CN107524789B

CN107524789B - Transmission for vehicle

Info

Publication number: CN107524789B
Application number: CN201710422933.3A
Authority: CN
Inventors: 松元光辅; 笹子洋平
Original assignee: Suzuki Motor Corp
Current assignee: Suzuki Motor Corp
Priority date: 2016-06-17
Filing date: 2017-06-07
Publication date: 2020-04-07
Anticipated expiration: 2037-06-07
Also published as: CN107524789A; FR3052836A1; DE102017209853B4; DE102017209853A1; FR3052836B1

Abstract

A transmission for a vehicle is provided which is capable of supplying oil between an intermediate gear and an intermediate shaft to be lubricated in accordance with the running speed of the vehicle and reducing the amount of oil stored in a transmission case. In the transmission, an input gear and an intermediate gear constituting a low-speed gear are provided on a partition wall side, and an input gear and an intermediate gear constituting a high-speed gear are provided on a side wall side. The oil guide includes an oil introduction portion, an oil passage portion, and an oil discharge portion, and the oil introduction portion opens toward the final driven gear in a direction along the wall surface of the partition wall above the 1 st oil groove and the 2 nd oil groove. The oil passage portion extends from the oil introduction portion to the other end portion in the axial direction of the 2 nd intermediate shaft above the 2 nd intermediate shaft, and the oil discharge portion supplies the oil introduced from the oil introduction portion to the oil passage portion to the 1 st side wall side intermediate bearing portion and the 2 nd side wall side intermediate bearing portion.

Description

Transmission for vehicle

Technical Field

The present invention relates to a vehicle transmission.

Background

In a transmission mounted in a vehicle such as an automobile, Oil carried up by rotation of a rotating body is captured by an Oil guide (Oil guide) and supplied to a lubrication site in order to lubricate gears, a rotating shaft, and the like in a transmission case.

Conventionally, as an oil deflector provided in a transmission, for example, an oil deflector described in patent document 1 is known. The oil deflector has: a 1 st oil catching unit that catches oil carried up by rotation of the final driven gear; and a 1 st oil passage extending from the 1 st oil catching portion to a leading end on an axial direction end side of the input shaft and the output shaft.

Further, the oil deflector has: a 2 nd oil catching portion which is disposed adjacent to the 1 st oil catching portion and a side portion of the 1 st oil passage and catches oil carried up by rotation of an intermediate reverse gear provided in the output shaft; and a partition wall that is provided upright between the 1 st oil catch portion and the 2 nd oil catch portion and extends in the axial direction.

The oil guide can use oil carried by rotation of the final driven gear and oil carried by the intermediate reverse gear when the rotation speed of the final driven gear is reduced, and therefore, a large amount of oil can be captured and supplied to the lubrication portion.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2013-108595

Disclosure of Invention

Problems to be solved by the invention

In such a conventional vehicular transmission, oil is flowed into an oil guide through a final driven gear and an intermediate reverse gear both during low-speed running and during high-speed running of the vehicle, and the oil is supplied from the oil guide to a gear, an input shaft, and an output shaft that constitute each shift stage. Therefore, the oil guided out from the oil guide outlet is supplied into each shaft only from the axial end portion of the input shaft and the output shaft located on the oil guide outlet end side.

Therefore, in both the low-speed running and the high-speed running of the vehicle, as much oil as possible flows from the inlet end to the outlet end of the oil guide by the rotation of the final driven gear and the intermediate reverse gear, and then is supplied only from the outlet end of the oil guide into each of the input shaft and the output shaft.

Further, in order to improve the lubricity in each of the input shaft and the output shaft, it is necessary to cause more oil to flow into the discharge end of the oil guide. As a result, the amount of oil stored in the transmission case must be increased, and the stirring resistance of the final driven gear immersed in the oil may be increased.

The present invention has been made in view of the above-described problems, and an object thereof is to provide a transmission for a vehicle capable of supplying oil between an intermediate gear and an intermediate shaft that require lubrication in accordance with the traveling speed of the vehicle and reducing the amount of oil stored in a transmission case.

Means for solving the problems

A vehicle transmission according to the present invention includes: a transmission case having a partition wall facing the internal combustion engine and a side wall facing the partition wall, and storing oil at a bottom portion; an input shaft having an oil passage extending in an axial direction and housed in the transmission case, the input shaft being to which power of the internal combustion engine is transmitted; an input gear for low-speed gear shifting provided to the input shaft; an input gear for a high-speed gear shift, which is provided on the input shaft, and in which a gear ratio of the high-speed gear shift is smaller than a gear ratio of the low-speed gear shift; an intermediate shaft that is housed in the transmission case and has an oil passage extending in an axial direction; a low-speed-shift intermediate gear provided on the intermediate shaft and meshing with the low-speed-shift input gear; an intermediate gear for a high-speed gear shift stage provided on the intermediate shaft and meshing with the input gear for the high-speed gear shift stage; and a final drive gear provided on the intermediate shaft and meshing with the input gear for the high-speed gear; a partition wall side intermediate bearing portion provided in the partition wall, the partition wall side intermediate bearing portion supporting one end portion in the axial direction of the intermediate shaft and allowing the one end portion to rotate freely; a side wall side intermediate bearing portion provided on the side wall, supporting the other end portion in the axial direction of the intermediate shaft, and allowing the other end portion to rotate freely; a differential device which is housed in the transmission case, has a final driven gear which is engaged with the final drive gear and whose lower portion is immersed in oil, and transmits power to left and right wheels; and an oil guide into which oil carried by rotation of the final driven gear is introduced, wherein the input gear for low speed shift and the intermediate gear for low speed shift are provided on the side of the partition wall, the input gear for high speed shift and the intermediate gear for high speed shift are provided on the side of the partition wall, an oil groove is formed in a wall surface of the partition wall facing the side wall, the oil groove is concave, extends from a wall surface side portion of the wall surface facing the final driven gear toward the partition wall side intermediate bearing portion, and communicates with the oil passage of the intermediate shaft, the oil guide includes an oil introduction portion, an oil passage portion, and an oil discharge portion, the oil introduction portion opens toward the final driven gear above the oil groove in a direction along the wall surface of the partition wall, the oil passage portion extends from the oil introduction portion to the other end portion in the axial direction of the intermediate shaft above the intermediate shaft, and the oil discharge portion supplies the oil guided from the oil introduction portion to the oil passage portion to the side wall side intermediate bearing portion.

Effects of the invention

Thus, according to the present invention described above, oil can be supplied between the intermediate gear and the counter shaft that require lubrication in accordance with the traveling speed of the vehicle, and the amount of oil stored in the transmission case can be reduced.

Drawings

Fig. 1 is a perspective view of a vehicular transmission according to embodiment 1 of the present invention as viewed from above.

Fig. 2 is a plan view of a vehicular transmission according to embodiment 1 of the present invention.

Fig. 3 is a side view of the vehicle transmission according to embodiment 1 of the present invention as viewed from the other end side in the axial direction of the input shaft.

Fig. 4 is a view of the inside of the vehicular transmission according to embodiment 1 of the invention as viewed from the rear.

Fig. 5 is a side view of the clutch housing as viewed from the V-V direction of fig. 4.

Fig. 6 is a side view of the transmission case as viewed from the direction VI-VI of fig. 4.

Fig. 7 is a development view of a vehicular transmission according to embodiment 1 of the invention.

Fig. 8 is a view of the vehicle transmission according to embodiment 1 of the present invention, when the inside of the transmission including oil guides having different shapes is viewed from the rear.

Fig. 9 is a side view of the clutch housing as viewed from direction VIII-VIII of fig. 8.

Fig. 10 is a development view of a vehicular transmission according to embodiment 2 of the invention.

Description of the reference numerals

1: an engine (internal combustion engine); 2: a transmission; 3: a transmission case; 4A: a partition wall; 4 d: a wall surface (a wall surface of a partition wall); 4 e: a wall surface side part; 5A: a side wall; 8: a differential device; 9: an input shaft; 9A: an input gear for 1-speed gear (an input gear for low-speed gear); 9B: an input gear for 2-speed gear (input gear for low-speed gear); 9C: an input gear for 5-speed gear (input gear for high-speed gear); 9D: an input gear for the 3-speed gear (input gear for the high-speed gear); 9E: an input gear for 4-6 gears (an input gear for a high-speed gear); 9 b: the other end (end of the input gear); 10: 1 st intermediate shaft (intermediate shaft); 10A: an intermediate gear for 1-speed gear (an intermediate gear for low-speed gear shift); 10B: an intermediate gear for 2-speed gear (an intermediate gear for low-speed gear shift); 10C: an intermediate gear for 3-speed gear (intermediate gear for high-speed gear); 10D: an intermediate gear for 4-speed gear (intermediate gear for high-speed gear); 10E: a reverse gear dedicated gear (intermediate gear for low-speed gear change); 10F: a final drive gear; 10 a: one end (one end in the axial direction of the intermediate shaft, one end in the axial direction of the 1 st intermediate shaft); 10 b: the other end (the other end in the axial direction of the intermediate shaft); the other end in the axial direction of the 2 nd intermediate shaft); 10L (1 st oil passage); 11: the 2 nd intermediate shaft (intermediate shaft); 11A: a reverse gear (an intermediate gear for low-speed shift); 11B: an intermediate gear for 5-speed gear (intermediate gear for high-speed gear); 11C: intermediate gears (intermediate gear for high-speed gear shift, intermediate gear for highest-speed gear shift); 11F: a final drive gear; 11 a: one end (one end in the axial direction of the intermediate shaft, one end in the axial direction of the 2 nd intermediate shaft); 11 b: the other end (the other end in the axial direction of the intermediate shaft, the other end in the axial direction of the 2 nd intermediate shaft); 11L: an oil passage (2 nd oil passage); 12B: a side wall side input bearing portion; 13A: a partition wall side intermediate bearing portion (1 st partition wall side input bearing portion); 13B: a side wall side intermediate bearing portion (1 st side wall side input bearing portion); 14A: a partition wall side intermediate bearing portion (a 2 nd partition wall side input bearing portion); 14B: a side wall side intermediate bearing portion (2 nd side wall side input bearing portion); 31: a final driven gear; 31 a: a lower portion (lower portion of the final driven gear); 36A: a 1 st oil groove; 36B: a 2 nd oil groove; 38: a communication groove (communication path); 42L, 42R: a wheel; 51: an oil deflector; 52: an oil introduction part; 53: an oil passage portion; 53A: an upstream side oil passage portion; 53B: a middle side oil passage part; 53C: a downstream side oil passage portion; 53D: a branch passage part; 53 a: a downstream end (downstream end of the upstream-side oil passage portion); 53 b: a downstream end (a downstream end of the intermediate-side oil passage portion); 54: an oil discharge portion; 54A: 1 st oil discharge part; 54B: a 2 nd oil discharge part; 71: a washer (1 st restricting member); 73: a circlip (No. 2 restricting part); 75: partition walls (partition wall, 1 st partition wall); 75 m: a fitting hole (1 st mounting part); 76: partition walls (partition wall, No. 2 partition wall); 76m, and (2): fitting hole (2 nd mounting part).

Detailed Description

(embodiment mode)

A vehicle transmission according to an embodiment of the present invention includes: a transmission case having a partition wall opposing the internal combustion engine and a side wall opposing the partition wall, storing oil at a bottom; an input shaft having an oil passage extending in an axial direction, housed in a transmission case, and to which power of an internal combustion engine is transmitted; an input gear for low-speed gear shifting provided to the input shaft; an input gear for a high-speed gear shift, which is provided on the input shaft, and has a gear ratio smaller than that of a low-speed gear shift; an intermediate shaft that is housed in a transmission case and has an oil passage extending in an axial direction; an intermediate gear for low-speed gear shift, which is provided on the intermediate shaft and meshes with the input gear for low-speed gear shift; an intermediate gear for a high-speed gear shift, which is provided on the intermediate shaft and meshes with the input gear for the high-speed gear shift; and a final drive gear provided on the intermediate shaft and meshing with the input gear for the high-speed gear; a partition wall side intermediate bearing portion provided in the partition wall, supporting one end portion in the axial direction of the intermediate shaft, and allowing the one end portion to rotate freely; a side wall side intermediate bearing portion provided in the side wall, supporting the other end portion in the axial direction of the intermediate shaft, and allowing the other end portion to rotate freely; a differential device which is accommodated in the transmission case, has a final driven gear which is engaged with the final drive gear and whose lower portion is immersed in oil, and transmits power to the left and right wheels; and an oil guide into which oil carried up by rotation of the final driven gear is introduced, wherein in the vehicular transmission, an input gear for a low speed gear and an intermediate gear for a low speed gear are provided on the side of the partition wall, an input gear for a high speed gear and an intermediate gear for a high speed gear are provided on the side of the partition wall, an oil groove is formed in a wall surface of the partition wall facing the side wall, the oil groove being concave and extending from a wall surface side portion of the wall surface facing the final driven gear toward the partition wall side intermediate bearing portion, the oil guide is communicated with an oil passage of the intermediate shaft, and includes an oil introduction portion that opens toward the final driven gear in a direction along a wall surface of the partition wall above the oil groove, an oil passage portion that extends from the oil introduction portion to the other end portion in the axial direction of the intermediate shaft above the intermediate shaft, and an oil discharge portion that supplies the oil guided from the oil introduction portion to the oil passage portion to the side wall side intermediate bearing portion.

Thus, oil can be supplied between the intermediate gear and the intermediate shaft that need to be lubricated in accordance with the traveling speed of the vehicle, and the amount of oil stored in the transmission case can be reduced.

[ examples ]

Hereinafter, an embodiment of a vehicular transmission according to the present invention will be described with reference to the drawings.

(embodiment 1)

Fig. 1 to 9 are views showing a vehicular transmission according to embodiment 1 of the present invention. In fig. 1 to 9, the up-down, left-right, front-rear direction is a direction viewed from a driver riding in the vehicle.

First, the configuration is explained.

In fig. 1, an engine 1 as an internal combustion engine and a transmission 2 connected to the engine 1 are provided in an engine room, not shown, of a vehicle. The output of the engine 1 is transmitted from the transmission 2 to left and

right wheels

42L, 42R (see fig. 7) via left and

right drive shafts

41L, 41R.

In fig. 1 and 2, the transmission 2 includes a transmission case 3, and the transmission case 3 includes a clutch housing 4 and a transmission case 5.

In fig. 2, a surface of the clutch housing 4 opposite to the engine 1 side is open.

A partition wall 4A is formed in a surface of the clutch housing 4 facing the transmission case 5, and the partition wall 4A faces the engine 1 in the vehicle width direction.

The interior of the transmission case 3 is partitioned by a partition wall 4A into a space inside the clutch housing 4 and a space inside the transmission case 5. The transmission case 5 has a side wall 5A opposed to the partition wall 4A in the vehicle width direction, and oil O (see fig. 3) is stored in a bottom portion of the transmission case 5.

In fig. 2 and 7, the clutch 6 is housed inside the clutch housing 4.

A transmission mechanism 7 and a differential device 8 are housed inside the transmission case 5.

The transmission 2 inputs power of the engine 1 to a transmission mechanism 7 via a clutch 6, shifts the speed of the transmission mechanism 7 by operation of a shift shaft, not shown, and transmits the shifted rotation to the

drive shafts

41L and 41R via a differential device 8.

In fig. 1 and 7, the transmission mechanism 7 includes an input shaft 9, a 1 st intermediate shaft 10, and a 2 nd intermediate shaft 11, and as shown in fig. 7,

oil passages

9L, 10L, and 11L extending in the axial direction of the input shaft 9, the 1 st intermediate shaft 10, and the 2 nd intermediate shaft 11 are formed.

In fig. 7, the

radiation oil passages

9R, 10R, and 11R are formed in the input shaft 9, the 1 st intermediate shaft 10, and the 2 nd intermediate shaft 11, respectively. The

radiation oil passages

9R, 10R, 11R communicate the

oil passages

9L, 10L, 11L with the outside of the input shaft 9, the 1 st intermediate shaft 10, and the 2 nd intermediate shaft 11.

In fig. 5 and 7, the partition wall 4A has a partition wall side input bearing portion 12A, a 1 st partition wall side intermediate bearing portion 13A, and a 2 nd partition wall side intermediate bearing portion 14A. The 1 st partition wall side intermediate bearing portion 13A is formed below the partition wall side input bearing portion 12A, and the 2 nd partition wall side intermediate bearing portion 14A is formed above the 1 st partition wall side intermediate bearing portion 13A.

In fig. 6 and 7, the side wall 5A includes a side wall side input bearing portion 12B, a 1 st side wall side intermediate bearing portion 13B, and a 2 nd side wall side intermediate bearing portion 14B. The side wall side intermediate bearing portion 13B is formed below the side wall side input bearing portion 12B, and the 2 nd side wall side intermediate bearing portion 14B is formed above the 1 st side wall side intermediate bearing portion 13B.

In fig. 5 and 7, the partition wall side input bearing portion 12A has an opening 12A. One end portion 9a in the axial direction of the input shaft 9 is inserted into the clutch housing 4 through the opening 12a and coupled to the clutch 6, and the power of the engine 1 is transmitted to the input shaft 9 via the clutch 6.

In fig. 7, one end portion 9a in the axial direction of the input shaft 9 is rotatably supported by the partition wall side input bearing portion 12A via a bearing 15A, and the other end portion 9B in the axial direction of the input shaft 9 is rotatably supported by the side wall side input bearing portion 12B via a bearing 15B. The other end portion 9b in the axial direction of the input shaft 9 of the present embodiment constitutes an end portion in the axial direction of the input shaft of the present invention.

One end 10a in the axial direction of the 1 st intermediate shaft 10 is rotatably supported by the 1 st partition wall side intermediate bearing portion 13A via a bearing 16A, and the other end 10B in the axial direction of the 1 st intermediate shaft 10 is rotatably supported by the 1 st side wall side intermediate bearing portion 13B via a bearing 16B.

One end 11a in the axial direction of the 2 nd intermediate shaft 11 is rotatably supported by the 2 nd partition wall side intermediate bearing portion 14A via a bearing 17A, and the other end 11B in the axial direction of the 2 nd intermediate shaft 11 is rotatably supported by the 2 nd side wall side intermediate bearing portion 14B via a bearing 17B.

The 1 st intermediate shaft 10 of the present embodiment is disposed below the input shaft 9, and the 2 nd intermediate shaft 11 is disposed above the 1 st intermediate shaft 10. The 1 st intermediate shaft 10 of the present embodiment constitutes the intermediate shaft of the present invention and the 1 st intermediate shaft, and the intermediate shaft 11 constitutes the intermediate shaft of the present invention and the 2 nd intermediate shaft.

The 1 st partition wall side intermediate bearing portion 13A of the present embodiment constitutes a partition wall side intermediate bearing portion and a 1 st partition wall side intermediate bearing portion of the present invention, and the 1 st side wall side intermediate bearing portion 13B constitutes a side wall side intermediate bearing portion and a 1 st side wall side intermediate bearing portion of the present invention.

The 2 nd partition wall side intermediate bearing portion 14A of the present embodiment constitutes a partition wall side intermediate bearing portion and a 2 nd partition wall side intermediate bearing portion of the present invention, and the 2 nd side wall side intermediate bearing portion 14B constitutes a side wall side intermediate bearing portion and a 2 nd side wall side intermediate bearing portion of the present invention. The side-wall-side input bearing portion 12B of the present embodiment constitutes a side-wall-side input bearing portion of the present invention.

In fig. 2 and 7, the input shaft 9 is provided with an input gear 9A for 1-speed gear, an input gear 9B for 2-speed gear, an input gear 9C for 5-speed gear, an input gear 9D for 3-speed gear, and an input gear 9E for 4-speed-6-speed gear.

The input gear 9A for the 1-speed gear and the input gear 9B for the 2-speed gear are formed integrally with the input shaft 9, and the input gear 9C for the 5-speed gear, the input gear 9D for the 3-speed gear, and the input gear 9E for the 4-speed-6-speed gear are spline-fitted to the input shaft 9 and are not rotatable with respect to the input shaft 9.

The input gear 9A for 1-speed, the input gear 9B for 2-speed, the input gear 9C for 5-speed, the input gear 9D for 3-speed, and the input gear 9E for 4-speed-6-speed are provided in this order from the partition wall 4A to the side wall 5A in the axial direction of the input shaft 9, as the input gear 9A for 1-speed, the input gear 9B for 2-speed, the input gear 9C for 5-speed, the input gear 9D for 3-speed, and the input gear 9E for 4-speed-6-speed.

In fig. 4 and 7, the 1 st intermediate shaft 10 is provided with a 1 st-speed intermediate gear 10A, a 2 nd-speed intermediate gear 10B, a 3 rd-speed intermediate gear 10C, and a 4 th-speed intermediate gear 10D.

In fig. 7, the 1-speed intermediate gear 10A, the 2-speed intermediate gear 10B, the 3-speed intermediate gear 10C, and the 4-speed intermediate gear 10D are provided to be rotatable with respect to the 1 st intermediate shaft 10, and mesh with the 1-speed input gear 9A, the 2-speed input gear 9B, the 3-speed input gear 9D, and the 4-speed-6 input gear 9E constituting the same shift speed, respectively.

The 1-speed intermediate gear 10A, the 2-speed intermediate gear 10B, the 3-speed intermediate gear 10C, and the 4-speed intermediate gear 10D are provided in this order from the partition wall 4A to the side wall 5A in the axial direction of the 1 st intermediate shaft 10, as the 1-speed intermediate gear 10A, the 2-speed intermediate gear 10B, the 3-speed intermediate gear 10C, and the 4-speed intermediate gear 10D.

A final drive gear 10F is fixed to the 1 st intermediate shaft 10, and the final drive gear 10F is provided between the intermediate gear 10A for 1 st gear and the partition wall 4A.

The 1-speed intermediate gear 10A is provided with a reverse dedicated gear 10E. The reverse dedicated gear 10E is attached to the 1-speed intermediate gear 10A and rotates integrally with the 1-speed intermediate gear 10A. The 2 nd intermediate shaft 11 is provided with a reverse gear 11A for reverse gear, an intermediate gear 11B for 5 th gear, and an intermediate gear 11C for 6 th gear.

The reverse gear 11A, the 5 th intermediate gear 11B, and the 6 th intermediate gear 11C are provided to be rotatable with respect to the 2 nd intermediate shaft 11, and mesh with a reverse dedicated gear 10E, a 5 th input gear 9C, and a 4 th-6 th input gear 9E constituting the same shift speed, respectively.

The reverse gear 11A for reverse gear, the intermediate gear 11B for 5 th gear, and the intermediate gear 11C for 6 th gear are provided in this order from the partition wall 4A to the side wall 5A in the axial direction of the 2 nd intermediate shaft 11, from the partition wall 4A to the side wall 5A.

A final drive gear 11F is fixed to the 2 nd intermediate shaft 11, and the final drive gear 11F is disposed between the reverse gear 11A and the partition wall 4A.

In the transmission 2 of the embodiment, the gear ratios of the 1-speed intermediate gear 10A to the 6-speed intermediate gear 11C become smaller in order as the shift speed becomes larger. The input gear 9A for 1-speed gear and the input gear 9B for 2-speed gear of the present embodiment constitute the input gear for low-speed gear shift of the present invention, and the input gear 9D for 3-speed gear, the input gear 9C for 5-speed gear, and the input gear 9E for 4-speed-6-speed gear constitute the input gear for high-speed gear shift of the present invention.

The 1-speed intermediate gear 10A, the 2-speed intermediate gear 10B, the reverse dedicated gear 10E, and the reverse gear 11A of the present embodiment constitute a low-speed gear shift intermediate gear of the present invention, and the 3-speed intermediate gear 10C, the 4-speed intermediate gear 10D, the 5-speed intermediate gear 11B, and the 6-speed intermediate gear 11C constitute a high-speed gear shift intermediate gear of the present invention.

As shown in fig. 7, the input gear 9A for 1-speed gear, the input gear 9B for 2-speed gear, the intermediate gear 10A for 1-speed gear, the intermediate gear 10B for 2-speed gear, and the reverse gear 11A for reverse gear are provided closer to the partition wall 4A than the center C in the axial direction of the input shaft 9, the 1 st countershaft 10, and the 2 nd countershaft 11.

In the axial direction of the 1 st intermediate shaft 10, the 1 st intermediate gear 10B is closer to the partition wall 4A than the 2 nd intermediate gear 10C.

The input gear 9D for the 3-speed stage, the input gear 9C for the 5-speed stage, the input gear 9E for the 4-speed-6-speed stage, the intermediate gear 10C for the 3-speed stage, the intermediate gear 10D for the 4-speed stage, the intermediate gear 11B for the 5-speed stage, and the intermediate gear 11C for the 6-speed stage are provided closer to the side wall 5A than the axial center portion C of the input shaft 9, the 1 st intermediate shaft 10, and the 2 nd intermediate shaft 11 in the axial direction of the input shaft 9, the 1 st intermediate shaft 10, and the 2 nd intermediate shaft 11.

In the axial direction of the 2 nd intermediate shaft 11, the intermediate gear 11C for 6 th gear is closest to the side wall 5A. The intermediate gear 11C for the 6 th gear of the embodiment constitutes an intermediate gear for the highest gear of the present invention.

The differential device 8 includes: a differential case 32 to which a final stage driven gear 31 is fixed; a pinion shaft 33; a pair of pinions 34 (1 shown in the figure) rotatably supported by the pinion shaft 33; and a pair of side gears 35L, 35R that mesh with the pinion gears 34.

The side gears 35L, 35R are coupled to left and

right drive shafts

41L, 41R. The final stage driven gear 31 meshes with the final stage drive gear 10F of the 1 st countershaft 10 and the final stage drive gear 11F of the 2 nd countershaft 11.

The differential device 8 allows a differential motion between the left and

right drive shafts

41L, 41R and transmits the power of the final driven gear 31 to the

wheels

42L, 42R via the

drive shafts

41L, 41R.

The 1 st intermediate shaft 10 is provided with

hub sleeves

21A, 21B. The hub sleeve 21A is provided between the 1-speed intermediate gear 10A and the 2-speed intermediate gear 10B, and is moved in the axial direction of the 1 st intermediate shaft 10 by an unillustrated transmission mechanism having an unillustrated shift fork or the like.

The hub sleeve 21B is provided between the 3-speed intermediate gear 10C and the 4-speed intermediate gear 10D, and is moved in the axial direction of the 1 st intermediate shaft 10 by the transmission mechanism.

When either one of the

hub sleeves

21A, 21B moves in one or the other axial direction of the 1 st intermediate shaft 10, any one of the 1 st-gear intermediate gears 10A to 10D is coupled to the 1 st intermediate shaft 10.

Thus, any one of the input gear 9A for 1-speed, the input gear 9B for 2-speed, the input gear 9D for 3-speed, and the input gear 9E for 4-speed-6-speed transmits power to any one of the intermediate gear 10A for 1-speed to the intermediate gear 10D for 4-speed coupled to the 1 st intermediate shaft 10.

When power is transmitted to any one of the 1 st-gear intermediate gear 10A to the 4 th-gear intermediate gear 10D, power is transmitted from the final drive gear 10F of the 1 st countershaft 10 to the final driven gear 31 of the differential device 8, and the vehicle travels forward.

Hub sleeves

22A and 22B are provided on the 2 nd intermediate shaft 11. The hub sleeve 22A is provided between the reverse gear 11A and the 5-speed intermediate gear 11B, and is moved in the axial direction of the 2 nd intermediate shaft 11 by the transmission mechanism.

The hub sleeve 22B is provided between the 5-speed intermediate gear 11B and the 6-speed intermediate gear 11C, and is moved in the axial direction of the 2 nd intermediate shaft 11 by the transmission mechanism. When the hub sleeve 22A moves in the axial direction of the 2 nd intermediate shaft 11, the reverse gear 11A is coupled with the 2 nd intermediate shaft 11.

Accordingly, power is transmitted from the final drive gear 11F to the final driven gear 31 of the differential device 8 via the input gear 9A for 1 st gear, the idler gear 10A for 1 st gear, the reverse dedicated gear 10E, and the reverse gear 11A, and the vehicle travels backward.

When the hub sleeve 22B moves in one or the other of the axial directions of the 2 nd intermediate shaft 11, the 5 th-speed intermediate gear 11B or the 6 th-speed intermediate gear 11C is coupled to the 2 nd intermediate shaft 11.

When the 5 th or 6 th

intermediate gear

11B or 11C is coupled to the 2 nd intermediate shaft 11, power is transmitted from the 5 th or 4 th-6

th input gear

9C or 9E to the 5 th or 6 th intermediate gear 11B coupled to the 2 nd intermediate shaft 11.

When power is transmitted to the 5 th-speed counter gear 11B or the 6 th-speed counter gear 11C, power is transmitted from the final drive gear 11F of the 2 nd countershaft 11 to the final driven gear 31 of the differential device 8, and the vehicle travels forward. As shown in fig. 3, a lower portion 31a of the final driven gear 31 is immersed in oil O, and the oil O is carried by the rotation of the final driven gear 31.

In fig. 1, an oil guide 51 is provided at an upper portion of the transmission case 5, and oil lifted by rotation of the final driven gear 31 is introduced into the oil guide 51 and temporarily accumulated in the oil guide 51.

A recessed 1 st oil groove 36A and a recessed 2 nd oil groove 36B are formed in a wall surface 4d of the partition wall 4A facing the side wall 5A (see fig. 5). The 1 st oil groove 36A and the 2 nd oil groove 36B extend from a wall surface side portion 4e of the wall surface 4d, which is opposed to the final stage driven gear 31, toward the 1 st partition wall side intermediate bearing portion 13A and the 2 nd partition wall side intermediate bearing portion 14A.

The 1 st oil groove 36A and the 2 nd oil groove 36B communicate with the oil passage 10L of the 1 st intermediate shaft 10 and the oil passage 11L of the 2 nd intermediate shaft 11, respectively. The 1 st oil groove 36A passes below the 2 nd partition wall side intermediate bearing portion 14A, and is formed below the 2 nd oil groove 36A.

Here, the wall surface side portion 4e of the partition wall 4A facing the final stage driven gear 31 is a range of the wall surface 4d or a part of the wall surface 4d covered by the final stage driven gear 31 when the transmission case 5 is viewed from the left side (clutch housing 4 side) as shown in fig. 5.

In fig. 5, a notch portion 36C is formed in the partition wall side input bearing portion 12A. The notch portion 36C opens obliquely upward and communicates the inside of the transmission case 5 with the inside of the partition-wall-side input bearing portion 12A.

In fig. 6, the side wall side input bearing 12B, the 1 st side wall side intermediate bearing 13B, and the 2 nd side wall side intermediate bearing 14B are formed with notches 37A to 37C, respectively. The notches 37A to 37C are each opened obliquely upward, and communicate the inside of the transmission case 5 with the insides of the side wall side input bearing portion 12B, the 1 st side wall side intermediate bearing portion 13B, and the 2 nd side wall side intermediate bearing portion 14B.

A notch 37D is formed in a lower portion of the side wall side input bearing portion 12B. The notch 37D opens obliquely downward toward the notch 37B, and communicates the inside of the transmission case 5 with the inside of the side wall side input bearing 12B.

A concave communication groove 38 is formed in the side wall 5A, and the communication groove 38 communicates the inside of the side wall side input bearing portion 12B with the inside of the 1 st side wall side intermediate bearing portion 13B via the

notches

37B and 37D. The communication groove 38 of the present embodiment constitutes a communication path of the present invention.

In fig. 1, 2, and 4, the oil guide 51 includes a bottom wall 51A and

side walls

51B and 51C extending upward from both ends of the bottom wall 51A, and includes an oil introduction portion 52, an oil passage portion 53, and an oil discharge portion 54. The oil introduction portion 52 opens toward the final driven gear 31 in a direction along the wall surface 4d of the partition wall 4A above the 2 nd oil groove 36B (see fig. 5).

The oil passage portion 53 extends from the oil introduction portion 52 to the other end portion 10b in the axial direction of the 1 st intermediate shaft 10 and the other end portion 11b in the axial direction of the 2 nd intermediate shaft 11 above the 2 nd intermediate shaft 11. The oil discharge portion 54 supplies the oil guided from the oil guide portion 52 to the oil passage portion 53 to the 1 st sidewall side intermediate bearing portion 13B and the 2 nd sidewall side intermediate bearing portion 14B.

In fig. 1 and 5, the oil passage portion 53 includes an upstream oil passage portion 53A extending obliquely upward from the oil introduction portion 52, and the oil introduction portion 52 includes an upstream opening end of the oil passage portion 53. The upstream and downstream indicate upstream and downstream with respect to the flow direction of the oil.

In fig. 2, the oil passage portion 53 has an intermediate side oil passage portion 53B. The intermediate oil passage portion 53B extends obliquely downward from the downstream end 53A of the upstream oil passage portion 53A toward the side wall 5A along the axial direction of the 2 nd intermediate shaft 11.

The oil passage portion 53 has a downstream oil passage portion 53C. The downstream oil passage portion 53C is inclined downward in a direction orthogonal to the axial direction of the 2 nd intermediate shaft 11 as shown in fig. 3 from the downstream end 53B of the intermediate oil passage portion 53B.

In fig. 3, the oil discharge portion 54 has a 1 st oil discharge portion 54A and a 2 nd oil discharge portion 54B. In fig. 6, the 1 st oil discharge portion 54A is inclined downward from the downstream oil passage portion 53C, and vertically faces the notch portion 37A of the sidewall side input bearing portion 12B.

The 2 nd oil discharge portion 54B is inclined downward from the downstream side oil passage portion 53C, and vertically faces the notch portion 37C of the 2 nd side wall side intermediate bearing portion 14B.

Thus, the downstream oil passage portion 53C extends from the downstream end 53B of the intermediate oil passage portion 53B to the 1 st oil discharge portion 54A and the 2 nd oil discharge portion 54B.

The upstream oil passage portion 53A and the intermediate oil passage portion 53B are provided: the inclination angle θ 1 (see fig. 5) of the upstream oil passage portion 53A with respect to the horizontal axis E1 of the transmission 2 is larger than the inclination angle θ 2 (see fig. 4) of the intermediate oil passage portion 53B with respect to the horizontal axis E1 of the transmission 2.

In fig. 7, a washer 71 is provided between the intermediate gear 10B for the 2-speed gear and the intermediate gear 10C for the 3-speed gear in the axial direction of the 1 st intermediate shaft 10. The 1 st intermediate shaft 10 has a plurality of fitting holes 10m formed therein, and the fitting holes 10m are formed in the upper and lower portions of the 1 st intermediate shaft 10.

A plurality of protrusions, not shown, are formed on the inner peripheral surface of the washer 71 so as to protrude inward from the washer 71, and the protrusions are fitted into the fitting holes 10 m. Thereby, the washer 71 is fixed to the 1 st intermediate shaft 10 so as not to move in the circumferential direction and the axial direction of the 1 st intermediate shaft 10.

The side surfaces in the axial direction of the 2-speed intermediate gear 10B and the 3-speed intermediate gear 10C abut against the washer 71. Thus, the washer 71 can restrict the movement of the intermediate gear 10B for the 2-speed gear and the intermediate gear 10C for the 3-speed gear in the axial direction of the 1 st intermediate shaft 10.

The washer 71 can secure a gap in the axial direction of the 1 st intermediate shaft 10 between the 2 nd intermediate gear 10B and the 3 rd intermediate gear 10C, and can prevent the 2 nd intermediate gear 10B and the 3 rd intermediate gear 10C from interfering with each other seriously.

In the axial direction of the 2 nd intermediate shaft 11, a spacer 72 is provided between the 5 th-speed idler gear 11B and the hub sleeve 22A, and the reverse gear 11A is adjacent to the 5 th-speed idler gear 11B via the hub sleeve 22A and the spacer 72.

A circlip 73 is provided between the reverse gear 11A and the 5-speed intermediate gear 11B in the axial direction of the 2 nd intermediate shaft 11. A plurality of fitting holes 11m are formed in the 2 nd intermediate shaft 11, and the fitting holes 11m are formed in the upper and lower portions of the 2 nd intermediate shaft 11.

A plurality of projections, not shown, are formed on the inner peripheral surface of the circlip 73 so as to project inward from the circlip 73, and the projections are fitted into the fitting holes 11 m. Thereby, the circlip 73 is fixed to the 2 nd intermediate shaft 11 so as not to move in the circumferential direction and the axial direction of the 2 nd intermediate shaft 11.

The side surfaces in the axial direction of the intermediate gear 11B for the 5-speed gear and the spacer 72 abut against the snap spring 73. Thereby, the circlip 73 can restrict the movement of the 5 th intermediate gear 11B in the axial direction of the 2 nd intermediate shaft 11, and can restrict the movement of the reverse gear 11A in the axial direction of the 2 nd intermediate shaft 11 via the spacer 72.

Further, the snap spring 73 can secure a gap in the axial direction of the 2 nd intermediate shaft 11 between the reverse gear 11A and the 5 th intermediate gear 11B via the spacer 72, and can prevent the reverse gear 11A and the 5 th intermediate gear 11B from interfering with each other seriously.

Next, the operation will be described.

In fig. 1 to 6, the rotational direction of the final driven gear 31 when the vehicle is moving forward is set to the counterclockwise rotational direction R1 (clockwise rotational direction R1 in fig. 6), and the rotational direction of the final driven gear 31 when the vehicle is moving backward is set to the clockwise rotational direction R2 (counterclockwise rotational direction R1 in fig. 6).

When any of the 1 st to 4 th gear shift stages is established, any of the 1 st to 4 th intermediate gears 10A to 10D is engaged with the 1 st intermediate shaft 10, and when the 5 th or 6 th gear shift stage is established, the 5 th or 6 th

intermediate gear

11B or 11C is engaged with the 2 nd intermediate shaft 11.

For example, when the 1 st gear is established, the 1 st intermediate shaft 10 is coupled to the 1 st intermediate gear 10, and therefore, power is transmitted from the 1 st input gear 9A to the 1 st intermediate shaft 10 via the 1 st intermediate gear 10A.

When power is transmitted from the input gear 9A for the 1 st gear to the intermediate gear 10A for the 1 st gear, the input gear 9A for the 1 st gear strongly presses the intermediate gear 10A for the 1 st gear, so that the inner peripheral surface of the intermediate gear 10A for the 1 st gear and the outer peripheral surface of the 1 st intermediate shaft 10 are greatly interfered with each other, and stress is concentrated on the inner peripheral surface of the intermediate gear 10A for the 1 st gear and the outer peripheral surface of the 1 st intermediate shaft 10.

Therefore, it is necessary to supply oil between the inner peripheral surface of the 1-speed intermediate gear 10A and the outer peripheral surface of the 1 st intermediate shaft 10 to prevent stress from concentrating on the inner peripheral surface of the 1-speed intermediate gear 10A and the outer peripheral surface of the 1 st intermediate shaft 10.

On the other hand, when the vehicle travels forward, the oil O is carried up by the rotation of the final driven gear 31.

The rotation speed of the final driven gear 31 is lower when the vehicle is running at a low speed than when the vehicle is running at a high speed. As a result, the amount of oil lifted by the rotation of the final driven gear 31 is reduced, and as shown in fig. 3, the oil tends to flow in a region that is separated downward from the top surface 5B (see fig. 4 and 6) of the transmission case 5.

And, when the vehicle is running at a high speed, the rotation speed of final driven gear 31 is higher than that when the vehicle is running at a low speed. Thus, since the amount of oil carried up by the rotation of the final driven gear 31 becomes large, the oil easily flows along the top surface 5B of the transmission case 5.

During low-speed running of the vehicle, as shown in fig. 5, the oil O1, O2 lifted by the rotation of the final driven gear 31 flows in a region separated downward from the top surface 5B (shown by a broken line in fig. 5) of the transmission case 5.

The oil O1 and O2 passes through the 1 st oil groove 36A and the 2 nd oil groove 36B, respectively, and is introduced into the 1 st partition wall side intermediate bearing portion 13A and the 2 nd partition wall side intermediate bearing portion 14A more preferentially than the oil guide 51.

During low-speed running when the vehicle is traveling forward, the 1-speed intermediate gear 10A is coupled to the 1 st intermediate shaft 10, or the 2-speed intermediate gear 10B is coupled to the 1 st intermediate shaft 10.

During low-speed running when the vehicle is traveling forward, the oil O1 introduced into the 1 st intermediate wall-side bearing portion 13A is introduced into the oil passage 10L of the 1 st intermediate shaft 10 and then flows toward the side wall 5A along the axial direction of the 1 st intermediate shaft 10.

The oil flowing through the oil passage 10L is supplied from the oil passage 10L to between the 1 st intermediate shaft 10 and the 1 st intermediate gear 10A for the 1 st gear or between the 1 st intermediate gear 10B for the 2 nd gear in the engaged state through the radiation oil passage 10R by the centrifugal force of the 1 st intermediate shaft 10.

Thereby, the oil lubricates between the 1 st intermediate gear 10A and the 1 st intermediate shaft 10 or between the 2 nd intermediate gear 10B and the 1 st intermediate shaft 10.

Therefore, stress concentration between the 1 st intermediate gear 10A and the 1 st intermediate shaft 10 or between the 2 nd intermediate gear 10B and the 1 st intermediate shaft 10 can be prevented.

The 1-speed intermediate gear 10A is provided on the partition wall 4A side with respect to the 2-speed intermediate gear 10B. Thus, when the 1 st gear is established, the oil flowing through the oil passage 10L is preferentially supplied between the 1 st intermediate shaft 10 and the 1 st intermediate gear 10A over between the 2 nd intermediate gear 10B and the 1 st intermediate gear 10.

During low-speed running when the vehicle is moving backward, the shift stage is often switched between the 1 st or 2 nd stage and the backward stage. Therefore, when the 1 st or 2 nd gear is switched, the reverse gear 11A is lubricated by the oil O2 introduced into the 2 nd partition wall side intermediate bearing portion 13A.

The oil O2 introduced into the 2 nd intermediate bearing portion 13A flows into the oil passage 11L of the 2 nd intermediate shaft 11 and then flows toward the side wall 5A along the axial direction of the 2 nd intermediate shaft 11.

The oil flowing through the oil passage 11L is supplied from the oil passage 11L to between the reverse gear 11A and the 2 nd countershaft 11 in the engaged state through the radiation oil passage 11R by the centrifugal force of the 2 nd countershaft 11.

The reverse gear 11A is provided on the partition wall 4A side with respect to the 5-speed intermediate gear 11B and the 6-speed intermediate gear 11C. Thus, when the reverse gear is established, the oil flowing through the oil passage 11L is supplied between the reverse gear 11A and the 2 nd intermediate shaft 11 in preference to between the 5 th intermediate gear 11B and the 2 nd intermediate shaft 11 and between the 6 th intermediate gear 11C and the 2 nd intermediate shaft 11.

Thereby, the reverse gear 11A and the 2 nd intermediate shaft 11 are lubricated by the oil. Therefore, stress concentration between the reverse gear 11A and the 2 nd counter shaft 11 can be prevented.

During high-speed running when the vehicle is traveling forward, the 3-speed intermediate gear 10C or the 4-speed intermediate gear 10D is coupled to the 1 st intermediate shaft 10, or the 5-speed intermediate gear 11B or the 6-speed intermediate gear 11C is coupled to the 2 nd intermediate shaft 11.

At the time of high-speed running when the vehicle is traveling forward, as shown in fig. 5, the oil O3 carried up by the rotation of the final stage driven gear 31 flows along the top surface 5B of the transmission case 5.

Most of the oil O3 passes through the oil introduction portion 52 and is introduced into the upstream oil passage portion 53A. The oil O3 introduced into the upstream oil passage portion 53A flows into the downstream oil passage portion 53C through the intermediate oil passage portion 53B, and is then introduced into the 1 st oil discharge portion 54A and the 2 nd oil discharge portion 54B.

In fig. 6, the oil introduced into the 1 st oil discharge portion 54A is discharged from the 1 st oil discharge portion 54A to the notch portion 37A as indicated by oil O4, and is introduced into the side wall side input bearing portion 12B.

The oil O4 introduced into the sidewall side input bearing portion 12B is introduced into the oil passage 9L and then flows toward the partition wall 4A along the axial direction of the input shaft 9. The oil O4 flowing through the oil passage 9L is supplied from the oil passage 9L to between the input gear 9C for the 3-speed gear, the input gear 9C for the 5-speed gear, and the input gear 9E for the 4-speed-6-speed gear and the input shaft 9 through the radiation oil passage 9R by the centrifugal force of the input shaft 9.

Thereby, the spline fitting portions between the input gear 9C for the 3-speed gear, the input gear 9C for the 5-speed gear, and the input gear 9E for the 4-speed-6-speed gear and the input shaft 9 are lubricated.

The side-wall-side input bearing portion 12B and the 1 st side-wall-side intermediate bearing portion 13B communicate via the communication groove 38. Thus, the oil O4 introduced into the side wall side input bearing 12B is discharged from the notch 37D of the side wall side input bearing 12B to the notch 37B through the communication groove 38 as shown by the oil O5 in fig. 6, and then introduced into the 1 st side wall side intermediate bearing 13B through the notch 37B.

The oil O5 introduced into the 1 st side wall side intermediate bearing portion 13B is introduced into the oil passage 10L of the 1 st intermediate shaft 10, and then flows toward the partition wall 4A along the axial direction of the 1 st intermediate shaft 10.

The oil flowing through the oil passage 10L is supplied from the oil passage 10L to between the 1 st intermediate shaft 10 and the 3 th intermediate gear 10C in the engaged state, or between the 1 st intermediate gear 10D and the 1 st intermediate gear 10 through the radiation oil passage 10R by the centrifugal force of the 1 st intermediate shaft 10.

Thereby, the oil lubricates between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10 or between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10.

Therefore, stress concentration between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10 or between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10 can be prevented.

The 4-speed intermediate gear 10D is provided on the side wall 5A with respect to the 3-speed intermediate gear 10C. Thus, when the 4-speed gear is established, the oil flowing through the oil passage 10L is preferentially supplied between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10, compared to between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10.

The oil introduced into the oil passage 10L from the 1 st partition wall side intermediate bearing portion 13A is supplied to the 4 th-speed intermediate gear 10D in preference to the 3 rd-speed intermediate gear 10C.

On the other hand, as shown by oil O6 in fig. 6, the oil introduced into the 2 nd oil discharge portion 54B is discharged from the 2 nd oil discharge portion 54B to the notch portion 37C, and introduced into the 2 nd side wall side intermediate bearing portion 14B. The oil O6 introduced into the 2 nd side wall side intermediate bearing portion 14B is introduced into the oil passage 11L and then flows toward the partition wall 4A along the axial direction of the 2 nd intermediate shaft 11.

The oil flowing through the oil passage 11L is supplied from the oil passage 11L to between the 5 th intermediate shaft 11B and the 2 nd intermediate shaft 11 in the engaged state, or between the 6 th intermediate gear 11C and the 2 nd intermediate shaft 11 through the radiation oil passage 11R by the centrifugal force of the 2 nd intermediate shaft 11.

Thereby, the intermediate gear 11B for the 5 th gear and the 2 nd intermediate shaft 11 or the intermediate gear 11C for the 6 th gear and the 2 nd intermediate shaft 11 are lubricated with oil.

Therefore, stress concentration between the 5-speed intermediate gear 11B and the 2 nd intermediate shaft 11 or between the 6-speed intermediate gear 11C and the 2 nd intermediate shaft 11 can be prevented.

The intermediate gear 11C for the 6 th gear is provided on the side wall 5A with respect to the intermediate gear 11B for the 5 th gear. Thus, when the 6 th gear is established, the oil flowing through the oil passage 11L is supplied between the 6 th intermediate gear 11B and the 2 nd intermediate shaft 11 in preference to between the 5 th intermediate gear 11B and the 2 nd intermediate shaft 11.

The oil introduced into the oil passage 11L from the 2 nd partition wall side intermediate bearing portion 14A is supplied to the 6 th-speed intermediate gear 11B in preference to the 5 th-speed intermediate gear 11B.

As described above, according to the transmission 2 of the present embodiment, the input gear 9A for 1 st gear, the input gear 9B for 2 nd gear, the intermediate gear 10A for 1 st gear, and the intermediate gear 10B for 2 nd gear, which constitute the low-speed gear shift, are provided on the partition wall 4A side.

An input gear 9D for the 3-speed stage, an input gear 9C for the 5-speed stage, an input gear 9E for the 4-speed-6-speed stage, an intermediate gear 10C for the 3-speed stage, an intermediate gear 10D for the 4-speed stage, an intermediate gear 11B for the 5-speed stage, and an intermediate gear 11C for the 6-speed stage, which constitute the high-speed shift stage, are provided on the side wall 5A side.

A 1 st oil groove 36A and a 2 nd oil groove 36B are formed in a wall surface 4d of the partition wall 4A facing the side wall 5A, the 1 st oil groove 36A and the 2 nd oil groove 36B are recessed, extend from a wall surface side portion 4e of the wall surface 4d facing the final stage driven gear 31 toward the 1 st partition wall side intermediate bearing portion 13A and the 2 nd partition wall side intermediate bearing portion 14A, and communicate with the oil passage 10L of the 1 st intermediate shaft 10 and the oil passage 11L of the 2 nd intermediate shaft 11, respectively.

Further, according to the transmission 2 of the present embodiment, the oil guide 51 includes the oil introduction portion 52, the oil passage portion 53, and the oil discharge portion 54. Oil introduction portion 52 opens toward final stage driven gear 31 above oil groove 1 and oil groove 2 36A in a direction along wall surface 4d of partition wall 4A.

The oil passage portion 53 extends from the oil introduction portion 52 to the other end portion 11B in the axial direction of the 2 nd intermediate shaft 11 above the 2 nd intermediate shaft 11, and the oil discharge portion 54 supplies the oil guided from the oil introduction portion 52 to the oil passage portion 53 to the 1 st side wall side intermediate bearing portion 13B and the 2 nd side wall side intermediate bearing portion 14B.

According to such a configuration, the transmission 2 of the embodiment can positively supply oil between the 1 st intermediate shaft 10 and the 1 st intermediate gear 10D for 1 st gear to be lubricated, and between the 5 th intermediate gear 11B and the 6 th intermediate gear 11C and the 2 nd intermediate shaft 11 for 6 th gear, depending on the vehicle speed of the vehicle or the rotation speed of the final driven gear 31, whether the vehicle is running at a low speed or a high speed.

Therefore, the amount of oil stored in the transmission case 5 can be reduced, and the oil level of the oil O immersed in the final driven gear 31 can be lowered. As a result, the stirring resistance of the final driven gear 31 can be reduced, the amount of oil stored can be reduced, and the weight of the transmission 2 can be reduced.

In addition, the transmission 2 according to the present embodiment has the 1 st intermediate shaft 10 disposed below the input shaft 9 and the 2 nd intermediate shaft 11 disposed above the 1 st intermediate shaft 10.

The 1 st intermediate shaft 10 is provided with a 1 st-speed intermediate gear 10A and a 2 nd-speed intermediate gear 10B as intermediate gears for low-speed gear shifts, and the 2 nd intermediate shaft 11 is provided with a 5 th-speed intermediate gear 11B and a 6 th-speed intermediate gear 11C as an intermediate gear for high-speed gear shifts, which is the highest-speed gear shift having the smallest gear ratio among the plurality of intermediate gears.

The 1-speed intermediate gear 10A is closer to the partition wall 4A than the 2-speed intermediate gear 10B in the axial direction of the 1 st intermediate shaft 10, and the 6-speed intermediate gear 11C is closest to the side wall 5A in the axial direction of the 2 nd intermediate shaft 11.

Thus, when the amount of oil lifted by the rotation of the final driven gear 31 is small during low-speed running of the vehicle, the oil can be introduced into the oil passage 10L through the one end portion 10a in the axial direction of the 1 st intermediate shaft 10 provided below the 2 nd intermediate shaft 11.

Therefore, the oil can be supplied to the 1-speed intermediate gear 10A and the 2-speed intermediate gear 10B quickly and reliably through the oil passage 10L.

Further, when the vehicle is traveling at a high speed, a large amount of oil that is entrained by the rotation of final driven gear 31 and flows along top surface 5B of transmission case 5 can be reliably captured by oil deflector 51.

This allows oil to be introduced into the oil passage 11L through the other end portion 11b in the axial direction of the 2 nd intermediate shaft 11 provided above the 1 st intermediate shaft 10. Therefore, the oil can be supplied to the intermediate gear 11C for the 6 th gear quickly and reliably through the oil passage 11L.

Further, the intermediate shafts include 2 shafts of the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11, so that the total length of the oil guide 51 in the axial direction of the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 can be shortened, the configuration of the oil guide 51 can be simplified, and the total length of the

oil passages

10L, 11L can be shortened.

This enables the oil introduced into the oil deflector 51 to be quickly supplied to the intermediate gear 11C for the 6 th gear.

In the transmission 2 according to the present embodiment, the 1 st intermediate shaft 10 is provided with the 1 st intermediate gear 10A, the 2 nd intermediate gear 10B, the 3 rd intermediate gear 10C, and the 4 th intermediate gear 10D in this order from the partition wall 4A to the side wall 5A in the axial direction of the 1 st intermediate shaft 10.

In the 2 nd countershaft 11, a reverse gear 11A for reverse gear, an intermediate gear 11B for 5 th gear, and an intermediate gear 11C for 6 th gear are provided in this order from the partition wall 4A toward the side wall 5A in the axial direction of the 2 nd countershaft 11.

The 5-speed intermediate gear 11B and the 6-speed intermediate gear 11C are provided closer to the side wall 5A than the axial center portion C of the 2 nd intermediate shaft 11, and the reverse gear 11A for reverse gear is provided closer to the partition wall 4A than the axial center portion C of the 2 nd intermediate shaft 11.

Thus, during low-speed running of the vehicle, the oil lifted by the rotation of the final driven gear 31 can be supplied from the 1 st oil groove 36A to the oil passage 10L of the 1 st intermediate shaft 10 through the 1 st partition wall side intermediate bearing portion 13A, and can be quickly supplied to the 1 st intermediate gear 10A and the 2 nd intermediate gear 10B through the oil passage 10L.

Further, during high-speed traveling of the vehicle, the oil that is brought up by the rotation of the final driven gear 31 can be introduced from the oil deflector 51 into the oil passage 11L through the 2 nd side wall side intermediate bearing portion 14B, and can be promptly supplied to the intermediate gear 11B for the 5 th gear and the intermediate gear 11C for the 6 th gear through the oil passage 11L.

Further, by switching between the 1 st gear or the 2 nd gear and the reverse gear when the vehicle is moving backward, the oil retained in the oil passage 11L of the 2 nd intermediate shaft 11 through the 2 nd partition wall side intermediate bearing portion 14A can be utilized during the backward movement, and the oil can be supplied to the reverse gear 11A quickly and reliably.

In addition, the transmission 2 according to the present embodiment has: a 1 st partition wall side intermediate bearing portion 13A that rotatably supports one end portion 10a of the 1 st intermediate shaft 10 in the axial direction and allows the one end portion 10a to rotate; and a 2 nd partition wall side intermediate bearing portion 14A that rotatably supports one end portion 11a of the 2 nd intermediate shaft 11 in the axial direction and allows the one end portion 11a to rotate.

The oil groove has: a 1 st oil groove 36A extending from a wall surface 4d of the partition wall 4A facing the final driven gear 31 toward the 1 st partition wall side intermediate bearing portion 13A; and a 2 nd oil groove 36B extending from a wall surface 4d of the partition wall 4A facing the final driven gear 31 toward the 2 nd partition wall side intermediate bearing portion 14A.

The 1 st oil groove 36A passes below the 2 nd partition wall side intermediate bearing portion 14A, and is formed below the 2 nd oil groove 36B.

Thus, when the amount of oil lifted by the rotation of the final driven gear 31 is small during low-speed running of the vehicle, the oil can be efficiently introduced from the 1 st oil groove 36A and the 2 nd oil groove 36B to the oil passage 10L of the 1 st intermediate shaft 10 and the oil passage 11L of the 2 nd intermediate shaft 11 via the 1 st partition-wall-side intermediate bearing portion 13A and the 2 nd partition-wall-side intermediate bearing portion 14A.

As a result, the oil can be reliably supplied to the reverse gear 11A, the 1-speed intermediate gear 10A, and the 2-speed intermediate gear 10B.

In addition, according to the transmission 2 of the present embodiment, the oil passage portion 53 of the oil guide 51 has the upstream side oil passage portion 53A extending obliquely upward from the oil introduction portion 52. The intermediate oil passage portion 53B is provided, and the intermediate oil passage portion 53B extends from the downstream end 53A of the upstream oil passage portion 53A obliquely downward along the axial direction of the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 toward the side wall 5A. The oil discharge portion 54 is provided with a downstream side oil passage portion 53C, and the downstream side oil passage portion 53C extends from the downstream end 53B of the intermediate side oil passage portion 53B to the oil discharge portion 53 with a downward inclination.

The inclination angle θ 1 of the upstream side oil passage portion 53A with respect to the horizontal axis E1 of the transmission 2 is set larger than the inclination angle θ 2 of the intermediate side oil passage portion 53B with respect to the horizontal axis E1 of the transmission 2.

Thus, when oil is introduced into the upstream oil passage portion 53A through the oil introduction portion 52 during low-speed traveling of the vehicle, the oil can be returned to the final driven gear 31 side along the inclined surface of the upstream oil passage portion 53A having the large inclination angle θ 1.

Therefore, during low-speed running of the vehicle, oil is less likely to flow to the 1 st-side wall-side intermediate bearing portion 13B and the 2 nd-side wall-side intermediate bearing portion 14B through the oil guide 51. As a result, during low-speed running of the vehicle, oil can be preferentially introduced into the 1 st partition wall side intermediate bearing portion 13A and the 2 nd partition wall side intermediate bearing portion 14A, and more oil can be supplied to the 1 st-speed intermediate gear 10A, the 2 nd-speed intermediate gear 10B, and the reverse gear 11A.

In addition, according to the transmission 2 of the present embodiment, the side wall 5A has: a 1 st side wall side intermediate bearing portion 13B that supports the other end portion 10B in the axial direction of the 1 st intermediate shaft 10 and that freely rotates the other end portion 10B; a 2 nd side wall side intermediate bearing portion 14B that supports the other end portion 11B of the 2 nd intermediate shaft 11 in the axial direction and that freely rotates the other end portion 11B; and a sidewall-side input bearing portion 12B that supports the other end portion 9B of the input shaft 9 in the axial direction and that allows the other end portion 9B to rotate freely.

The oil discharge portion 54 of the oil guide 51 includes: a 1 st oil discharge portion 54A that opens toward the sidewall side input bearing portion 12B; and a 2 nd oil discharge portion 54B that opens toward the 2 nd sidewall side intermediate bearing portion 14B. The side wall 5A is formed with a communication groove 38 that communicates the side wall side input bearing 12B with the 1 st side wall side intermediate bearing 13B.

Thus, even when the intermediate shafts include 2 shafts, i.e., the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11, the oil guide 51 can be simplified in structure, and oil can be introduced from the 1 st side wall side intermediate bearing portion 13B and the 2 nd side wall side intermediate bearing portion 14B into the oil passage 10L of the 1 st intermediate shaft 10 and the oil passage 11L of the 2 nd intermediate shaft 11.

In the transmission 2 of the present embodiment, the 1 st intermediate shaft 10 is provided with the 1 st to 4 th intermediate gears 10A to 10D, but the 1 st intermediate shaft 10 may be provided with at least the 1 st intermediate gear 10A.

Further, the 2 nd intermediate shaft 11 is provided with the reverse gear 11A, the 5 th intermediate gear 11B, and the 6 th intermediate gear 11C, but the 2 nd intermediate shaft 11 may be provided with at least the reverse gear 11A and the 6 th intermediate gear 11C.

The intermediate gear for the highest speed stage is formed by the intermediate gear 11C for the 6 th speed stage, but an intermediate gear for the 7 th speed stage or more may be provided, and the intermediate gear for the highest speed stage may be formed by the intermediate gear for the speed change stage having the largest number.

Further, the branch passage portion 53D shown in fig. 8 may be provided in the upstream oil passage portion 53A shown in fig. 8 and 9. In fig. 8, the oil deflector 51 is provided with a branch passage portion 53D, and the branch passage portion 53D branches from the upstream oil passage portion 53A and is inclined obliquely downward from the upstream oil passage portion 53A toward the 2 nd oil groove 36B.

Thus, during low-speed running of the vehicle, the oil O3 introduced from the oil introduction portion 52 into the upstream oil passage portion 53A can be returned to the oil introduction portion 52 along the inclined surface of the upstream oil passage portion 53A, while the oil O7 can be returned to the 2 nd oil groove 36B along the inclined surface of the branch passage portion 53D.

Thus, during low-speed traveling of the vehicle, the oil O7 returning along the inclined surface of the branch passage portion 53D can be guided to the 2 nd dividing wall side intermediate bearing portion 14A through the 2 nd oil groove 36B, and more oil can be supplied to the reverse gear 11A.

(embodiment 2)

Fig. 10 is a diagram showing a vehicular transmission according to embodiment 2 of the present invention, and the same components as those of embodiment 1 are denoted by the same reference numerals, and description thereof is omitted.

In fig. 10, a partition wall 75 is formed in the oil passage 10L of the 1 st intermediate shaft 10, and the partition wall 75 blocks the oil passage 10L in the axial direction of the 1 st intermediate shaft 10. Thus, the oil passages 10L are formed independently on the left and right sides across the partition wall 75.

The partition wall 75 is formed between the intermediate gear 10B for the 2-speed stage, which is an intermediate gear for the low-speed shift stage, and the intermediate gear 10C for the 3-speed stage, which is an intermediate gear for the high-speed shift stage, in the axial direction of the 1 st intermediate shaft 10.

The partition wall 75 is provided on the side wall 5A side with respect to the 2-speed intermediate gear 10B and on the side wall 4A side with respect to the 3-speed intermediate gear 10C. The oil passage 10L of the present embodiment constitutes the 1 st oil passage of the present invention, and the partition wall 75 constitutes the partition wall and the 1 st partition wall of the present invention.

A partition wall 76 is formed in the oil passage 11L of the 2 nd intermediate shaft 11, and the partition wall 76 blocks the oil passage 11L in the axial direction of the 2 nd intermediate shaft 11. Thus, the oil passages 11L are formed independently on the left and right sides across the partition wall 76.

The partition wall 76 is provided on the side wall 5A side of the reverse gear 11A and on the partition wall 4A side of the 5-speed intermediate gear 11B. The oil passage 11L of the present embodiment constitutes the 2 nd oil passage of the present invention, and the partition wall 76 constitutes the partition wall and the 2 nd partition wall of the present invention.

A washer 71 is provided between the 2-speed intermediate gear 10B and the 3-speed intermediate gear 10C in the axial direction of the 1 st intermediate shaft 10. A plurality of fitting holes 75m into which the protrusions of the washer 71 are fitted are formed in the partition wall 75 of the 1 st intermediate shaft 10, and the fitting holes 75m are formed above and below the partition wall 75. Thereby, the washer 71 is fixed to the partition wall 75 so as not to move in the circumferential direction and the axial direction of the 1 st intermediate shaft 10.

Further, the washer 71 can secure a gap in the axial direction of the 1 st intermediate shaft 10 between the 2 nd intermediate gear 10B and the 3 rd intermediate gear 10C, and can prevent the 2 nd intermediate gear 10B and the 3 rd intermediate gear 10C from interfering with each other seriously.

A plurality of fitting holes 76m into which the projections of the snap spring 73 are fitted are formed in the partition wall 76 of the 2 nd intermediate shaft 11, and the fitting holes 76m are formed above and below the partition wall 76. Thereby, the circlip 73 is fixed to the partition wall 76 so as not to move in the circumferential direction and the axial direction of the 2 nd intermediate shaft 11.

The washer 71 of this embodiment constitutes the 1 st restricting part of the present invention, and the circlip 73 constitutes the 2 nd restricting part of the present invention. The fitting hole 75m constitutes the 1 st mounting portion of the present invention, and the fitting hole 76m constitutes the 2 nd mounting portion of the present invention.

Next, the operation will be described.

During low-speed running when the vehicle is traveling forward, when the 1 st gear is established, the 1 st-gear intermediate gear 10A is coupled to the 1 st intermediate shaft 10, and when the 2 nd gear is established, the 2 nd-gear intermediate gear 10B is coupled to the 1 st intermediate shaft 10. When the reverse gear is established, the reverse gear 11A is coupled to the 2 nd intermediate shaft 11.

Since the rotation speed of the final driven gear 31 is lower than that during high-speed running of the vehicle during low-speed running of the vehicle, the oil O1, O2 carried by the rotation of the final driven gear 31 passes through the 1 st oil groove 36A and the 2 nd oil groove 36B, respectively, and is introduced into the 1 st partition-wall-side intermediate bearing 13A and the 2 nd partition-wall-side intermediate bearing 14A in preference to the oil deflector 51 (see fig. 5).

The oil flowing through the oil passage 11L is supplied from the oil passage 11L to between the reverse gear 11A and the 2 nd countershaft 11 in a coupled state through the radiation oil passage 11R by the centrifugal force of the 2 nd countershaft 11.

However, if the partition wall 75 is not formed in the oil passage 10L, the oil flowing through the oil passage 10L is supplied between the 1 st intermediate shaft 10 and the 3 rd intermediate gear 10C and between the 1 st intermediate gear 10D and the 1 st intermediate gear 10 through the radiation oil passage 10R.

Further, if the partition wall 76 is not formed in the oil passage 11L, the oil flowing through the oil passage 11L is supplied between the 5-speed intermediate gear 11B and the 2 nd intermediate shaft 11 and between the 6-speed intermediate gear 11C and the 2 nd intermediate shaft 11 through the radiation oil passage 11R.

In a case where the vehicle is left for a long period of time or is stopped for a long period of time, such as in a cold season, the oil is cooled by cold outside air and the viscosity increases. When oil having high viscosity is supplied between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10 and between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10, the sliding resistance between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10 and between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10 becomes large.

Further, when oil having high viscosity is supplied between the 5-speed intermediate gear 11B and the 2 nd intermediate shaft 11 and between the 6-speed intermediate gear 11C and the 2 nd intermediate shaft 11, the sliding resistance between the 5-speed intermediate gear 11B and the 2 nd intermediate shaft 11 and between the 6-speed intermediate gear 11C and the 2 nd intermediate shaft 11 becomes large.

Therefore, the load when the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 rotate becomes large, and the engine 1 drives the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 having a large rotational load to increase the fuel consumption.

According to the transmission 2 of the embodiment, in the oil passage 10L of the 1 st intermediate shaft 10, a partition wall 75 that blocks the oil passage 10L is formed in the axial direction of the 1 st intermediate shaft 10.

The partition wall 75 is formed between the 2-speed intermediate gear 10B and the 3-speed intermediate gear 10C in the axial direction of the 1 st intermediate shaft 10, and is provided on the side wall 5 side with respect to the 2-speed intermediate gear 10B.

Therefore, when the engine 1 is started from a state where the vehicle is left standing for a long period of time or a state where the vehicle is stopped for a long period of time in a cold state, the oil having high viscosity is blocked by the partition wall 75, and the oil can be prevented from flowing from the 1-speed range intermediate gear 10A side and the 2-speed range intermediate gear 10B side of the 1 st oil passage 10L to the 3-speed range intermediate gear 10C side. Therefore, when the vehicle is driven forward at a low speed after the engine 1 is started, the sliding resistance between the 3-speed intermediate gear 10C and the 1 st intermediate shaft 10 and between the 4-speed intermediate gear 10D and the 1 st intermediate shaft 10 can be prevented from increasing.

In addition, according to the transmission 2 of the embodiment, the partition wall 76 that blocks the oil passage 11L in the axial direction of the 2 nd intermediate shaft 11 is formed in the oil passage 11L of the 2 nd intermediate shaft 11. The partition wall 76 is formed between the reverse gear 11A and the 5-speed counter gear 11B in the axial direction of the 2 nd intermediate shaft 11, and is provided on the partition wall 4A side with respect to the 5-speed counter gear 11B.

Therefore, when the engine 1 is started in a cold state from a state where the vehicle is left standing for a long period of time or a state where the vehicle is stopped for a long period of time, the oil having high viscosity is blocked by the partition wall 76, and the oil can be prevented from flowing from the reverse gear 11A side of the oil passage 11L to the 5-speed intermediate gear 11B side.

Therefore, it is possible to prevent the sliding resistance between the 5-speed intermediate gear 11B and the 2 nd intermediate shaft 11 and between the 6-speed intermediate gear 11C and the 2 nd intermediate shaft 11 from becoming large at the time of vehicle reverse.

As a result, it is possible to prevent the load from increasing when the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 rotate during the vehicle backward movement, and to prevent the fuel consumption of the engine 1 from increasing.

In addition, according to the transmission 2 of the embodiment, the washer 71 is provided on the 1 st intermediate shaft 10, and the washer 71 restricts the movement of the 2 nd intermediate gear 10B and the 3 rd intermediate gear 10C in the axial direction of the 1 st intermediate shaft 10.

Further, a circlip 73 is provided on the 2 nd intermediate shaft 11, and the circlip 73 restricts the movement of the reverse gear 11A and the 5 th intermediate gear 11B in the axial direction of the 2 nd intermediate shaft 11.

The partition wall 75 is provided with a fitting hole 75m to which the washer 71 is attached, and the partition wall 76 is provided with a fitting hole 76m to which the circlip 73 is attached.

Thus, even if the

fitting holes

75m, 76m are formed in the partition walls 75, 76 having high rigidity, the rigidity of the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11 can be prevented from being lowered.

Further, by forming the partition wall 75 between the intermediate gear 10B for the 2 nd speed and the intermediate gear 10C for the 3 rd speed and forming the partition wall 76 between the reverse gear 11A and the intermediate gear 11B for the 5 th speed, the partition walls 75 and 76 can be provided in the center portion in the axial direction of the 1 st intermediate shaft 10 and the 2 nd intermediate shaft 11.

Thus, when the power of the input shaft 9 is transmitted from the input gears 9A, 9B, 9D, and 9E to the 1 st intermediate shaft 10 via the

intermediate gears

10A, 10B, 10C, and 10D, the 1 st intermediate shaft 10 can be prevented from being deformed in the direction orthogonal to the axial direction.

Further, when the power of the input shaft 9 is transmitted from the input gears 9A, 9C, and 9E to the 2 nd intermediate shaft 11 via the gear 10E of the reverse dedicated gear, the reverse gear 11A, and the

intermediate gears

11B and 11C, the 2 nd intermediate shaft 11 can be prevented from being deformed in the direction orthogonal to the axial direction.

Therefore, the oil flowing through the

oil passages

10L, 11L can be prevented from shaking inside the

oil passages

10L, 11L and from becoming unstable. As a result, oil can be smoothly supplied between the 1 st intermediate shaft 10 and the

intermediate gears

10A, 10B, 10C, 10D and between the 2 nd intermediate shaft 11 and the reverse gear 11A, the

intermediate gears

11B, 11C.

Although embodiments of this invention have been disclosed, it is apparent that modifications can be made by one skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the claims.

Claims

1. A vehicle transmission is provided with:

a transmission case having a partition wall facing the internal combustion engine and a side wall facing the partition wall, and storing oil at a bottom portion;

an input shaft having an oil passage extending in an axial direction and housed in the transmission case, the input shaft being to which power of the internal combustion engine is transmitted;

an input gear for low-speed gear shifting provided to the input shaft;

an input gear for a high-speed gear shift, which is provided on the input shaft, and which has a gear ratio smaller than that of the input gear for a low-speed gear shift;

an intermediate shaft that is housed in the transmission case and has an oil passage extending in an axial direction;

a low-speed-shift intermediate gear provided on the intermediate shaft and meshing with the low-speed-shift input gear;

an intermediate gear for a high-speed gear shift stage provided on the intermediate shaft and meshing with the input gear for the high-speed gear shift stage; and

a final drive gear provided on the intermediate shaft and meshing with the input gear for the high-speed gear;

a partition wall side intermediate bearing portion provided in the partition wall, the partition wall side intermediate bearing portion supporting one end portion in the axial direction of the intermediate shaft and allowing the one end portion to rotate freely;

a side wall side intermediate bearing portion provided on the side wall, supporting the other end portion in the axial direction of the intermediate shaft, and allowing the other end portion to rotate freely;

a differential device which is housed in the transmission case, has a final driven gear which is engaged with the final drive gear and whose lower portion is immersed in oil, and transmits power to left and right wheels; and

an oil guide into which oil carried by rotation of the final driven gear is introduced, the vehicular transmission being characterized in that,

the input gear for low-speed gear shift and the intermediate gear for low-speed gear shift are provided on the partition wall side,

the input gear for the high-speed gear and the intermediate gear for the high-speed gear are provided on the side wall,

an oil groove is formed in a wall surface of the partition wall facing the side wall, the oil groove being concave, extending from a wall surface side portion of the wall surface facing the final driven gear toward the partition wall side intermediate bearing portion, and communicating with the oil passage of the intermediate shaft,

the oil guider includes an oil introduction part, an oil passage part and an oil discharge part,

the oil introduction portion opens toward the final driven gear above the oil groove in a direction along a wall surface of the partition wall,

the oil passage portion extends from the oil introduction portion to the other end portion in the axial direction of the intermediate shaft above the intermediate shaft,

the oil discharge portion supplies the oil guided from the oil introduction portion to the oil passage portion to the side wall side intermediate bearing portion.

2. The vehicular transmission according to claim 1,

a partition wall that blocks the oil passage in an axial direction of the intermediate shaft is formed in the oil passage of the intermediate shaft,

the partition wall is formed between the intermediate gear for the low speed shift stage and the intermediate gear for the high speed shift stage in the axial direction of the intermediate shaft.

3. The vehicular transmission according to claim 2,

the intermediate shaft has a 1 st intermediate shaft disposed below the input shaft and a 2 nd intermediate shaft disposed above the 1 st intermediate shaft,

at least 1 intermediate gear of the 1 st intermediate shaft and the 2 nd intermediate gear is provided as the intermediate gear for the low gear shift,

a plurality of intermediate gears for the high-speed gear shift are provided on the 2 nd intermediate shaft, and the intermediate gear for the highest-speed gear shift is set to have the smallest gear ratio,

the intermediate gear for the 1 st gear is located closer to the partition wall than the intermediate gear for the 2 nd gear in the axial direction of the 1 st intermediate shaft,

the intermediate gear for the highest speed gear is closest to the side wall in the axial direction of the 2 nd intermediate shaft.

4. The vehicular transmission according to claim 3,

the oil passage includes a 1 st oil passage formed in the 1 st intermediate shaft and a 2 nd oil passage formed in the 2 nd intermediate shaft,

the partition wall includes a 1 st partition wall formed on the 1 st intermediate shaft and a 2 nd partition wall formed on the 2 nd intermediate shaft,

the 1 st partition wall is provided on the side wall side with respect to the low-speed-shift intermediate gear,

the 2 nd partition wall is provided on the partition wall side with respect to the intermediate gear for the high-speed gear.

5. The vehicular transmission according to claim 4,

the 1 st intermediate shaft is provided with the 1 st-gear intermediate gear, the 2 nd-gear intermediate gear, the 3 rd-gear intermediate gear, and the 4 th-gear intermediate gear in this order from the partition wall toward the side wall in the axial direction of the 1 st intermediate shaft,

a reverse gear for reverse gear, an intermediate gear for 5-speed gear, and an intermediate gear for 6-speed gear are provided in the 2 nd intermediate shaft in this order from the partition wall toward the side wall in the axial direction of the 2 nd intermediate shaft,

the intermediate gear for the 5 th gear and the intermediate gear for the highest gear are provided closer to the side wall than the axial center portion of the 2 nd intermediate shaft,

the reverse gear for reverse gear is provided closer to the partition wall than the axial center portion of the 2 nd intermediate shaft.

6. The vehicular transmission according to claim 5,

the 1 st partition wall is formed between the 2 nd intermediate gear and the 3 rd intermediate gear,

the 2 nd partition wall is formed between the reverse gear for the reverse gear and the intermediate gear for the 5 th gear.

7. The vehicular transmission according to claim 3 or claim 6,

the partition wall side intermediate bearing portion includes: a 1 st partition wall side intermediate bearing portion which supports one end portion in the axial direction of the 1 st intermediate shaft and which allows the one end portion to rotate freely; and a 2 nd partition wall side intermediate bearing portion which supports one end portion in the axial direction of the 2 nd intermediate shaft and which is rotatable,

the oil groove includes: a 1 st oil groove extending from a wall surface side portion of the wall surface facing the final driven gear toward the 1 st partition wall side intermediate bearing portion; and a 2 nd oil groove extending from a wall surface side portion of the wall surface facing the final drive gear toward the 2 nd partition wall side intermediate bearing portion,

the 1 st oil groove is formed below the 2 nd oil groove through the lower part of the 2 nd partition wall side intermediate bearing part.

8. The vehicular transmission according to any one of claims 1 to 6,

the oil passage portion of the oil deflector includes: an upstream oil passage portion extending obliquely upward from the oil introduction portion; an intermediate oil passage portion extending from a downstream end of the upstream oil passage portion in an axial direction of the intermediate shaft and obliquely downward toward the side wall; and a downstream side oil passage portion inclined downward from a downstream end of the intermediate side oil passage portion and extending to the oil discharge portion,

an inclination angle of the upstream oil passage portion with respect to a horizontal axis of the vehicle transmission is larger than an inclination angle of the intermediate oil passage portion with respect to a horizontal axis of the vehicle transmission.

9. The vehicular transmission according to claim 8,

the oil deflector includes a branch passage portion that branches from the upstream oil passage portion and is inclined obliquely downward from the upstream oil passage portion toward the oil groove.

10. The vehicular transmission according to any one of claims 3 to 6,

the side wall side intermediate bearing portion includes: a 1 st side wall side intermediate bearing portion which supports the other end portion in the axial direction of the 1 st intermediate shaft and which is rotatable; and a 2 nd side wall side intermediate bearing portion which supports the other end portion in the axial direction of the 2 nd intermediate shaft and which is rotatable,

the side wall has a side wall side input bearing portion which supports an end portion of the input shaft in the axial direction and which is rotatable,

the oil discharge portion includes: a 1 st oil discharge portion that opens toward the side wall side input bearing portion; and a 2 nd oil discharge portion which is opened toward the 2 nd side wall side intermediate bearing portion,

the side wall is formed with a communication passage for communicating the side wall side input bearing portion with the 1 st side wall side intermediate bearing portion.

11. The vehicular transmission according to claim 5 or claim 6,

a 1 st limiting member provided to the 1 st countershaft to limit movement of the 2 nd-speed intermediate gear and the 3 rd-speed intermediate gear in an axial direction of the 1 st countershaft,

a 2 nd restricting member that restricts movement of the reverse gear for reverse gear and the 5 th intermediate gear in an axial direction of the 2 nd countershaft is provided in the 2 nd countershaft,

the 1 st partition wall is provided with a 1 st mounting part for mounting the 1 st limiting component,

the 2 nd partition wall is provided with a 2 nd mounting portion to which the 2 nd regulating member is mounted.