Conventionally, as shown in FIG.
An axial hole 300-1 (corresponding to 28-1 in FIG. 2) of the parking gear 306 (corresponding to 100 in FIG. 2) is formed.
To the rear side so that the radial hole
Extension housing 1 with lubrication oil by 300-2
It was usual to adopt a structure that squirts and diffuses into the inside of the room.
In this case, there is a problem that the strength of the output shaft is greatly reduced due to the length of the axial hole.

This embodiment has a lubrication structure intended to solve this problem in the prior art. The lubrication structure will be described with reference to FIG. -1 stays in front of the parking gear 100, and a radial lubrication hole 28-3 opening in the axial lubrication hole 28-1 lubricates a bearing portion between the output shaft 28 and the power train housing boss 38. Like that. The radial lubrication hole 28-3 opens into an annular space 105 between the boss 38 and the output shaft 28, and this space 105 serves as a drain oil recovery part after lubricating the low and reverse brake 24. This can be used for refueling on the rear side. That is, a gap between the output shaft 28 and the power train housing boss 38 forms an oil supply passage, and the lubricating oil in the space 105 is guided to the rear side through the oil supply passage, and the parking space for the output shaft 28 The spline fitting portion of the gear 100 is used to lubricate the inside of the air extension housing 11 under centrifugal force due to the rotation of the parking gear 100.

The lubricating structure in this embodiment will be described in more detail. Referring to FIGS. 4 to 6, the parking gear 100 includes a boss 102, a disc 103, and a disc 10.
3 outer peripheral teeth 104. As is well known, a parking claw (not shown) engages with the tooth portion 104 during parking. A spline 102a is formed on the inner periphery of the boss 102 as shown in FIG.
A spline on the outer periphery of the output shaft 28 is fitted into 2a. As shown in FIG. 6, the spline 102a has one missing tooth at the portion A. Further, a radial groove 106 is formed in the rear end surface of the boss 102 so as to communicate with the missing tooth portion in the spline on the inner periphery of the boss.
Therefore, when fitted with the spline on the output shaft 28, a lubricating oil passage is formed at the portion of the missing tooth. That is, the lubricating oil leaking from the power train housing 10 to the bearing portion between the power train housing boss 38 and the power train housing boss 38 passes through the lubricating oil passage formed by the splines of the parking gear 100 and the groove 106 on the boss end face. It is further ejected into the extension housing 11. The lubricating oil injected into the extension housing is scattered by the centrifugal force under the rotation of the parking gear 100, and collides with the inner peripheral surface of the extension housing. Each part in the extension housing is lubricated. still,
Part A of the missing tooth in spline and radial groove 1
No alignment with 06 is required.

Next, a seal structure at an insertion portion of the clutch drum 40 in which the pistons 42 and 44 are accommodated with respect to the support 34 will be described with reference to FIG. It has a stepped shape including a diameter portion 34-1 and a small diameter portion 34-2 on the rear side. On the other hand, the center cylindrical portion of the clutch drum 40 that accommodates the support 34 is composed of a large-diameter portion 40-1 on the front side and a small-diameter portion 40-2 on the rear side. Two
Are connected by a tapered portion 40-3.

A pair of annular grooves are formed in the outer circumference of the large diameter portion 34-1 of the support 34 into which the clutch drum 40 is inserted, slightly apart in the axial direction, and a pair of annular grooves are formed in the annular grooves.
0B is attached. An oil supply groove 112 is formed on the outer periphery of the large diameter portion 34-1 of the support 34 between the annular grooves in which the seals 110A and 110B are mounted. The oil supply groove 112 is open to a hydraulic chamber 48 for generating an oil pressure for controlling the reverse clutch driving piston 42 via an oil supply hole 113 formed in an inner peripheral portion of the clutch drum 40. The oil supply groove 112 is connected to a hydraulic control circuit (not shown) for generating a control oil pressure.
When the reverse clutch driving piston 42 is supplied to the hydraulic chamber 50 through the oil supply hole 113 through the oil supply hole 113, the reverse clutch driving piston 42 is driven against the spring 47.

A pair of annular grooves are formed in the outer periphery of the small diameter portion 34-2 of the support 34 into which the clutch drum 40 is inserted, slightly apart in the axial direction, and a pair of annular grooves are formed in the annular grooves.
114B is attached. An oil supply groove 116 is formed on the outer periphery of the small diameter portion 34-2 of the support 34 between the annular grooves in which the seals 114A and 114B are mounted. The oil supply groove 116 is open to a hydraulic chamber 50 that generates an oil pressure for controlling the high clutch driving piston 44 via an oil supply hole 118 formed in an inner peripheral portion of the clutch drum 40. In addition, lubrication groove 1
Reference numeral 16 is connected to a hydraulic control circuit (not shown) for generating a control hydraulic pressure, and the hydraulic pressure of the hydraulic control circuit shell is supplied to the oil supply groove 11.
6. When introduced into the hydraulic chamber 50 through the oil supply hole 118,
The high clutch driving piston 44 is driven rightward against a spring (not shown).

A shoulder 120 is provided between the large-diameter portion 34-1 and the small-diameter portion 34-2 of the support 34 to be inserted into the clutch drum 40.
The tapered portion 40-3 between the large-diameter portion 40-1 on the front side and the small-diameter portion 40-2 on the rear side of the central cylindrical portion of the clutch drum that is inserted into the support 34 has a shoulder portion 120.
It is in a positional relationship that faces you. Therefore, an annular space 122 is formed between the tapered portion 40-3 and the shoulder 120, and the seals 110B and 114A are positioned so as to sandwich the space 122. Therefore, the space 122 can function as a drain circuit. That is, the hydraulic oil leaking from the seals 110B and 114A is collected in the annular space 122 and can be returned to the oil pan (not shown). Tapered part 40-3 and shoulder 120
By utilizing the above, the capacity of the space 122 can be increased irrespective of the short axial length, and the dead space can be effectively used.

As described above, the clutch drum 40
By forming the insertion portion of the support 40 into a step having the large-diameter portion 34-1 and the small-diameter portion 34-2, the assemblability can be improved. That is, in the process of assembling the transmission, the support 34 is mounted with the clutch drum 40 mounted on the input shaft 26. That is, the tip of the input shaft 26 protruding from the housing 10 is inserted into the center hole of the support 34, and the insertion of the input shaft 26 is continued.
Is inserted into the clutch drum 40. In the process of this insertion, the clutch drum 40 has a step with a large diameter on the front side 40-1 and a small diameter on the rear side 40-2 of the insertion hole, while the support 34 to be inserted also has a tip with a small diameter 34-2. Due to the stepped shape, there is a margin for the inner circumference of the large-diameter portion 40-1 on the front side of the clutch drum when inserting the distal end portion 34-2 of the support 34, and the seal ring 11
In the first process of 4A and 114B, there is no contact with the inner circumference of the large diameter portion 40-1. Therefore, the seal rings 114A, 11
4B is less likely to break. When the support 34 is inserted until the seal rings 114A and 114B on the small diameter portion 34-2 contact the tapered portion 40-3, the seal rings 114A and 114B are smoothly reduced in diameter by the guide action of the tapered portion 40-3. Guided to section 40-2 and finally seal rings 114A, 114B
Comes into contact with the inner circumference of the small-diameter portion 40-2 of the clutch drum 40 to reach the illustrated mounting completed state.

As described above, the insertion portion of the support 34 into the clutch drum 40 is stepped, and the opening of the clutch drum 40 that receives the stepped portion of the support is tapered, so that the leading side can be formed. The seal rings 114A and 114B are smoothly and securely small-diameter portions 40-2 by the guiding action of the tapered portions.
And the seal rings 114A and 114B are unlikely to be damaged.

Unlike the stepped structure described above, in the conventional method, if the support 308 (corresponding to 34 in FIG. 1) is not stepped but straight as shown in FIG. The hole of the clutch drum 310 (corresponding to 40 in FIG. 1) is also straight. In this case, two sets of four seal rings 312A,
Since the 312B, 314A, and 314B (corresponding to 110A, 110B, 114A, and 114B in FIG. 7) are arranged, the leading seal ring 312A, 312B, 314A, and 314B becomes the clutch drum 3 when the support 308 is inserted.
It is easy to be twisted by making strong contact with the inner circumference of 10,
Although the seal ring may be broken or come off, this embodiment can avoid such a fear.

Next, the mounting structure of the second and overdrive brake 20 in this embodiment will be described. In FIG. 8, the second and overdrive brake 20 has a drive plate 20a and a driven plate 20b, and the drive plate 20a is a front plate. The spline groove 41-1 formed on the drum 41 extending from the sun gear 13 a is spline-fitted.
The spline is fitted to 10-1. Drive plate 20a
And the driven plate 20b constitute a set (plate pack) alternately arranged, and a layer of a friction material is formed on the opposing surface of the drive plate 20a and the driven plate 20b. A backup plate 130 is provided on the rear side of the set of the drive plate 20a and the driven plate 20b so as to fit into the spline 10-1 on the case side, and a retainer 132 is provided on the front side. That is, the set including the drive plate 20a and the driven plate 20b is
0 and the retainer 132. The backup plate 130 is arranged such that its rear end surface abuts a shoulder 10-2 formed on the inner circumference of the case.

Second and overdrive brake 2
The annular plate 134 serving as a cylinder for accommodating the piston 56 as an actuator for causing the engagement / disengagement of 0 is formed in a U-shaped cross section opened at the rear side. Piston 5 in opening
6 are accommodated.

As shown in FIG. 9, the piston 56 has an annular shape, and has annular grooves for accommodating the seal rings 140 and 142 on the inner and outer circumferences. The piston 56 has a plurality of arc-shaped cross-sections (four pieces) extending in the axial direction at circumferentially spaced intervals on the rear end face opposed to the front end, which is accommodated in the U-shaped opening of the annular plate 134. ) Working projection 14
6 are formed. See also FIG. Annular plate 134
Of the plurality of (four) pins 1 extending in the axial direction between the adjacent protrusions 146 and circumferentially separated from each other on the rear end face of
48 are formed. The operation projection 146 extends toward the second and overdrive brake 20. on the other hand,
One end of the return spring 57 is inserted into each pin 148, and the other end is a spring retainer 14 which is a press-formed product.
9 abuts. The spring retainer 149 forms a circumferentially-spaced cutout for inserting the protrusion 146 of the piston 56. This spring retainer 14
9 and the driven plate 20b, which are in contact with a shoulder 10-3 formed on the end face of the spline groove 10-1 on the inner surface of the case. Therefore, the spring 57 urges the piston 56 in a direction away from the plates 20a and 20b. In this case, the drive plate 20a and the driven plate 20b do not come into frictional contact, and the brake 20 is released.

When no hydraulic pressure is supplied to the hydraulic chamber 54,
The piston 56 is moved to the left in the drawing by the urging force of the spring 57, and the drive plate 20a and the driven plate 20b are prevented from frictional contact therebetween. As a result, the drum 4 as a drive-side member
1 is not restrained by the housing 10 (fixed side).

When hydraulic pressure is supplied to the hydraulic chamber 54, the piston 56 expands against the urging force of the spring 57, and the operating projection 146 integral with the piston 56 is moved via the retainer 132 to the drive plate 20 a and the driven plate 20 b.
And press it against the shoulder 10-2 of the case via the set-up backup plate 130. As a result, the drive plate 20a and the driven plate 20b are brought into frictional contact with each other, and the rotation of the drum 41 is restricted.

As in this embodiment, the shoulder 10-2 is provided on the housing 10 and the drive plate 20 is provided on the shoulder 10-2.
The braking action by pressing the set consisting of a and the driven plate 20b allows the shoulder 10-2 formed integrally with the housing 10 to function as a stopper, so that the number of parts can be reduced. In other words, the number of parts can be reduced. There is an advantage that components such as a snap ring, which is a separate component as a stopper, become unnecessary and cost can be reduced. Also,
By making the case shoulder 10-2 function as a stopper, the height position of the stopper can be easily set to be as high as the operating position of the piston 56 (the height position at which the projection 146 contacts the retainer 132). is there. This makes it possible to reduce the moment applied to the set including the drive plate 20a and the driven plate 20b during the braking process so as to tilt the drive plate 20a and the driven plate 20b, and it is easy to secure the posture of the plate during braking in an upright state. .

As in the above-described embodiment, the housing 1 is used to restrain the friction plate set in the axial direction during the braking operation.
Instead of using a one-piece shoulder at the zero, the use of a snap ring has been common practice. That is, FIG. 16 shows this conventional structure, in which a set including a drive plate 320 (corresponding to 20a in FIG. 8) and a driven plate 322 (corresponding to 20b in FIG. 8) is pressed by a piston 324 (corresponding to 146 in FIG. 8). When pressed, the pressing force was received by the snap ring 326, but in this case, the snap ring 3
Since the height of 26 cannot be so high, the piston 32
The height of the snap ring 326 is lower than the point of action 4, and the plates 320 and 322 may be inclined during braking. In addition, the number of parts increases due to the installation of the snap ring 326, the snap ring is likely to come off due to the spline running on the joint, and a groove for accommodating the snap ring is required. In addition, there has been a problem that defects such as a lower degree of freedom in layout are likely to occur, but this embodiment solves this problem.

Next, the internal gear 1 of the rear planetary gear mechanism 14 which also functions as a low clutch hub
The structure of 4c will be described. In FIG. 11, a low clutch 22 includes a drive plate 22a spline-fitted to a rear internal gear 14c and a clutch drum 6
0 and a driven plate 22b which is spline-fitted to the drive plate 22b. On the other hand, the rear planetary gear mechanism 14 includes a sun gear 14a, a pinion 14b, and an internal gear 14c.
And a rear carrier plate 14d.

The internal gear 14c is a low clutch 2
2 and also functions as a drive-side hub, and includes a ring portion 150 and a disk-shaped side plate 152 fixed to the rear end of the ring portion 150 by welding. Internal teeth 150-1 are formed on the inner periphery of the ring portion 150 on the front end side,
The internal teeth 150-1 mesh with the pinion 14b. A spline 150-2 is formed on the outer periphery of the ring portion 150 offset from the internal teeth 150-1 in the axial direction, and the driven plate 22a is spline-fitted to the spline 150-2. In the ring portion 150, the front portion forming the internal teeth 150-1 meshing with the pinion 14b is thicker than the rear portion where the spline 150-2 is formed. ), The shape becomes larger. The side plate 152 has a shape in which the outer peripheral portion is bulged rearward, in other words, the inner peripheral portion is located close to the carrier plate 14d. Therefore, internal gear 1
The axis length of 4c is the same as the conventional one. A ring-shaped space 160 is formed between the ring portion 150 and the outer peripheral portion of the side plate 152, and this space 160 can function as an oil reservoir for storing lubricating oil for lubricating the clutch 22. Further, a lubricating oil hole 154 is formed at a portion of the inner periphery of the ring portion 150 where there are no internal teeth. The lubricating oil hole 154 has an inner end opening into the oil reservoir space 160 and an outer end between the spline teeth of the spline 150-2. The lower part of the groove is open. Lubricating oil hole 154
Since the is formed at a portion of the ring portion 150 where the internal teeth 150-1 are not provided, the degree of freedom in setting the installation position and the inner diameter thereof can be increased.

During operation of the transmission, a centrifugal force due to its rotation and hoop stress caused by the internal gear 14c meshing with the pinion 14b are applied to the internal gear 14c. According to the present invention, there is an effect that the rigidity of this portion can be increased by making the ring portion 150 thick at the portion of the internal teeth 150-1.

Unlike the offset structure in the embodiment described above, in the prior art, as shown in FIG. 17, the internal teeth 330-1 meshing with the pinion 332 at the same axial portion of the ring portion 330 (corresponding to 150 in FIG. 11). (150 in FIG. 11)
-1) and a spline 330-2 (corresponding to 150-2 in FIG. 11). In this case, it is necessary to increase the thickness of the ring portion 330 so as to secure necessary rigidity.
For this reason, there is a problem that the outer diameter has to be expanded and the degree of freedom in layout is impaired. However, the present invention can solve such a problem.

In this embodiment, the internal gear 14
At the time of finishing c, machining of the inner and outer peripheral spline teeth is performed by a hob cutter. When processing the external teeth 150-2, spline processing is performed while engaging the hob cutter with the coarse material, but the ring portion 150 on the outer peripheral side has no teeth and is a thick part, and the cut-up shape is the hob cutter as it is. (FIG. 12). Therefore, machining can be completed in one cycle by using the same tool for the spline portion and the thick portion of the coarse material.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view showing a portion (a) following a torque converter housing of an automatic transmission according to the present invention.

FIG. 2 is a longitudinal sectional view showing a portion (b) subsequent to FIG. 1 of the automatic transmission according to the present invention.

FIG. 3 is a longitudinal sectional view showing a portion (c) subsequent to FIG. 2 of the automatic transmission according to the present invention.

FIG. 4 is a sectional view of a parking gear in the automatic transmission according to the present invention.

FIG. 5 is a front view of the parking gear shown in FIG. 4;

FIG. 6 is a partially enlarged view of FIG. 5, showing a missing tooth in a spline.

FIG. 7 is a partially enlarged view of FIG. 1 showing a structure in which a seal portion is fitted to a clutch drum.

FIG. 8 is a partially enlarged view of FIG. 1 at a portion of a second and overdrive brake.

FIG. 9 is a single-piece longitudinal sectional view of a piston of the second and overdrive brake of FIG. 8;

FIG. 10 is a front view of the single piston of FIG. 9;

FIG. 11 is a partially enlarged view of FIG. 1 in a portion of a rear planetary gear mechanism.

FIG. 11 is a partially enlarged view of FIG. 1 showing a thick portion of a ring portion of the internal gear.

FIG. 13 is a schematic diagram for explaining positioning of an output shaft in the related art.

FIG. 14 is a schematic diagram illustrating a lubrication system for an extension housing according to a conventional technique.

FIG. 15 is a schematic diagram illustrating a configuration of a seal portion in a refueling portion for a clutch drum according to a conventional technique.

FIG. 16 is a schematic diagram for explaining a conventional clutch plate axial locking method.

FIG. 17 is a schematic diagram illustrating a configuration of an internal gear of a planetary gear mechanism functioning as a clutch hub in the related art.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Power train housing 11 ... Extension housing 13 ... Front planetary gear mechanism 14 ... Rear planetary gear mechanism 14c ... Rear internal gear 16 ... High clutch 18 ... Reverse clutch 20 ... Second and overdrive brake 20a ... Drive plate 20b ... Driven plate 22 ... Low clutch 24 ... Low and reverse brake 26 ... Input shaft 28 ... Output shaft 34 ... Support 34-1 ... Support large diameter part 34-2 ... Support small diameter part 40 ... Clutch drum 40-1 ... Clutch drum insertion hole large diameter Part 40-2… Clutch drum insertion hole small diameter part 40-3… Taper part 42, 44, 56, 70, 74… Piston 44, 48, 54, 72, 76… Hydraulic chamber 82… Speed meter gear 86… Spacer 87… Thrust bearing 100: Parking gear 102a: Parking Tooth spline A: parking gear spline missing teeth 110A, 110B, 114A, 114B ... seal 112, 122 ... oil supply groove 113, 118 ... oil supply hole 120 ... shoulder 130 ... backup plate 132 ... retainer 146 ... projection 148 ... Pin 150 ... Ring part of internal gear of rear planetary gear mechanism 150-1 ... Internal teeth of ring part of internal gear 150-2 ... Spline of ring part of internal gear 152 ... Internal gear of rear planetary gear mechanism Side plate 154: lubricating oil hole 160: oil reservoir

Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat II (Reference) F16H 57/04 F16D 25/063 K F term (Reference) 3J028 EA07 EA15 EA28 EB35 EB54 EB66 FA52 FB03 FC13 FC24 FD11 FD25 FD27 FD30 GA02 HA14 3J057 AA04 BB04 CA01 DA09 EE05 HH02 JJ04 3J063 AA02 AB12 AC04 BA11 CA01 CB05 CD13 CD17 CD26 XE14 XF14

Claims (4)

[Claims] A planetary gear device comprising: a sun gear; a carrier plate fixedly supporting both ends of a pinion shaft rotatably supporting a pinion meshing with the sun gear; and an internal gear meshing with the pinion. A friction engagement device for fastening and releasing power transmission between the null gear and the other transmission member is provided, and a side plate that is axially adjacent to one carrier plate is provided integrally with one side of the ring of the internal gear, A planetary gear mechanism having a function as a clutch hub of the internal gear and the friction engagement device by providing a spline hub portion of the friction engagement device on an outer periphery of a ring of the internal gear; The part is axially offset toward the side plate with respect to the internal teeth of the internal gear, and the An automatic transmission characterized in that an outer peripheral cylindrical portion is provided at an opening end of a ring of an internal gear, and a thickness of the outer peripheral cylindrical portion is larger than a ring thickness provided with a spline toward an opening end of the ring portion of the internal gear. Planetary gear mechanism. 2. The planetary gear mechanism of an automatic transmission according to claim 1, wherein the thickness of the outer peripheral cylindrical portion is gradually increased toward an opening end of the internal gear. 3. The thickness of the outer peripheral cylindrical portion is a portion processed by a hob having a radius substantially equal to a radius of curvature of a cut-up shape of the spline and the thick portion. 3. The planetary gear mechanism of the automatic transmission according to 2. 4. A carrier plate that supports a pinion shaft that rotatably supports a pinion at both ends, an inner peripheral portion of a ring portion that does not form internal teeth of the internal gear, and a side plate of the internal gear. 4. An oil reservoir is provided in a space portion, and a lubricating oil hole is formed which opens from an inner peripheral portion of the ring portion to a friction element located on an outer periphery of the internal gear. 3. The planetary gear mechanism for an automatic transmission according to claim 1.