JP6365449B2 - Automatic transmission and manufacturing method thereof - Google Patents

Description

  The present invention relates to an automatic transmission for a vehicle having a hydraulic control device and a manufacturing method thereof.

  In general, an automatic transmission mounted on a vehicle includes a transmission mechanism having a hydraulic actuator such as a friction engagement element, a transmission case that houses the transmission mechanism, and supply and discharge of hydraulic pressure to and from the hydraulic actuator. And a hydraulic control device for controlling supply of lubricating oil to each part, supply of oil to the torque converter, and the like.

  A hydraulic control device for an automatic transmission typically includes a valve body provided with a valve insertion hole in which a solenoid valve and a spool valve constituting a hydraulic control circuit are mounted, and an oil passage communicated with the valve insertion hole. .

  As disclosed in Patent Document 1, conventionally, a valve body of a hydraulic control device has a plurality of layers of valve body components stacked with a separate plate between the mating surfaces of each layer, and fastened with a plurality of bolts. And unitized. The valve body constituting member of each layer is formed using a die by aluminum die casting or the like, thereby enabling high-precision and efficient mass production.

  The valve insertion hole is formed by processing a molded valve body component member, and the oil passage is formed by the mold when the valve body component member is molded using a mold. Therefore, the oil passage is formed so as to extend along the mating surface under the constraint that it opens to the mating surface with the other valve body constituent member over the entire length for convenience of die cutting.

  In the valve body constituting member of each layer, the oil passage open portion at the mating surface is closed by the separate plate, or the oil of the valve body constituting member adjacent to the separate plate via the communication hole provided in the separate plate. Roads communicate with each other.

  The valve body configured as described above is attached to the outside of a transmission case that is molded by using a die by aluminum die casting or the like. In general, the valve body is fixed to the lower surface of the transmission case with a bolt and accommodated in an oil pan attached to the lower side of the transmission case. A valve body may be attached to the.

  The oil passage provided in the valve body is communicated with the oil passage provided in the transmission case through a communication port provided in a joint surface of the valve body with the transmission case. As a result, the oil passage of the valve body passes through the oil passage of the transmission case, the hydraulic supply source such as an oil pump, the hydraulic actuator of the transmission mechanism, the lubricated part in the transmission case, each part of the torque converter, etc. To the various supplied parts.

  Further, when the valve body is accommodated in the oil pan, the discharge port of the oil strainer mounted in the oil pan and the suction port provided on the lower surface of the valve body are connected. Thus, the oil stored in the oil pan is supplied to the oil passage of the valve body via the oil strainer by the operation of the oil pump.

JP 2013-253653 A

  However, in the conventional valve body in which the oil passage is formed by the mold, a plurality of valve body components are overlapped so as to close the opening formed over the entire length of the oil passage due to the above-described convenience of die cutting. Therefore, the valve body is easy to increase in size and weight as a whole. In addition, in order to secure the sealing performance at the mating surfaces, a large number of bolts are used for fastening the valve body constituent members, and accordingly, a large number of boss portions having bolt holes are provided on the valve body constituent members. Therefore, this also increases the size and weight of the valve body.

  In addition, since the valve body that tends to be large in size is disposed so as to protrude to the outside of the transmission case, the overall size of the automatic transmission is increased, and there is room for improvement in the vehicle mounting property of the automatic transmission. There is. In particular, when a valve body and an oil pan are attached to the lower side of the transmission case, an oil pan that has been enlarged to accommodate the valve body protrudes downward from the transmission case to automatically The vehicle body vertical dimension of the transmission is increased, and the vehicle mountability is further deteriorated. In addition, since the weighted valve body is assembled to the transmission case as described above, the weight of the entire automatic transmission increases, resulting in a deterioration in fuel consumption performance of the vehicle.

  Furthermore, in a conventional automatic transmission in which a valve body is formed by combining a plurality of valve body constituent members and the valve body is assembled to a transmission case, there is a problem that the number of parts and the number of assembly steps increase.

  Therefore, an object of the present invention is to reduce the size and weight of an automatic transmission having a hydraulic control device, and to reduce the number of parts and the number of assembly steps.

  In order to solve the above problems, an automatic transmission and a manufacturing method thereof according to the present invention are configured as follows.

First, the invention according to claim 1 of the present application includes a transmission case that houses a transmission mechanism, and a hydraulic control device that has a valve that is used to control the transmission mechanism, and a valve body of the hydraulic control device includes: An automatic transmission provided with a valve insertion hole into which the valve is inserted and an oil passage connected to the valve insertion hole;
A part of the transmission case is the valve body formed integrally with the transmission case by a three-dimensional additive manufacturing method ,
The shaft center of the speed change mechanism and the shaft center of the valve insertion hole are arranged along the stacking direction of the three-dimensional additive manufacturing method .

The invention according to claim 2 is the invention according to claim 1,
The valve body is formed to extend in the circumferential direction along the outer periphery of the transmission mechanism.

The invention according to claim 3 is the invention according to claim 1 ,
A spline is formed on the inner periphery of the valve body to fit the outer periphery of the friction plate of the brake of the speed change mechanism,
At least a part of the valve insertion hole is disposed on an inward projecting portion constituting the teeth of the spline.

The invention according to claim 4 of the present application includes a transmission case that houses the transmission mechanism, and a hydraulic control device that has a valve that is used to control the transmission mechanism, and the valve body of the hydraulic control device includes: A method of manufacturing an automatic transmission provided with a valve insertion hole into which the valve is inserted, and an oil passage connected to the valve insertion hole,
Forming the valve body integrally with the transmission case by a three-dimensional additive manufacturing method so that a part of the transmission case is the valve body ,
The shaft center of the speed change mechanism and the shaft center of the valve insertion hole are arranged along the stacking direction of the three-dimensional additive manufacturing method .

  First, according to the automatic transmission according to the first aspect of the present invention, the valve body of the hydraulic control device is formed integrally with the transmission case by the three-dimensional additive manufacturing method, and a part of the transmission case is formed in the valve body. Therefore, compared to the case where the transmission case and the valve body are individually formed using different constituent members, the materials used for these constituent members are reduced. Therefore, the automatic transmission can be reduced in size and weight as a whole, thereby improving the vehicle mountability of the automatic transmission and the fuel consumption performance of the vehicle.

  In addition, since it is not necessary to consider die removal when forming the valve body, the oil passage design of the valve body requires that all oil passages be open to the entire surface. Without such restrictions, a high degree of freedom can be obtained regarding the shape and layout of the oil passage. As a result, a high degree of freedom can be obtained with respect to the shape of the valve body, so that the shape of the valve body can be made such that protrusion of the transmission case to the radially outer side of the transmission case is suppressed. Thus, the vehicle mountability of the automatic transmission is further improved.

  Furthermore, the valve body formed by the three-dimensional additive manufacturing method can be configured by a single member, and since the valve body is integrated with the transmission case, a plurality of valve body components are overlapped as in the past. Compared to the configuration in which the valve body, which is fastened with a large number of bolts, is assembled to the transmission case, the number of members constituting the valve body and the transmission case is reduced, and in the conventional configuration, the valve body is interposed between the valve body components. Since the separate plates to be mounted, the bolts used for fastening the valve body components, and the bolts used for fixing the valve body to the transmission case can be eliminated, the number of parts and the number of assembly steps can be effectively reduced.

  In addition, as described above, the valve body is constituted by a single member, and the bolts used for fastening the valve body constituent members and fixing to the transmission case are reduced, and as the bolts are reduced, the valve Since bolt holes and bosses are also reduced in the body, this makes it possible to further reduce the size and weight of the valve body. Therefore, the automatic transmission can be more effectively reduced in size and weight.

  Furthermore, if the oil stored in the transmission case is directly introduced into the oil passage of the valve body integrated with the transmission case, an oil pan attached to the lower side of the transmission case is usually installed. This makes it possible to abolish the vehicle, and further improves the mountability of the automatic transmission in the vertical direction of the vehicle body. Therefore, in this case, for example, in a vehicle in which the power train including the automatic transmission according to the present invention is mounted on the front portion of the vehicle body, the power train can be disposed generally low with respect to the vehicle body, This makes it possible to realize a vehicle body design in which the height of the hood is lowered.

  Further, since the thickness of the transmission case increases in the valve body portion, the thick portion also has an effect of effectively cutting off the radiated sound such as gear noise and solenoid valve operation sound generated in the transmission case.

Further, as described above, a high degree of freedom can be obtained in the design of the oil passage of the valve body, and since it is not necessary to use a mold for forming the oil passage, the design change of the oil passage can be realized easily and in a short period of time. .
Further, in the modeling of the valve body, the valve insertion hole is also formed so as to extend along the stacking direction of the three-dimensional additive manufacturing method, so that the inner periphery of the valve insertion hole is stably formed without deformation.

According to the invention described in claim 2, since the valve body is formed to extend in the circumferential direction along the outer periphery of the speed change mechanism, the valve body can be configured to be compact in the radial direction. Therefore, the automatic transmission can be configured to be compact in the radial direction as a whole, thereby further improving the vehicle mountability of the automatic transmission.
Further, when the valve body arranged around the shaft center of the speed change mechanism is formed by the three-dimensional additive manufacturing method, modeling is performed in the stacking direction along the shaft center. The circumference is stably formed without deformation. Therefore, the entire valve body including the valve insertion hole can be formed with high accuracy. In particular, since high dimensional accuracy is obtained for the valve insertion hole for the spool valve, smooth movement of the spool in the valve insertion hole can be realized.

According to the invention described in claim 3 , the inwardly projecting portion constituting the spline teeth formed on the inner periphery of the valve body, that is, the thick wall projecting radially inward from the bottom of the tooth gap Since the valve insertion hole is formed by using the portion, the valve insertion hole can be easily placed close to the radial inner side, and the valve body can be easily reduced in the radial direction.

Furthermore, according to the method for manufacturing an automatic transmission according to the fourth aspect of the present invention, the valve body is formed by a three-dimensional additive manufacturing method so that a part of the transmission case is a valve body of the hydraulic control device. Since it is formed integrally with the transmission case, the same effect as that of the first aspect of the invention can be obtained.

It is the figure which looked at the rough internal structure of the automatic transmission which concerns on 1st Embodiment of this invention from the axial direction drive source side. FIG. 2 is a cross-sectional view taken along line AA of FIG. 1 showing an upper half portion of the internal structure of the automatic transmission. FIG. 2 is a cross-sectional view taken along line AA of FIG. 1 showing a lower half portion of the internal structure of the automatic transmission. It is the BB sectional view taken on the line of FIG. 1 which shows the upper half part of the internal structure of the automatic transmission. It is the BB sectional view taken on the line of FIG. 1 which shows the lower half part of the internal structure of the automatic transmission. FIG. 4 is a cross-sectional view taken along the line CC of FIGS. 2 and 3 showing a main part of the automatic transmission. It is a partially broken side view which shows the case main body and support part of the transmission case which are integrally formed by the three-dimensional additive manufacturing method. It is sectional drawing similar to FIG. 6 which shows the automatic transmission which concerns on 2nd Embodiment of this invention. It is sectional drawing similar to FIG. 6 which shows the automatic transmission which concerns on 3rd Embodiment of this invention.

  Hereinafter, the configuration of an automatic transmission according to the present invention will be described for each embodiment with reference to the accompanying drawings.

[First Embodiment]
First, an automatic transmission 1 according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a diagram showing a schematic internal structure of an automatic transmission 1 according to the first embodiment as viewed from the axial drive source side, and FIGS. 2 and 3 are diagrams showing the internal structure of the automatic transmission 1. FIG. 4 and FIG. 5 are cross-sectional views taken along the line BB of FIG. 1 showing the internal structure of the automatic transmission 1, and FIG. 6 is a diagram showing the main part of the automatic transmission 1. FIGS. 2 and 3 are cross-sectional views taken along the line CC of FIG. 3, and FIG.

  1 and 6, the transmission mechanism 30 is not shown in order to facilitate understanding of the invention.

[Overall configuration of automatic transmission]
As shown in FIGS. 1 to 5, the automatic transmission 1 includes a transmission mechanism 30 and a transmission case 2 that houses the transmission mechanism 30.

  The automatic transmission 1 is applied to, for example, an engine horizontally mounted vehicle such as a front engine front drive vehicle, and the transmission mechanism 30 is disposed on an axis extending in the vehicle body width direction.

  Although illustration is omitted, drive sources such as a torque converter and an engine are disposed on the right side of the speed change mechanism 30 in the vehicle body width direction, for example. Hereinafter, for convenience of explanation, with respect to the vehicle body width direction (axial center direction of the transmission mechanism 30), the drive source side (right side in FIGS. 2 to 5) is the front side, and the counter drive source side (left side in FIGS. 2 to 5) is. The rear side will be described.

  As shown in FIGS. 2 to 5, the speed change mechanism 30 includes an input shaft 14 extending along the axis thereof, and a counter drive gear 18 serving as an output unit disposed on the same axis as the input shaft 14. ing.

  For example, the input shaft 14 of the speed change mechanism 30 is configured integrally with a turbine shaft that is an output portion of the torque converter, and is connected to a drive source via the torque converter. As a result, the output rotation of the torque converter is input to the transmission mechanism 30 via the input shaft 14.

  The shaft center portion of the input shaft 14 has a front oil hole 83 extending axially from the front end surface of the input shaft 14 to the rear side, and extends axially from the rear end surface of the input shaft 14 to the front side. A rear oil hole 86 is provided. The input shaft 14 is provided with a plurality of oil holes 89 extending in the radial direction at intervals in the axial direction so that the rear oil holes 86 communicate with the outer space of the input shaft 14.

  As shown in FIG. 1, the automatic transmission 1 further includes a counter shaft 92 provided with a counter driven gear 93 that meshes with the counter drive gear 18. The counter shaft 92 is arranged in parallel to the input shaft 14 on the rear side of the vehicle body with respect to the input shaft 14. The counter shaft 92 is further provided with a final drive gear 94 having a smaller diameter than the counter driven gear 93.

  The axle 96 is disposed obliquely below the countershaft 92 on the rear side of the vehicle body, and the final drive gear is connected to the differential ring gear 95 of a differential (not shown) disposed on the same axis as the axle 96. 94 is engaged. The diff ring gear 95 has a larger diameter than the final drive gear 94, whereby the output rotation of the speed change mechanism 30 is decelerated and transmitted to the differential device, and the power input to the differential device depends on the driving situation. Is transmitted to the left and right axles 96 so as to obtain a difference in rotation.

[Transmission mechanism]
As shown in FIGS. 2 to 5, the automatic transmission 1 is, for example, a stepped transmission, and the transmission mechanism 30 includes a plurality of planetary gear sets (hereinafter simply referred to as “gear sets”) PG1, PG2, PG3, a plurality of Clutches CL1, CL2 and a plurality of brakes BR1, BR2, BR3.

  Specifically, for example, the first, second, and third gear sets PG1, PG2, and PG3 are provided as the plurality of gear sets, and the first and second clutches CL1 and CL2 are provided as the plurality of clutches, for example. As the plurality of brakes, for example, first, second, and third brakes BR1, BR2, and BR3 are provided.

  The first, second, and third gear sets PG1, PG2, and PG3 are arranged in this order from the front side on the axis of the input shaft 14, and are arranged between the input shaft 14 and the counter drive gear 18. A power transmission path is configured. These gear sets PG 1, PG 2, PG 3 are arranged on the rear side of the counter drive gear 18.

  The first, second, and third gear sets PG1, PG2, and PG3 each have three rotating elements. As these rotating elements, the first gear set PG1 includes the first sun gear S1, the first ring gear R1, and the first carrier. C1, the second gear set PG2 has a second sun gear S2, a second ring gear R2, and a second carrier C2, and the third gear set PG3 has a third sun gear S3, a third ring gear R3, and a third carrier C3. Have.

  The first and second gear sets PG1, PG2 are single pinion type. In these single pinion type gear sets PG1, PG2, the pinions supported by the carriers C1, C2 are directly meshed with the sun gears S1, S2 and the ring gears R1, R2. ing.

  On the other hand, the third gear set PG3 is a double pinion type, and includes a first pinion meshed with the third sun gear S3, and a second pinion meshed with the first pinion and the third ring gear R3. Are supported by the third carrier C3.

  The first and second clutches CL <b> 1 and CL <b> 2 are disposed on the front side of the counter drive gear 18 on the axis of the input shaft 14. The first and second clutches CL1 and CL2 are provided so as to overlap in the radial direction so that the first clutch CL1 is positioned outside the second clutch CL2.

  The first clutch CL1 includes a plurality of friction plates 33 that connect / disconnect between the input shaft 14 and the first sun gear S1 and the second sun gear S2, and a hydraulic chamber 36 to which hydraulic pressure for fastening the friction plates 33 is supplied. And a centrifugal balance chamber 38 to which hydraulic pressure for suppressing drag resistance during release is supplied.

  The second clutch CL2 includes a plurality of friction plates 43 that connect and disconnect between the input shaft 14 and the second carrier C2, a hydraulic chamber 46 to which hydraulic pressure for fastening these friction plates 43 is supplied, And a centrifugal balance chamber 48 to which a hydraulic pressure for suppressing drag resistance is supplied.

  The first, second and third brakes BR1, BR2 and BR3 are arranged on the axis of the input shaft 14 in this order from the front side. These brakes BR1, BR2 and BR3 are arranged rearward of the counter drive gear 18 in the axial direction and outside the first, second and third gear sets PG1, PG2 and PG3 in the radial direction.

  The first brake BR1 connects and disconnects the first ring gear R1 and the second carrier C2 and the transmission case 2, and includes an inner friction plate 51 that is spline-fitted outside the first ring gear R1, and a transmission. An outer friction plate 52 that is spline-fitted inside the case 2 is provided.

  The first brake BR1 is a tandem piston type brake including a plurality of pistons 53, 54, 55 and a plurality of hydraulic chambers 56, 58. The first brake BR1 is in a state in which the fastening piston 53 is in contact with or substantially in contact with the friction plates 51 and 52 without pressing the friction plates 51 and 52 by supplying hydraulic pressure to the hydraulic chamber 56 for clearance adjustment (zero clearance). Then, when the hydraulic pressure is supplied to the fastening hydraulic chamber 58, the friction plates 51 and 52 are pressed and fastened by the fastening piston 53.

  The second brake BR2 is a single piston type brake having inner and outer friction plates 61 and 62 and a hydraulic chamber 66 to which a fastening hydraulic pressure is supplied, and the second ring gear R2 and the third ring gear R3 and the transmission. The case 2 is connected / disconnected.

  The third brake BR3 is a single-piston brake including inner and outer friction plates 71 and 72 and a hydraulic chamber 76 to which a fastening hydraulic pressure is supplied. The third brake BR3 is provided between the third carrier C3 and the transmission case 2. Is connected and disconnected.

  The hydraulic supply / discharge of the above friction engagement elements CL1, CL2, BR1, BR2, BR3 is controlled by a hydraulic control device having a solenoid valve 150 and a spool valve 160, whereby the friction engagement elements are selectively engaged. As a result, a shift stage according to the shift range and the driving state of the vehicle is formed.

  In order to facilitate understanding of the invention, the solenoid valve 150 and the spool valve 160 are shown in phantom lines in FIGS. 2 to 5 and are not shown in FIG.

  However, the configuration of the transmission mechanism 30 described above is merely an example, and the specific configuration of the transmission mechanism 30 is not particularly limited.

[Transmission case]
As shown in FIGS. 2 to 5, the transmission case 2 includes a case main body 3 constituting an outer periphery, an oil pump housing 4 attached to an end portion on the front side of the case main body 3, and a rear of the case main body 3. And an end cover 5 that closes the opening end on the side.

  The case body 3 is generally formed in a cylindrical shape as a whole. The front side portion of the case body 3 is a front side cylindrical portion 3a that surrounds the first and second clutches CL1 and CL2 and the counter drive gear 18, and is a portion on the rear side of the front side cylindrical portion 3a in the case body 3. Is a valve body 100 of a hydraulic control device. The configuration of the valve body 100 will be described later.

  An opening end on the front side of the front cylindrical portion 3a is provided with a mating surface 3b with the converter housing 6 that houses the torque converter, and the mating surface 3b has a seat with a bolt hole 3d formed therein. A plurality of portions 3c are formed at intervals in the circumferential direction (see FIG. 1). Case body 3 and converter housing 6 are coupled to each other by bolts 25 screwed into bolt holes 3d.

  The oil pump housing 4 is disposed so as to partition a torque converter accommodation space by the converter housing 6 and a transmission mechanism 30 accommodation space by the case body 3. The outer peripheral end portion of the oil pump housing 4 is fixed to the front side end portion of the case body 3 by, for example, bolts 26.

  An oil pump cover 24 is attached to the front side of the oil pump housing 4, and the oil pump 20 is accommodated between the oil pump housing 4 and the oil pump cover 24.

  The oil pump 20 is, for example, an internal mechanical oil pump that includes an inner rotor 21 and an outer rotor 22. Inside the inner rotor 21, a sleeve portion 8 extending in the axial direction from the inner peripheral end portion of the pump shell (not shown) of the torque converter to the rear side is fixed, for example, by press fitting. Thus, the oil pump 20 is driven through the sleeve portion 8 of the torque converter by the rotation of the drive source such as the engine.

  A sleeve portion 10 extending toward the axial front side (torque converter side) and a boss portion 12 extending toward the axial rear side (transmission mechanism side) are provided at the inner peripheral end of the oil pump housing 4.

  The sleeve portion 10 of the oil pump housing 4 is disposed radially outside the input shaft 14 and radially inside the sleeve portion 8 of the torque converter. Between the outer peripheral surface of the sleeve portion 10 and the inner peripheral surface of the sleeve portion 8, and between the inner peripheral surface of the sleeve portion 10 and the outer peripheral surface of the input shaft 14, it is used for supplying and discharging oil to and from the torque converter. Oil passages 80 and 81 are formed.

  A front oil hole 83 provided in the input shaft 14 is also used as an oil supply passage or oil discharge passage for the torque converter. A pipe member 16 is fitted in the oil hole 83, and an oil passage 82 used for oil supply or drainage to the torque converter is also formed outside the pipe member 16 in the oil hole 83.

  An input shaft 14 is penetrated inside the boss portion 12, and first and second clutches CL <b> 1 and CL <b> 2 are arranged outside the boss portion 12. Further, in the peripheral wall of the boss portion 12, for example, oil discharged from the oil pump 20 is guided to an oil passage 110 of the valve body 100, which will be described later, or the hydraulic chambers 36, 46 of the first and second clutches CL1, CL2. A plurality of oil passages 84 for supplying hydraulic pressure to the centrifugal balance chambers 38 and 48 are provided at intervals in the circumferential direction.

  The end cover 5 is coupled to the rear side end of the case body 3 by, for example, bolts 28. As shown in FIG. 3, the end cover 5 is provided with a protruding portion 5 a that protrudes to the front side in the axial direction. The protruding portion 5 a includes an oil passage 112 (described later) provided in the valve body 100. An oil passage 87 that communicates with the hydraulic chamber 76 of the third brake BR3 is provided.

  4 and 5, on the front side of the end cover 5, the first mounting member 6a that forms the hydraulic chamber 66 of the second brake BR2, and the outer sides of the second and third brakes BR2 and BR3 are provided. The outer peripheral portions of the friction plates 62 and 72 are coupled to the second mounting member 6b to be spline-fitted. As shown in FIG. 3, the second mounting member 6 b is provided with an oil passage 88 that connects an oil passage 112 (described later) of the valve body 100 and the hydraulic chamber 66.

  Further, as shown in FIG. 2, the end cover 5 is formed with an oil passage 85 that connects an oil passage 110 (described later) provided in the valve body 100 and an oil hole 86 on the rear side of the input shaft 14. . The oil supplied from the oil passage 85 to the oil hole 86 of the input shaft 14 passes through the oil hole 89 that causes the oil hole 86 and the outside of the input shaft 14 to communicate with each other due to the centrifugal force generated by the rotation of the input shaft 14. This is supplied to each part of the speed change mechanism 30 disposed on the outer side in the radial direction of the shaft 14, whereby the gear meshing part, the bearing part and the like in the speed change mechanism 30 are lubricated.

[Valve body]
The valve body 100 of the hydraulic control device according to the present embodiment is formed integrally with the case body 3 of the transmission case 2 by a three-dimensional additive manufacturing method, unlike a conventional valve body attached to the outside of the transmission case. .

  As shown in FIGS. 2 to 6, the valve body 100 includes a cylindrical portion 101 that extends along the axis of the transmission mechanism 30, and the cylindrical portion 101 includes first to third portions of the transmission mechanism 30. The gear sets PG1, PG2, PG3 and the first to third brakes BR1, BR2, BR3 are arranged so as to surround them.

  The tubular portion 101 of the valve body 100 is integrally connected to the rear side end portion of the front side tubular portion 3a of the case body 3, and has an outer diameter smaller than the outer diameter of the front side tubular portion 3a.

  A plurality of bolt holes 103 are provided on the end face on the rear side of the cylindrical portion 101 at intervals in the circumferential direction, and the end cover 5 is attached to the cylindrical portion 101 by bolts 28 screwed into the bolt holes 103. Is fixed.

  The valve body 100 includes an annular vertical wall 104 extending radially inward from the front side end of the cylindrical portion 101, and an inner side extending axially from the inner peripheral end of the vertical wall 104 to the rear side. And a cylindrical portion 106. The cylindrical portion 101, the vertical wall portion 104, and the inner cylindrical portion 106 of the valve body 100 form a circumferential groove-shaped cylinder 108 that is open to the rear side in the axial direction. Pistons 53, 54 and 55 of the brake BR1 are accommodated. A bearing 19 that supports the counter drive gear 18 is fitted inside the inner cylindrical portion 106.

  Thus, the vertical wall portion 104 and the inner cylinder portion 106 that form the cylinder 108 of the first brake BR1 and have the function of supporting the bearing 19 are integrated with the valve body 100, thereby reducing the number of parts. In addition, the entire automatic transmission 1 is reduced in size and weight.

  On the rear side of the cylinder 108, a spline 102 is formed on the inner periphery of the cylindrical portion 101 so that the outer periphery of the outer friction plate 52 of the first brake BR1 is fitted. As shown in FIG. 6, the spline 102 includes a plurality of tooth portions 102a provided at intervals in the circumferential direction, and tooth spaces 102b formed between adjacent tooth portions 102a. By forming the spline 102 in this way, a plurality of inwardly projecting portions 103 constituting the tooth portion 102a are provided on the inner periphery of the cylindrical portion 101 at intervals in the circumferential direction. The protrusion 103 is provided so as to protrude radially inward from the bottom of the tooth gap 102b.

  The tubular portion 101 of the valve body 100 has a valve insertion hole 120 for a solenoid valve to which the solenoid valve 150 is attached, a valve insertion hole 130 for a spool valve to which the spool valve 160 is attached, and these valve insertion holes 120. , 130 is provided.

  The solenoid valve 150 and the spool valve 160 constitute a hydraulic control circuit (not shown) together with the oil passage 110 of the valve body 100 and the like. The hydraulic control circuit is operated by the operation of the solenoid valve 150 or the spool valve 160, and the hydraulic chambers 36, 46, 56, 58, 66, 76 of the clutches CL1, CL2, brakes BR1, BR2, BR3 constituting the transmission mechanism 30 and the centrifugal Lubricated parts in the transmission case 2 such as the balance chambers 38 and 48, the gear meshing part and the bearing part in the transmission mechanism 30, the lubricated part of the torque converter, the hydraulic chamber of the lock-up clutch (not shown), etc. To control the oil supply and discharge.

  As shown in FIGS. 4 and 5, the spool valve 160 includes a spool 162 housed in the valve insertion hole 130 so as to be movable in the axial direction, and a stopper 164 fixed at a predetermined position in the valve insertion hole 130. A return spring 166 is provided in the valve insertion hole 130 so as to be expandable and contractable in the axial direction, and applies an elastic force to the spool 162 toward one side in the axial direction.

  The spool valve 160 adjusts the discharge pressure and switches the hydraulic pressure supply path by moving the spool 162 in the axial direction according to the hydraulic pressure input to the control port. Specifically, the spool valve 160 includes, for example, a pressure regulator valve that adjusts the discharge pressure of a mechanical oil pump to a line pressure, a manual valve that switches a hydraulic pressure supply path in conjunction with a shift lever operation by a driver, a solenoid valve It can function as various switching valves such as a fail-safe valve that switches the hydraulic pressure supply path so as to realize a predetermined gear position when 150 fails.

  As shown in FIGS. 2 and 3, the solenoid valve 150 includes a cylindrical electromagnetic portion 152 that houses a coil, and a cylindrical small diameter portion 154 that has a smaller diameter than the electromagnetic portion 152 and extends in the axial direction from the electromagnetic portion 152. It has. The solenoid valve 150 is assembled to the valve body 100 in a state where the small diameter portion 154 is inserted into the valve insertion hole 120.

  The solenoid valve 150 is disposed so as to protrude from the tubular portion 101 of the valve body 100 to the front side. The electromagnetic part 152 of the solenoid valve 150 is disposed on the front side of the cylindrical part 101 and is accommodated in the inner space of the front side cylindrical part 3 a having a larger diameter than the cylindrical part 101. In the front side cylindrical portion 3a, the electromagnetic portion 152 is disposed on the outer side in the radial direction without interfering with the counter drive gear 18, the first and second clutches CL1 and CL2.

  As the solenoid valve 150, a linear solenoid valve or an on / off solenoid valve is used. The linear solenoid valve is used, for example, as a valve that directly controls the hydraulic pressure supplied to the hydraulic chambers 36, 46, 56, 58, 66, and 76 of the frictional engagement elements CL1, CL2, BR1, BR2, and BR3. The solenoid valve is used as a valve that opens and closes a hydraulic pressure supply path to the control port of the spool valve 160, for example.

  The valve insertion holes 120 and 130 in which the solenoid valve 150 and the spool valve 160 are mounted are formed when the valve body 100 is formed by the three-dimensional additive manufacturing method, and then the inner peripheral surface thereof is finished. The specific configuration of the valve insertion holes 120 and 130, such as the orientation and arrangement of the valve insertion holes 120 and 130, is arbitrary. In the present embodiment, the valve insertion holes 120 and 130 are provided as follows.

  As shown in FIGS. 2 to 6, the axial center directions of all the valve insertion holes 120 and 130 are parallel to the axial center direction of the speed change mechanism 30. Moreover, all the valve insertion holes 120 and 130 are opened to the front side in the axial direction. As a result, when finishing the inner peripheral surfaces of the valve insertion holes 120 and 130, all the valve insertion holes 120 and 130 can be processed from the same direction, and the valve insertion holes 120 and 130 can be processed in the valve 150. , 160 can be inserted from the same direction.

  As shown in FIG. 6, the valve insertion holes 120 and 130 are arranged at intervals in the circumferential direction along the inner periphery of the tubular portion 101 of the valve body 100. Since the small-diameter portion 154 of the solenoid valve 150 has a larger diameter than the spool 162 of the spool valve 160, the valve insertion hole 120 for the solenoid valve has a larger diameter than the valve insertion hole 130 for the spool valve.

  The valve insertion hole 120 for a solenoid valve having a relatively large diameter is arranged such that a part of the valve insertion hole 120 on the inner side in the radial direction is accommodated in the protrusion 103 at a circumferential position corresponding to the tooth portion 102 a of the spline 102. Is arranged. As described above, the valve insertion hole 120 formed by using the protruding portion 103 which is a thick portion compared to the circumferential position corresponding to the tooth groove 102b of the spline 102 is close to the top of the tooth portion 102a. Arranged radially inward.

  On the other hand, the valve insertion hole 130 for a spool valve having a relatively small diameter is disposed inward in the radial direction so as to be close to the bottom of the tooth groove 102b at a circumferential position corresponding to the tooth groove 102b of the spline 102. Yes.

  Since all the valve insertion holes 120 and 130 are arranged close to the inside in the radial direction in this way, the cylindrical portion 101 of the valve body 100 can be configured to be compact in the radial direction. The valve body 100 is downsized, and thus the transmission case 2 is downsized.

  Further, the valve insertion hole 120 for the solenoid valve is provided at a position corresponding to the tooth portion 102a of the spline 102, and the valve insertion hole 130 for the spool valve is provided at a position corresponding to the tooth groove 102b. The insertion holes 120 and 130 can be arranged adjacent to each other in the circumferential direction. Therefore, by arranging the spool valve 160 operated by the control pressure supplied from the predetermined solenoid valve 150 in the vicinity of the solenoid valve 150, the oil passage 110 connecting the valves 150 and 160 can be shortened. As a result, good responsiveness in hydraulic control can be obtained.

  In the present embodiment, the valve insertion holes 130 for all spool valves are provided at circumferential positions corresponding to the tooth grooves 102b of the spline 102, but the valve insertion holes 130 for some or all of the spool valves are provided. May be provided in a circumferential position corresponding to the tooth portion 102a of the spline 102. In this case, the valve insertion hole 130 is arranged further inside in the radial direction, so that the tubular portion 101 of the valve body 100 is provided. It is possible to further reduce the size of the.

  In the present embodiment, the valve insertion holes 120 and 130 are collectively arranged at the upper part and the lower part of the tubular part 101 of the valve body 100. The spool valve 160 mounted in the valve insertion hole 130 disposed in the lower portion of the tubular portion 101 is immersed in oil stored in the bottom portion in the transmission case 2 or disposed in the vicinity of the oil surface. Therefore, it is preferable to install a spool valve 160 having a large drain amount, such as a pressure regulating regulator valve, in the valve insertion hole 130. On the other hand, the spool valve 160 that supplies lubricating oil to the lubricated portion in the transmission case 2 is preferably mounted in the valve insertion hole 130 disposed in the upper portion of the cylindrical portion 101.

  Since the oil passage 110 communicated with the valve insertion holes 120 and 130 is formed by modeling the valve body 100 by the three-dimensional additive manufacturing method, the oil passage is formed by molding using a mold as in the past. Compared to the above, a high degree of design freedom can be obtained with respect to the specific configuration of the oil passage 110, such as the orientation, arrangement, cross-sectional shape, number, etc. of the oil passage 110, but in this embodiment, the oil passage 110 is Is formed.

  As shown in FIG. 6, most of the oil passage 110 provided in the tubular portion 101 of the valve body 100 is formed to extend in the circumferential direction. These oil passages 110 are arranged radially outside the valve insertion holes 120 and 130 and have a shape extending in an arc around the axis of the input shaft 14. Each oil passage 110 has a length as necessary in the circumferential direction, and a plurality of oil passages 110 are arranged in the circumferential direction depending on the positions in the axial direction and the radial direction.

  Note that the axial position and the radial position of each oil passage 110 are not necessarily constant, and each oil passage 110 extends in the circumferential direction while being appropriately curved or bent.

  The circumferential range in which these oil passages 110 are provided is, for example, a C-shaped range that opens to the rear side of the vehicle body, and all of these oil passages 110 are disposed on the front side of the vehicle body with respect to the counter shaft 92. Yes. As a result, interference between the bearing of the counter shaft 92 and other peripheral components and the oil passage 110 is avoided.

  As shown in FIGS. 2 to 5, a plurality of oil passages 110 extending in the circumferential direction in the tubular portion 101 are arranged side by side in the axial direction and the radial direction. Further, as shown in FIGS. 3 and 5, an extension portion 101 a extending to the front side in the axial direction and coupled to the oil pump housing 4 is provided in a part of the cylindrical portion 101 in the circumferential direction, An oil passage 110 extending in the circumferential direction is also formed in the extension portion 101a.

  The cross-sectional shape of the oil passage 110 extending in the circumferential direction is, for example, an oval shape that is long in the axial direction, and the oil passage 110 is formed compact in the radial direction, thereby reducing the diameter of the cylindrical portion 101. It is illustrated.

  The tubular portion 101 connects the oil passage 110 extending in the circumferential direction with the valve insertion holes 120, 130, and connects the oil passage 110 extending in the circumferential direction with the inner peripheral side of the valve body 100. The connecting oil passage 112, the connecting oil passage 113 connecting the oil passages 110 extending in the circumferential direction, and the connecting oil passage connecting the oil passage 110 extending in the circumferential direction and the oil passage 84 provided in the oil pump housing 4. 114 (see FIGS. 3 and 5) is provided.

  Thereby, for example, oil discharged from a predetermined solenoid valve 150 or spool valve 160 is first guided to the oil passage 110 via the communication oil passage 111, and then, if necessary, the communication oil passage. 113 is led to another oil passage 110, and finally in the hydraulic chambers 56, 58, 66, 76 of the brakes BR 1, BR 2, BR 3 or the transmission case 2 via the communication oil passage 112. Or supplied to the hydraulic chambers 36 and 46 of the clutches CL1 and CL2 via the communication oil passage 114 and the oil passage 84 of the oil pump housing 4 (see FIGS. 3 and 5). .

  As described above, the tubular portion 101 of the valve body 100 in which the valve insertion holes 120 and 130 and the oil passage 110 are formed has a larger thickness than the front-side tubular portion 3a. Therefore, gear noise generated in the gear sets PG1, PG2, PG3, etc. in the cylindrical portion 101 is effectively blocked by the thick cylindrical portion 101. In addition, since the cylindrical portion 101 has a thickness that allows the oil passage 110 to be disposed also in the outer portion of the solenoid valve 150, the operating sound of the solenoid valve 150 is also effectively blocked by the cylindrical portion 101.

  The valve body 100 may be further provided with other components such as a check valve and an orifice that constitute the hydraulic control circuit. In addition, when the check valve, the orifice, or the like is formed of a component different from the valve body 100, an insertion port for mounting the separate component may be provided in the valve body 100.

[Case body manufacturing method]
The case main body 3 of the transmission case 2 composed of the valve body 100 and the front cylindrical portion 3a is a cavity such as the valve insertion holes 120, 130 and the oil passages 110, 111, 112, 113, 114 using a 3D printer. It is formed by the three-dimensional additive manufacturing method so that all parts except the part are continuously connected. Thereby, the case main body 3 with which the valve body 100 is integrated is formed.

  A specific printing method in the three-dimensional additive manufacturing method is not particularly limited. However, when a metal such as aluminum is used as the material of the case body 3, for example, an electron beam or a laser is placed at an arbitrary position of the spread metal powder layer. The powder sintering additive manufacturing method can be adopted in which the irradiated portion is sintered and shaped and then the operation of laying down the next layer is repeated.

  In addition, when resin is used as the material of the case body 3, a powder sintering additive manufacturing method may be adopted. However, when using a resin material, more printing methods can be adopted than metal materials. For example, a printing method according to needs such as an inkjet method may be adopted. When the case body 3 is formed of resin, the entire case body 3 may be covered with a metal cylindrical member in order to increase the rigidity of the transmission case 2.

  As shown in FIG. 7, in the formation of the case main body 3 by the three-dimensional additive manufacturing method, the stacking direction D <b> 1 is an upward direction, and the case main body 3 includes the shaft centers of the valve insertion holes 120 and 130, and the speed change mechanism 30. And the axial center of the tubular portion 101 of the valve body 100 that coincides with the axial center of the valve body 100 is formed in a posture arranged along the vertical direction. Further, the case body 3 is formed, for example, in such a direction that the valve body 100 is positioned above the front side tubular portion 3a.

  In order to stably form the valve body 100, in particular, the valve body 100 portion of the case body 3, the support body 199 that supports the valve body 100 portion from the lower side during the shaping is extended upward from the lower end in the stacking direction D1. 3 is preferably formed integrally. The support part 199 includes, for example, a flat cylindrical part 199a formed at the lower end in the stacking direction D1, and a long cylindrical part 199b extending upward from the cylindrical part 199a. The support part 199 is provided in a part that supports the vertical wall part 104 of the valve body 100, for example.

  Thus, since the support part 199 is modeled integrally with the case main body 3, modeling of the valve body 100 above the support part 199 is stably performed in a state of being supported from the lower side by the support part 199. Therefore, the valve body 100 can be formed with high accuracy.

  Further, since the valve insertion holes 120 and 130 are formed along the axis parallel to the stacking direction D1 of the three-dimensional additive manufacturing method, the inner periphery of the valve insertion holes 120 and 130 is formed during the formation of the valve body 100. It is stably formed without deformation. Therefore, the valve insertion holes 120 and 130 can be formed with high accuracy. Therefore, smooth movement of the spool 162 can be realized particularly in the valve insertion hole 130 for the spool valve, and thereby hydraulic control with excellent responsiveness can be realized.

  When the modeling of the case body 3 by the three-dimensional additive manufacturing method is completed, the support part 199 is removed. Since the cylindrical portion 199b of the support portion 199 has low rigidity due to a hollow inside, the support portion 199 can be easily removed.

  Thereafter, the inner peripheral surfaces and end surfaces of the valve insertion holes 120 and 130, the portions connected to the support portion 199, and the like are finished, and the threading processing of the bolt holes 3d and 103 provided on both end surfaces of the case body 3 is performed. The case body 3 is completed by being applied.

  Note that the support portion 199 is not necessarily formed. In particular, when modeling is performed using a resin material, the support portion 199 can be omitted depending on a printing method to be employed (for example, powder sintering lamination molding method). is there.

  As described above, the valve body 100 is formed integrally with the case main body 3 by the three-dimensional additive manufacturing method, and a part of the case main body 3 is shared as the valve body 100. Therefore, the transmission case and the valve body are separated. Compared to the case of individual formation, the material used for these formations is reduced. Therefore, the automatic transmission 1 can be reduced in size and weight as a whole, thereby improving the vehicle mountability of the automatic transmission 1 and the fuel efficiency of the vehicle.

  In addition, since it is not necessary to consider die removal when forming the valve body 100, all the oil passages extend over the entire length in the design of the oil passages 110, 111, 112, 113, 114 of the valve body 100. A high degree of freedom is obtained with respect to the shape and layout of the oil passage without being subjected to conventional restrictions such as having to be opened on the surface. Therefore, even if the tubular portion 101 as described above is formed in the valve body 100, the oil passage 110 extending in the circumferential direction so as to follow the shape of the tubular portion 101 can be formed.

  Therefore, the valve body 100 can be formed in a tubular shape as a whole while forming the oil passages 110, 111, 112, 113, 114 necessary for the hydraulic control in the valve body 100. The tubular portion 101 has a smaller diameter than the front-side tubular portion 3 a of the case body 3, thereby preventing the valve body 100 from projecting radially outward from the transmission case 2. Therefore, the vehicle mountability of the automatic transmission 1 can be effectively enhanced as compared with the conventional automatic transmission in which the valve body is attached to the outside of the transmission case.

  Furthermore, since the valve body 100 is composed of a single member and the valve body 100 is integrated with the transmission case 2, a plurality of valve body constituent members are overlapped and fastened with a large number of bolts as in the prior art. Compared to the structure in which the valve body is assembled to the transmission case, the number of members constituting the valve body and the transmission case is reduced, and in the conventional structure, a separate plate interposed between the valve body structural members and Since the bolts used for fastening the valve body constituent members and the bolts used for fixing the valve body to the transmission case can be eliminated, the number of parts and the number of assembly steps can be effectively reduced.

  Further, as described above, the valve body 100 is constituted by a single member, and the bolts used for fastening the valve body constituent members and fixing to the transmission case are reduced, and with the reduction of the bolts, Since bolt holes and boss portions are also reduced in the valve body 100, this further reduces the size and weight of the valve body 100. Therefore, the automatic transmission 1 can be more effectively reduced in size and weight.

  Furthermore, if the oil stored in the transmission case 2 is introduced from the inner peripheral side of the valve body 100 to the oil passage 110 of the valve body 100, the oil that is usually attached to the lower side of the transmission case. It is possible to eliminate the pan, and thereby, the vehicle mountability of the automatic transmission 1 in the vertical direction of the vehicle body can be further improved. Therefore, in this case, the power train having the automatic transmission 1 can be arranged to be low relative to the vehicle body, thereby realizing a vehicle body design with a low hood height. become.

  Further, since a high degree of freedom is obtained in the design of the oil passages 110, 111, 112, 113, 114 of the valve body 100 as described above, for example, three or more oil passages 110 are provided in the thickness direction of the valve body 100. An oil passage layout that cannot be achieved when molding using a mold as in the prior art, such as arranging them side by side, becomes possible. In addition, when the oil passage design is changed, there is no need to remake the mold, so that the oil passage design change can be realized easily and in a short period of time.

  Further, since the valve body 100 is formed by a three-dimensional additive manufacturing method, a hollow portion other than the valve insertion holes 120 and 130 and the oil passages 110, 111, 112, 113, and 114 may be formed at various places in the valve body 100. This is possible, and further weight reduction of the valve body 100 and thus the automatic transmission 1 can be achieved.

  In addition, since the modeling by the three-dimensional additive manufacturing method is performed in the stacking direction D1 along the axis of the cylindrical portion 101 of the valve body 100, the inner periphery of the cylindrical portion 101 is not deformed during the modeling. It is formed stably. Furthermore, in this modeling, since the valve insertion holes 120 and 130 are also formed to extend along the stacking direction D1 of the three-dimensional additive manufacturing method, the inner circumferences of the valve insertion holes 120 and 130 are stably deformed. It is formed. Therefore, the entire valve body 100 including the valve insertion holes 120 and 130 can be formed with high accuracy. In particular, since high dimensional accuracy is obtained for the valve insertion hole 130 for the spool valve, smooth movement of the spool 162 in the valve insertion hole 130 can be realized.

  Furthermore, according to the present embodiment, the valve body 100 is integrated with the transmission case 2, so that unlike the conventional case where a valve body separate from the transmission case is provided, the valve body 100 is Since the oil passage 110 of the body 100 is provided in the transmission case 2, oil leakage from the communicating portion between the oil passage of the valve body and the oil passage of the transmission case cannot occur. Therefore, the sealing member and the fastening bolt for ensuring the sealing performance of the communication portion can be eliminated, which also reduces the number of parts and reduces the size and weight of the automatic transmission 1.

[Second Embodiment]
An automatic transmission according to the second embodiment will be described with reference to FIG. FIG. 8 is a cross-sectional view similar to FIG. 6 showing the automatic transmission according to the second embodiment. In the second embodiment, components similar to those in the first embodiment are denoted by the same reference numerals in FIG. 8 and description thereof is omitted.

  As shown in FIG. 8, in the second embodiment as well, as in the first embodiment, the case main body 203 of the transmission case is composed of the front cylindrical portion 203a and the valve body 200. The oil passage 210 of the extending valve body 200 is different from the first embodiment in which the oil passage 110 is formed to extend in an arc shape over the entire length in that the oil passage 210 is formed to extend partially linearly.

  Specifically, the oil passage 210 is formed so as to extend linearly along the vertical direction of the vehicle body at a portion passing through the vicinity of the end of the valve body 200 on the vehicle body front side. Accordingly, the front side surfaces of the tubular portion 201 of the valve body 200 and the front side tubular portion 203a of the case body 203 are flat surfaces along the vertical direction of the vehicle body.

  Thereby, since the protrusion of the case main body 203 to the front side of the vehicle body is suppressed, the automatic transmission 201 can be more effectively downsized and the space 299 on the front side of the vehicle body of the automatic transmission can be expanded. Can be achieved. Therefore, it is possible to effectively protect the automatic transmission by ensuring a large retreat space for the vehicle body member and the mounted device disposed on the front side of the vehicle body of the automatic transmission.

[Third Embodiment]
The automatic transmission according to the third embodiment will be described with reference to FIG. FIG. 9 is a cross-sectional view similar to FIG. 6 showing the automatic transmission according to the third embodiment. Note that in the third embodiment, the same components as those in the first embodiment are denoted by the same reference numerals in FIG. 9 and description thereof is omitted.

  As shown in FIG. 9, also in the third embodiment, as in the first embodiment, the case main body 303 of the transmission case is configured by the front side tubular portion 303a and the valve body 300, and the valve body 300 includes Although oil passages 110 extending in the circumferential direction are formed, all valve insertions are performed in that valve insertion holes 120 and 130 are provided not only in the radially inner side of these oil passages 110 but also in the radially outer side. This is different from the first embodiment in which the holes 120 and 130 are arranged on the radially inner side of the oil passage 110.

  In the valve body 300, for example, a pair of projecting portions 301 a projecting radially outward from the outer peripheral surface of the tubular portion 301 in order to secure a portion for forming the valve insertion holes 120, 130 on the radially outer side of the oil passage 110. , 301b. One projecting portion 301a is provided to project obliquely upward from the outer peripheral surface of the tubular portion 301 toward the vehicle body front side, and the other projecting portion 301b is disposed from the outer peripheral surface of the tubular portion 301 toward the vehicle body front side. It protrudes obliquely downward.

  Each protrusion 301a, 301b is provided with, for example, a plurality of valve insertion holes 120, 130. These valve insertion holes 120, 130 are connected to an oil passage 110 extending in the circumferential direction via a connecting oil passage 111. Have been contacted.

  As described above, by providing the valve insertion holes 120 and 130 in the projecting portions 301a and 301b of the valve body 300, the space for forming the valve insertion holes 120 and 130 is insufficient only in the inner peripheral side portion of the valve body 300. Even in this case, the required number of valve insertion holes 120 and 130 can be formed using the protrusions 301a and 301b provided on the outer peripheral side portion of the valve body 300.

  Further, since the valve insertion holes 120 and 130 provided on the outer peripheral side in this way can be easily communicated with the oil passage 110 adjacent in the radial direction, like the valve insertion holes 120 and 130 on the inner peripheral side, Complicated oil path configuration is suppressed.

  Furthermore, the projecting portions 301a and 301b are provided so as to project obliquely upward or obliquely downward from the tubular portion 301 toward the front side of the vehicle body. The increase in dimension is suppressed, and the increase in the dimension in the longitudinal direction of the vehicle body of the valve body 300 is suppressed as compared with a case where the valve body 300 protrudes horizontally toward the front side of the vehicle body. Therefore, it is possible to effectively reduce the size of the automatic transmission by integrating the valve body 300 with the case main body 303, and to obtain a good vehicle mounting property of the automatic transmission.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the example in which the valve body is formed in a cylindrical shape so as to surround the entire transmission mechanism has been described. However, in the present invention, the valve body is arranged around the outer periphery of the transmission mechanism. As long as it is formed to extend in the direction, it may be disposed in a part of the circumferential direction.

  In the above embodiment, the example in which the valve body is provided integrally with the front cylindrical portion of the case body has been described. However, in the present invention, the valve body may constitute a part of the transmission case. For example, it may be a separate body from the front cylindrical portion.

  Furthermore, in the above embodiment, the example in which the valve body is separate from the end cover of the transmission case has been described. However, the present invention does not prevent the valve body from being provided integrally with the end cover.

  Furthermore, in the above embodiment, the example in which the transmission case is configured by three members, that is, the case main body, the oil pump housing, and the end cover has been described. However, in the present invention, the number of members configuring the transmission case Is not particularly limited, and the transmission case may be configured by at least one member including a member formed integrally with the valve body by a three-dimensional additive manufacturing method.

  As described above, according to the present invention, it is possible to reduce the size and weight of an automatic transmission having a hydraulic control device and reduce the number of parts and the number of assembly steps. There is a possibility of being suitably used in the field of manufacturing industries of machines and vehicles equipped with the same.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Transmission case 3 Case main body 3a Front side cylindrical part 3b Mating surface with converter housing 4 Oil pump housing 5 End cover 6 Converter housing 14 Input shaft 18 Counter drive gear 19 Bearing 20 Oil pump 30 Transmission mechanism 33 Friction plate 36 Hydraulic chamber 38 Centrifugal balance chamber 43 Friction plate 46 Hydraulic chamber 48 Centrifugal balance chamber 51, 52 Friction plates 53, 54, 55 Piston 56, 58 Hydraulic chamber 61, 62 Friction plate 66 Hydraulic chamber 71, 72 Friction plate 76 Hydraulic pressure Chamber 80, 81, 82 Oil passage 83 Oil hole 84, 85 Oil passage 86 Oil hole 87, 88 Oil passage 89 Oil hole 92 Counter shaft 93 Counter driven gear 94 Final drive gear 95 Defring gear 96 Axle 100 Valve body 101 Tubular portion 102 Splice 102a Tooth part 102b Tooth groove 103 Projection part 104 Wall part 106 Inner cylinder part 108 Cylinder 110 Oil passage 111 Communication oil path 112 Communication oil path 113 Communication oil path 114 Communication oil path 120 Valve insertion hole for solenoid valve 130 Valve Insertion Hole for Spool Valve 150 Solenoid Valve 160 Spool Valve 199 Support Part 200 Valve Body 201 Cylindrical Part 203 Case Body 203a Front Side Cylindrical Part 210 Oil Path 299 Car Body Front Side Space 300 Valve Body 301 Cylindrical Part 301a , 301b Protruding part 303 Case body 303a Front side cylindrical part BR1, BR2, BR3 Brake CL1, CL2 Clutch PG1, PG2, PG3 Planetary gear set

Claims (4)

A transmission case housing the transmission mechanism, and a hydraulic control device having a valve used to control the transmission mechanism; a valve insertion hole into which the valve is inserted into a valve body of the hydraulic control device; and the valve An automatic transmission provided with an oil passage connected to the insertion hole,
A part of the transmission case is the valve body formed integrally with the transmission case by a three-dimensional additive manufacturing method ,
An automatic transmission characterized in that the shaft center of the speed change mechanism and the shaft center of the valve insertion hole are arranged along the stacking direction of the three-dimensional additive manufacturing method .   The automatic transmission according to claim 1, wherein the valve body is formed to extend in a circumferential direction along an outer periphery of the transmission mechanism. A spline is formed on the inner periphery of the valve body to fit the outer periphery of the friction plate of the brake of the speed change mechanism,
Automatic transmission according to claim 1, the projecting portions inwardly constituting the teeth of the spline, and at least a part of the valve insertion hole is arranged. A transmission case housing the transmission mechanism, and a hydraulic control device having a valve used to control the transmission mechanism; a valve insertion hole into which the valve is inserted into a valve body of the hydraulic control device; and the valve An automatic transmission manufacturing method provided with an oil passage communicated with an insertion hole,
Forming the valve body integrally with the transmission case by a three-dimensional additive manufacturing method so that a part of the transmission case is the valve body ,
The method of manufacturing an automatic transmission , wherein the shaft center of the speed change mechanism and the shaft center of the valve insertion hole are arranged along the stacking direction of the three-dimensional additive manufacturing method.

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