Lubrication device for a one-way clutch in an automatic transmission

A ring gear and an outer race of a one-way clutch are linked and secured in the axial direction. The outer peripheral section of a disk-shaped supporting member engages teeth of the ring gear and supports the ring gear, and a tapered snap ring is mounted in an indented groove with a tapered surface formed in the ring gear so that the side surface of the outer peripheral section of the support member is in intimate contact with the end surface of the outer race, and the support member is thus secured and prevented from withdrawing. An oil sump for lubricant supplied from the inner radial side is formed on the inner peripheral part of the outer race defined by the intimately contacted outer race and the support member. The ring gear of the planetary gear unit rotates when the automatic transmission actuates, and the integral support member also rotates based on the rotation of the ring gear. At this time, the side surface of the outer peripheral section of the support member is in intimate contact with the end surface of the outer race because of the tapered snap ring, and the lubricant supplied from the inner radial side is stored in the inner radial part of the outer race, which becomes the oil sump to lubricate the one-way clutch.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to an automatic transmission equipped with a 
planetary gear unit, and, in particular, to a mechanism linking a ring 
gear and its support member. 
2. Description of the Prior Art 
Recently, the applicant of the present invention proposed an automatic 
transmission, as disclosed in Japanese Laid Open Patent No. SHO-62-141341, 
wherein this automatic transmission is provided with a planetary gear 
comprising a single planetary gear and a dual planetary gear. Sun gears of 
these two planetary gears are integrally connected together, and carriers 
of these two planetary gears are also integrally connected together. The 
carrier is linked to a counter-drive gear which serves as an output 
member, an input shaft and a ring gear of the single planetary gear are 
linked through a first clutch, the input shaft and the sun gear are linked 
through a second clutch, the sun gear engages a second brake through a 
first brake of a first one-way clutch, and a ring gear of the dual 
planetary gear engages a third brake or a second one way clutch, whereby 
an automatic transmission mechanism section with a forward three speed is 
provided by operating these clutches and brakes. 
An outer race of the second one-way clutch is integrally secured to and 
supported by a forward end of the ring gear of the dual planetary gear, 
specifically, a ring gear of larger diameter. A support plate extending to 
the inner radial side is secured to a rear end of this ring gear. The 
support plate is free rotationally supported between a tip side carrier 
which supports a pinion of the dual planetary gear and the ring gear of 
the single planetary gear through a thrust bearing. Accordingly, a space 
is maintained between the side surface of the second one-way clutch and 
the carrier side surface. 
In addition, the applicant of the present invention has proposed, as 
disclosed in Japanese Laid Open patent No. SHO 63-145846. an automatic 
transmission wherein the ring gear of the above mentioned dual planetary 
gear is supported by means of a disk-shaped support member and the 
automatic transmission itself is anchored to a support member by means of 
a snap ring. 
Accordingly, in Japanese Laid Open Patent No. SHO-62-141341, the 
lubricating oil supplied to lubricate the second one-way clutch flows out 
through the space between the carrier and the side surface of the second 
one-way clutch and the space between the ring gear of the dual planetary 
gear and the carrier, so that the second one-way clutch is not properly 
lubricated, and during high speed rotation in particular, this can cause 
seizure of the one-way clutch. 
Also, as disclosed in Japanese Laid Open Patent No. SHO-63-145846, the ring 
gear R2 of the dual planetary gear is supported by a disk-shaped support 
member 4 and anchored by a snap ring 3'. As indicated in FIG. 2b, because 
the snap ring 3' is simply engaged in the indented channel 14' to prevent 
the snap ring 3' from ejecting, a space k is created between the outer 
race 17 of the one-way clutch and the support member 4, and the 
lubricating oil flows out from the space k, so that the one-way clutch is 
not properly lubricated. In the same way as previously outlined, during 
high speed rotation in particular, this can cause seizure of the one-way 
clutch. 
SUMMARY OF THE INVENTION 
An object of the present invention is to provide, with due consideration to 
the drawbacks of such conventional devices, a lubrication device for a 
one-way clutch in an automatic transmission using a tapered snap ring for 
connecting a ring gear and a support member for the ring gear. 
In the present invention, for example, as shown in FIG. 1 and FIG. 2a, an 
automatic transmission (A) is provided with a planetary gear unit (2) and 
a one way clutch (F2) interposed between a ring gear (R2) for the 
planetary gear unit and a securing member (61), wherein the ring gear (R2) 
and the outer race (17) of the one-way clutch (F2) are arranged in the 
axial direction and are linked and secured together. The outer peripheral 
section (4a) of a disk-shaped supporting member engages the teeth of the 
ring ear (R2) and supports the ring gear (R2), and in order that the side 
surface (4d) of the outer peripheral section of the support member is in 
intimate contact with the end surface (17a) of the outer race, a tapered 
snap ring (3) is mounted in an indented groove (14) with a tapered surface 
(14a) formed in the ring gear (R2), and the support member (4) is thus 
secured and prevented from withdrawing. An oil sump for the lubricating 
oil supplied from the inner radial side is defined on the inner peripheral 
part (17b) of the outer race by the intimately contacted outer race (17) 
and the support member (4). 
As a result of the above structure, the ring gear (R2) of the planetary 
gear unit (2) rotates, based on operation of the automatic transmission 
(A). Then, the integral support member (4) also rotates by the rotation of 
the ring gear (R2). At this time, the side surface (4d) of the outer 
peripheral section of the support member is, based on the tapered snap 
ring (3) placed in intimate contact with the end surface of the outer 
race, so that the lubricating oil supplied from the inner radial side is 
stored in the inner radial part (17b) of the outer race, which becomes an 
oil sump, and lubricate the one-way clutch (F2). 
Incidentally, the reference numerals in the parenthesis are used only for 
reference with the drawings and do not limit the structure of the 
invention. The same number may be named differently in the following 
description and in the previous description in which broader concepts are 
adopted.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
Now referring to FIG. 3, an automatic transmIssion A applicable to the 
present invention comprises three shafts, that Is an input shaft 15 
aligned with an engine crank shaft 21, a counter shaft 22, and a front 
axle shaft formed of shafts 23a, 23b. A first automatic transmission 
mechanism section 1 and a torque converter 26 with a lockup clutch 25 are 
supported on the input shaft 15, and a second automatic transmission 
mechanism section 27 is supported on the counter shaft 22. A front 
differential device 29 is supported on the front axle shafts 23a, 23b. 
The first automatic transmission mechanism section 1 comprises a planetary 
gear unit 2 assembled from a single planetary gear 30 and a dual planetary 
gear 31. In the planetary gear unit 2, the common sun gear S1 of the two 
planetary gears and the common carrier CR1 are formed and in addition, a 
long pinion P1 is engaged with the sun gear S1. The input shaft 15 and a 
ring gear R1 of the single planetary gear 30 are linked through a first 
(forward) clutch C1, and the input shaft 15 and the sun gear S1 are linked 
through a second (reverse and direct) clutch C2. The sun gear S1 is 
directly engaged with and stopped by the first brake B1, and prevented 
from rotating in one direction by means of the second brake B2 through a 
first one-way clutch F1. A ring gear R2 of the dual planetary gear 31 is 
directly engaged with and stopped by a third brake B3, and prevented from 
rotating in one direction by a second one-way clutch F2. The carrier CR1 
is linked to a counter drive gear 8 which is supported on the casing 
bulkhead. The gear 5 is an output member of the automatic transmission 
mechanism section 1. 
The second automatic transmission mechanism section 27 has a single 
planetary gear S2. The sun gear S3 and a carrier CR3 of the planetary gear 
32 are linked to each other through a third (direct) clutch C3. In 
addition, the sun gear S3 is directly engaged with and stopped by a fourth 
(under-drive) brake B4, and is prevented from rotating in one direction by 
means of a one-way clutch F3. The ring gear R3 engages the counter drive 
gear 5 and is linked to a counter-driven gear 33 which is the input member 
of the automatic transmission mechanism section 27. The carrier CR3 is 
linked to the counter shaft 22. A reducing gear 35 which is the output 
member of the automatic transmission mechanism section 27 is secured to 
the counter shaft 22. 
The front differential device 29 comprises a differential carrier 36 and a 
pair of left and right sun gears 37a, 37b. A ring gear 39 is secured to a 
gear mounting casing which forms the differential carrier 36. The ring 
gear 39 engages the reducing gear 35 to complete the speed reducing 
mechanism. The left and right gears 37a, 37b are linked to the left and 
right front axle shafts 23a, 23b respectively. 
The operation of the automatic transmission A will now be explained with 
reference to FIG. 4. 
The rotation of the engine crank shaft 21 is transmitted to the input shaft 
-B through the torque converter 26 or the lockup clutch 25. In the first 
speed status in the D range, the first clutch C1 is placed in an engaged 
state, and the fourth brake B4 is in a stopped state. In this status, in 
the first automatic transmission mechanism section 1, the rotation of the 
input shaft 15 is transmitted to the ring gear R1 of the single planetary 
gear 30 through the first clutch C1, and the ring gear R2 of the dual 
planetary gear 31 is prevented from rotating by the second one-way clutch 
F2, so that while the sun gear S1 is idling in the reverse direction, the 
common carrier gear CR1 is caused to rotate at a greatly reduced speed in 
the forward direction, and rotation is produced through the counter drive 
gear 5. In the second automatic transmission mechanism section 27, the sun 
gear S3 is stopped by means of the fourth brake B4 and the third one-way 
clutch F3, so that the rotation from the counter-driven gear 33 is 
produced as a reduced speed rotation in the carrier CR3 from the ring gear 
R3. Accordingly, the first speed rotation of the first automatic 
transmission mechanism section 1 and the reduced speed rotation of the 
second automatic transmission mechanism section 27 are combined, and the 
rotation is transmitted to the front differential device 29 through the 
reducing gear 35 and the ring gear 39, and is then transmitted to the left 
and right front axle shafts 23a, 23b. 
In the second speed status in the D range, the second brake B2 is activated 
in addition to the connection of the first clutch C1 and the action of the 
fourth brake B4. Whereupon the rotation of the sun gear S1 is halted from 
the action of the first one-way clutch F1 based on the brake B2. 
Accordingly, with the rotation of the first ring gear R1 through the input 
shaft 15, while the ring gear R2 of the dual planetary gear 31 is being 
idled in the forward direction, the carrier CR1 rotates with reduced speed 
in the forward direction, and the rotation is produced as the second speed 
in the counter drive gear 5. The second automatic transmission mechanism 
section 27 remains unchanged at reduced speed. The second speed of the 
first automatic transmission mechanism section 1 is combined with the 
reduced rotation of the second automatic transmission mechanism section 
27, and the resulting rotation is transmitted to the front axle shafts 
23a, 23b. 
Incidentally, simultaneously the first brake B1 may be activated, so that 
the large transmission torque reaction upon up-shifting is dispersed and 
borne in the first brake B1 and the second brake B2, and that the engine 
brakIng is operated upon coasting. 
In the third speed status in the D range, the first automatic transmission 
mechanism section 1 maintains the second speed status without change, and 
when the fourth brake B4 in the second automatic transmission mechanism 
section 27 is released, the third clutch C3 is sun gear S3 become 
connected to each other, and the planetary gear 32 rotates as one unit to 
produce direct rotation in the counter shaft 22. At this time, the fourth 
brake B4 is released a little before the engagement of the third clutch 
C3, and shifting is made by the third one-way clutch F3 preventing 
transmission from becoming impossible. Accordingly, the two-speed rotation 
of the first automatic transmission mechanism section 1 and the direct 
rotation of the second automatic transmission mechanism section 27 are 
combined, and the third speed is obtained as a whole in the automatic 
transmission A. 
The fourth speed status in the D range is obtained from the third speed 
status with the second clutch C2 placed in engagement. Whereupon, rotation 
is transmitted to the ring gear R1 through the first clutch C1 from the 
input shaft 15, and to the sun gear S1 through the second clutch C2. The 
planetary gear unit 2 rotates integrally, and rotation is directly 
transmitted to the counter-driven gear 5. Then, the directly connected 
rotation of the first automatic transmission mechanism section 1 and the 
directly connected rotation of the second automatic transmission mechanism 
section 27 are combined. In addition, the counter drive gear 5 and the 
driven gear 33 are in a prescribed acceleration relationship, so that the 
entire automatic transmission A is subjected to overdrive rotation. At 
this time, in case that the first brake B1 is activated in the second and 
third speeds, when an upshift is made to the fourth speed, the first brake 
B1 is activated a little ahead of time, so that while the sun gear S1 is 
being stopped by the one way clutch F1, the second clutch C2 is engaged, 
and shift shock upon interchange is prevented. 
In addition, the third range is the same as the status where the first 
brake B1 is activated during the application of the second and third 
speeds in the previously mentioned D range having the first, second and 
third speeds. 
Also, the second range is the same as the first and second speed status in 
the above third range. 
In the first speed status in the first range, in addition to the engagement 
of the first clutch C1 and the action of the fourth brake B4, the third 
brake B3 is activated. In this status, the ring gear R2 is stopped when 
engaged by the second one-way clutch F2, and the third brake B3 is stopped 
without regard to the direction of rotation, so that the engine brake is 
activated. In addition, the second speed status is the same as the second 
speed status in the second range. 
In the reverse range, the second clutch C2 is engaged, and at the same 
time, the third brake B3 and the fourth brake B4 are activated. In this 
status, the rotation of the input shaft 15 is transmitted to the sun gear 
S1 through the second clutch C2. Also in this status, the ring gear R2 of 
the dual planetary gear 31 is secured by the action of the third brake B3, 
so that while the ring gear R1 of the single planetary gear 30 is made to 
rotate in reverse, the carrier CR1 also rotates in reverse, and the 
reverse rotation of the carrier is produced at the counter drive gear 5. 
Further, the speed of the reverse rotation of the counter drive gear 6 is 
reduced by the second automatic transmission mechanism section 27 and is 
transmitted to the front axle shafts 23a and 23b. 
Next, an explanation will be given of the automatic transmission A by means 
of a specific embodiment with reference to FIG. 5. 
The automatic transmission A has an integral casing apparatus comprising a 
transaxle casing 6, a transaxle housing 41, and a rear cover 42. The input 
gear 3, the counter shaft 22, and the ring gear mounting casing 36 which 
is differential carrier of the front differential device 29 are free 
rotationally supported in the casing apparatus. Then, the torque converter 
26 which has a lockup clutch, and the first automatic transmission 
mechanism section 1 are positioned on the input shaft 15. The second 
automatic transmission mechanism section 27 is positioned on the counter 
shaft 22. In addition, a valve body 44 is positioned on the transaxle 
casing 6. 
In the first automatic transmission mechanism section 1, a brake section 
43, an output section 45, the planetary gear unit 2, and a clutch section 
47 are arranged in order in the axial direction from the engine crank 
shaft 21 to the rear. An oil pump 49 is positioned between the brake 43 
and the torque converter 26. A hollow shaft 50 is free rotationally 
supported by the input shaft 15. 
The planetary gear unit 2 comprises the single planetary gear 30 and the 
dual planetary gear 31, as shown in FIG. 2. The single planetary gear 30 
comprises the sun gear S1 formed on the hollow shaft 80, the ring gear R1, 
and the carrier CR1 which supports the pinion P1 which engages the ring 
gear R1 and the sun gear S1. The dual planetary gear 31 comprises the sun 
gear S1 formed on the hollow shaft 50, the ring gear R2, and the carrier 
CR1 which supports the first pinion P1 and the second pinion P2 to 
mutually engage together, wherein the first pinion P1 is engaged with the 
sun gear S1, and the second pinion P2 is engaged with the ring gear R2. 
Both the planetary gears 30, 31 have gears with the same number of teeth, 
which form a common gear, that is the sun gear S1 on the hollow shaft 50. 
The carriers are integrally connected to form a carrier CR1 and the pinion 
P1 is formed from an integral long pinion. 
The brake section 43 comprises the first one-way clutch F1, the first brake 
B1 comprising a multiplate brake and the second brake B2 comprising a 
multiplate brake, which are arranged in the brake section 43 in order from 
the radially inner side to the radially outer direction. In addition, a 
hydraulic actuator 51 is formed adjacent to the first brake, and a 
hydraulic actuator 52 is formed adjacent to the second brake. The 
hydraulic actuators 51, 52 are radially juxtaposed and secured to the 
cover of the respective oil pump 49. In addition, the first brake B1 is 
connected to the hollow shaft 50, and the inner race of the first one-way 
clutch F1 is connected to the hollow shaft 60 with its outer race 
connected to the second brake B2. 
An output section 45 is positioned at almost dead center of a first 
automatic transmission mechanism section 1 and is equipped with a 
counterdrive gear 5. The counterdrive gear 5, as shown in more detail in 
FIG. 1, is provided with a boss section 5a of a specified length and a 
large diameter gear section 5b. In addition, a spline 55 is formed on the 
inner peripheral surface of the boss section 5a. Also, a screw 56 of a 
specified length is formed on the rear end of the boss section 5. In 
addition, in the counterdrive gear 5, the outer peripheral surface of the 
boss section is free rotationally supported through a bearing unit B by a 
bulkhead 6' formed in the transaxle casing 6, and the boss section 57 of 
the carrier CR1 engages the boss section spline 56. The bearing unit B is 
a double tapered bearing comprising two arrays of inner races 10a, 10b, 
two arrays of tapered rollers 11a, 11b, and a single outer race 2. The two 
arrays of inner races 10a, 10b are engaged with the outer peripheral 
surface of the countergear boss section 5a with a plastic spacer 59 
interposed therebetween, a nut 60 is tightened on the screw 56, and a 
certain plate load is applied. Also, the outer race 12 comprises an 
engaging section 12a engaged in the support surface of the casing bulkhead 
6', a collar section 12bwhich expands in the outer radial direction on the 
front edge side of the engaging section 12a, and an extension section 12c 
which extends for a specified length from the rear end side of the 
engaging section 12a. In addition, the engaging section 12a comprises an 
alignment section 12a.sub.2 and a spline section 12a.sub.1. A spline 
12c.sub.1 extending from the spline section 12a.sub.1 is formed on the 
extension section 12c. An annular indented groove having a tapered rear 
end surface is formed in the extension section 12c, and by the 
installation of a tapered snap ring 13 in this indented groove, the casing 
bulkhead 6' is interposedly supported between the collar section 12c and 
the snap ring 13 wherein the action of a certain tensile stress is applied 
to the outer race 12. The alignment section 12a.sub.2 of the engaging 
section of the outer race 12 intimately contacts the alignment section 6'a 
of the casing support surface for alignment, and the spline section 
12a.sub.1 engages the spline section 6'b and prevents rotation. On the 
outer periphery of the extension section 12c an inner race 61 of the 
second one-way clutch F2 is engaged and supported by a spline. 
In addition, a lubricant oil hole d is formed in the casing bulkhead 6' and 
a space e is formed between the alignment section 12a.sub.2 in the outer 
race engaging surface 12a and the spline section 12a.sub.1. An oil hole f 
is formed in the outer race 12, and an annular indented section g is 
formed in the outer end of the inner peripheral surface of the inner race 
61 of the second one-way clutch F2 to slightly project into the inner 
radial side. In addition, an oil hole h is a formed toward the sprag of 
the one-way clutch from the indented section g. An oil hole 57c is formed 
in the carrier boss section 57 which opposes the bearing 8. An oil hole 
50b is formed in a hollow shaft 50 which is engaged with the boss section 
57. In addition, a lubricant oil hole 15b is formed in the center section 
of an input shaft 15, and a cross-hole 15c is formed for the oil hole 15b 
in a suitable location. 
The outer race 17 of the second one-way clutch F2 is secured in the ring 
gear R2 of the dual planetary gear 31, and the spline 4a of the 
disk-shaped support member 4 engages the ring ear R2. Also, as shown in 
FIG. 2a, because the tapered snap ring 3 is intimately engaged with the 
outer race 17 along the tapered surface 14a of the snap ring groove 14 
formed in the ring gear tooth surface, the support member 4 is secured to 
the ring gear R2. Therefore, the tapered snap ring 3 is energized so that 
the side surface 4d of the support member 4 is intimately contacted with 
the side surface 17a of the outer race 17, and an oil pump for lubricant 
which is supplied to the one-way clutch F2 is formed in the inner 
peripheral surface 17b of the outer race 17. 
The support member 4 is supported by the counter gear boss section 5a and 
the carrier CR1 through thrust bearings 7, 8 at the radially inner section 
surfaces 4b, 4c. Accordingly, the second one-way clutch F2 is juxtaposed 
in the axial direction between the planetary gear unit 3 and the casing 
bulkhead 6'c. In addition, the third brake B3 is interposed between the 
outer periphery of the ring gear R2 and the axle casing 6, and a cylinder 
is formed on one side of the surface section of the bulkhead 6'c. In 
addition, the hydraulic actuator 65 formed from a piston 65b is 
interposedly positioned between the one-way clutch F2 and the cylinder. 
Further, the hydraulic actuator 65 is provided with a cylindrical, 
comb-tooth shaped arm 65c. This arm extends in the axial direction through 
the radially outer side of the second one way clutch F2, so that a return 
spring 66 is arranged in the combtooth section and the third brake B3 is 
controlled. 
The clutch section 47 is provided with the first (forward) clutch C1 and 
the second (direct) clutch C2, as shown in FIG. 5, and is positioned at 
the rear edge of the first automatic transmission mechanism section 1 and 
housed in the rear cover 42. In addition, the rear edge section of the 
input shaft 15 forms the sleeve section 15a by which the boss section 42a 
of the cover 42 is engaged. In addition, a clutch drum 67 is integrally 
linked to the sleeve section 15a. A movable member 69 is engaged to freely 
slide only in the axial direction on the clutch drum 67 by means of a 
spline. A piston member 70 is fitted with the movable member 69. In 
addition, the movable member 69 defines an oil chamber cooperating with 
the cylinder which is formed from the inner peripheral surface of the 
clutch drum 67, thereby forming a hydraulic actuator 71 for use with the 
first clutch C1. A piston member 70 defines an oil chamber cooperating 
with the cylinder formed from the inner peripheral surface of the movable 
member 69, thereby forming a hydraulic actuator 72 for use with the second 
clutch C2. Set between the piston member 70 and the snap ring secured to 
the sleeve 15a is a spring 73, which forms a return spring which is common 
to the piston members 69, 70 of the hydraulic actuators 71, 72. In 
addition, the first clutch C1 is interposed between the spline formed on 
the inner peripheral surface of the radially outer section of the clutch 
drum 67 and the spline formed on the outer peripheral surface of the ring 
gear R1. The second clutch C2 is interposed between the spline formed on 
the inner peripheral surface of the radially outer section of the movable 
section 69 and the spline formed on the outer peripheral surface of the 
hub section 50a secured to the hollow shaft 60. 
The second automatic transmission mechanism section 27 is provided with one 
single planetary gear 32. Also, the counter driven gear 33 is free 
rotationally supported on the counter shaft 22 through a bearing 75, and 
the reducing gear 35 is secured to the counter shaft 22. The ring gear R3 
of the planetary gear 32 is linked to the counter-driven gear 33. The 
carrier CR3 which supports the pinion P3 is integrally formed by expansion 
in the radially outer direction of the counter shaft 22. The sun gear S3 
is formed on a hub 76 which is free rotationally supported on the shaft 
22. A drum 77 secured to the radially outer section of the hub is engaged 
on its outer peripheral surface by the fourth brake B4 which is a hand 
brake. The third clutch C3 is interposed between the inner peripheral 
surface of the drum 77 and the hub secured to the carrier CR3. A piston 
engages the hub 76 adjacent to the clutch C3 and forms a hydraulic 
actuator for the clutch C3. The third one-way clutch F3 is interposed 
between the extension of the hub 76 and the casing 6. 
The front differential device 29 is provided with the ring gear mounting 
casing 36 which forms a differential carrier. The casing 36 is free 
rotationally supported on the housing 41 and casing 6 through a bearing. 
The large diameter ring gear 39 which engages the reducing gear 35 is 
secured to the mounting casing 36. In its inner section, a pinion gear 81 
is free rotationally supported by a pinion shaft 80, and the right and 
left side gears 37a, 37b which engage the gear 81 are free rotationally 
supported. A pair of right and left front axle shafts 23a, 23b are 
respectively engaged and linked by the side gears 37a, 37b. 
As a result of this structure of the present invention, lubricant, which is 
supplied from the oil hole d of the casing 6, is fed into the space e, and 
supplied to the tapered roller bearings 11a, 11b through the oiling hole 
f, and also supplied to the splines 12a.sub.l, 12c.sub.1. After 
lubricating the tapered roller bearing 11a and the splines 12c.sub.1 and 
12a.sub.1, the lubricant is accumulated in the annular indented section g, 
and is supplied to the one-way clutch F2 through the oil hole h. The 
lubricant supplied through the oil hole 15b of the input shaft 15 passes 
through the cross-hole 15c, the oil hole 50b of the hollow shaft 50 and 
the oiling hole 57c of the boss section 57 of the carrier CR1, and 
lubricates the bearings 7 and 8. In addition, the lubricant which 
lubricates the bearing 8 flows together with the lubricant which has 
lubricated the tapered roller bearing 11a, and lubricates the one-way 
clutch F2 from the annular indented section g via the oil hole h, and 
flows into the oil sump 17b. In addition, this lubricant flows to the oil 
sump 17b through the space between the one-way clutch F2 and the support 
member 4. Then, based on the intimate contact of the support member 4 with 
the outer race 17 by the tapered snap ring 3, the lubricant stored in the 
oil sump 17b reliably lubricates the second one-way clutch F2 without 
flowing out of the feed section of the support member 4 and the outer race 
17. 
TECHNICAL ADVANTAGES OF THE INVENTION 
As explained above, by means of the present invention, the tapered snap 
ring (3) is installed in the ring gear (R2) for intimate contact of the 
outer peripheral side section (4d) of the support member to the end 
surface (17a) of the outer race, so that the support member (4) is secured 
and prevented from coming out. The oil sump 17b is formed by the outer 
race (17) and the support member (4) in intimate contact for the lubricant 
supplied from the inner radial side in the inner peripheral part of the 
outer race, so that the lubricant is prevented from flowing oui of the 
space where the ring gear (R2) and the support member (4) engage. Also, 
the one-way clutch (F2) can be reliably lubricated within the oil sump 
(17b). As a result, even when the one-way clutch (F2) is rotating at high 
speed, seizure of the one-way clutch can be more reliably prevented.