CN111609116A

CN111609116A - Vehicle drive device

Info

Publication number: CN111609116A
Application number: CN202010115252.4A
Authority: CN
Inventors: 宫崎将英; 北冈圭史
Original assignee: Suzuki Motor Corp
Current assignee: Suzuki Motor Corp
Priority date: 2019-02-26
Filing date: 2020-02-25
Publication date: 2020-09-01
Anticipated expiration: 2040-02-25
Also published as: CN111609116B; DE102020202234A1; JP2020133882A; JP6702469B1

Abstract

Provided is a vehicle drive device capable of improving the oil recovery efficiency of a collection tank and reducing the stirring loss of oil caused by a rotating shaft. The collection tank (48) has: a main body (48C) having an upper oil inlet (48A) and a lower oil outlet (48B) formed therein; and an extension portion (48D) that extends along the inner surface of an upper wall (6E) that forms the upper surface of the transmission case (5), from the upper oil inlet (48A), over the forward drive output shaft (12), and over the differential device (15). The main body (48C) and the extension (48D) have vertical wall sections (48S, 48G) that face the partition wall (6A) and extend to the vicinity of the upper wall (6E), and the transmission case (5) has a projection (63) that projects downward from the upper wall (6E) above the end of the upper oil introduction port (48A) on the side opposite the forward output shaft (12).

Description

Vehicle drive device

Technical Field

The present invention relates to a vehicle drive device.

Background

A transmission mounted in a vehicle such as an automobile stores oil for lubricating a gear meshing portion and the like in a transmission case. In this transmission, since the stirring resistance of the gears increases when the amount of oil is large, a catch tank (catch tank) is provided that temporarily stores the oil when the gears rotate to lower the liquid level of the oil, thereby reducing the stirring resistance caused by the rotation of the gears.

As a conventional technique of this kind, a technique described in patent document 1 is known. The vehicle transmission described in patent document 1 includes: a transmission case that stores oil; a 1 st rotating shaft having a 1 st gear rotatably provided in a transmission case and having a lower portion immersed in oil; and a 2 nd rotating shaft having a 2 nd gear rotatably provided in the transmission case and having a lower portion immersed in the oil, and extending in parallel with the 1 st rotating shaft. The vehicular transmission described in patent document 1 includes a catch tank that is provided on the opposite side of the 1 st rotation axis with respect to the 2 nd rotation axis in the transmission case and that stores the oil raised by the 1 st gear.

Documents of the prior art

Patent document

Patent document 1: japanese patent application laid-open No. 6372386

Disclosure of Invention

Problems to be solved by the invention

However, in the technique described in patent document 1, the following is conceivable: the oil raised by the differential device collides with a top wall of the transmission case and the like before reaching the catch tank, falls down, and comes into contact with a rotary shaft in the transmission case to cause a stirring loss.

Therefore, it is required to trap more oil in the catch tank, improve the oil recovery efficiency of the catch tank, and reduce the stirring loss of the oil due to the rotation shaft.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle drive device capable of improving the oil recovery efficiency of a catch tank and reducing the oil agitation loss caused by a rotating shaft.

Means for solving the problems

The present invention is a vehicle drive device including: a transmission case that houses a rotating shaft that transmits power of a power source and a differential device that transmits power of the rotating shaft, the transmission case having a bottom portion that stores oil; a partition wall extending in a direction orthogonal to the rotation axis and partitioning an inside of the transmission case; and a canister that is housed in the transmission case, is located on an opposite side of the differential device with respect to the rotary shaft, and is attached to the partition wall, wherein the canister includes: a body part having an upper oil inlet port into which the oil raised by the differential device is introduced and a lower oil outlet port from which the oil introduced from the upper oil inlet port and stored therein is discharged; and an extension portion extending from the upper oil introduction port to above the differential device through the rotation shaft along an inner surface of an upper wall forming an upper surface of the transmission case, wherein the main body portion and the extension portion each have a vertical wall portion facing the partition wall and extending to a vicinity of the upper wall, and the transmission case has a protrusion protruding downward from the upper wall above an end portion of the upper oil introduction port on a side opposite to the rotation shaft.

Effects of the invention

Thus, according to the present invention described above, the efficiency of recovering oil from the catch tank can be improved, and the stirring loss of oil due to the rotating shaft can be reduced.

Drawings

Fig. 1 is a left side view of a vehicle drive device according to an embodiment of the present invention.

Fig. 2 is a rear view of a vehicle drive device according to an embodiment of the present invention.

Fig. 3 is a left side view of a right housing of the vehicular drive apparatus according to the embodiment of the invention.

Fig. 4 is a right side view of a left housing of the vehicular drive apparatus according to the embodiment of the invention.

Fig. 5 is a frame diagram of a vehicle drive device according to an embodiment of the present invention.

Fig. 6 is a perspective view of a right housing of the vehicle drive device according to the embodiment of the present invention.

Fig. 7 is a left side view of the collection tank of the right housing of the vehicular drive apparatus according to the embodiment of the invention.

Fig. 8 is a right side view of a collection tank of a vehicle drive device according to an embodiment of the present invention.

Fig. 9 is a left side view of a canister of a vehicle drive apparatus according to an embodiment of the present invention.

Fig. 10 is a plan view of a canister of a vehicle drive device according to an embodiment of the present invention.

Fig. 11 is a rear view of a canister of a vehicle drive device according to an embodiment of the present invention.

Fig. 12 is a rear view of a right housing of the vehicular drive apparatus according to the embodiment of the invention.

Fig. 13 is a plan view of a right housing of a vehicle drive device according to an embodiment of the present invention.

FIG. 14 is a cross-sectional view taken along the direction XIV-XIV in FIG. 3.

Description of the reference numerals

A vehicle, 4.. a drive device (a drive device for a vehicle), 5.. a transmission housing, 6a.. a partition wall, 6c.. a bearing holding portion, 6g.. an oil introduction groove, 7e.. an upper wall, 8.. an engine (a power source), 12.. an output shaft (a rotary shaft) for forward travel, 15.. a differential device, 48.. a collection tank, 48a.. an upper oil introduction port, 48b.. a lower oil discharge port, 48c.. a main body portion, 48d.. an extension portion, 48g.. a longitudinal wall portion, 48m.. a side surface portion, 48n.. an upper end portion, 48s.. a longitudinal wall portion, 61, 62.. a shaft, 63.. a protrusion portion, 64, 65.. a shift shaft holding portion, 66.. a rib.

Detailed Description

A vehicle drive device according to an embodiment of the present invention includes: a transmission case that houses a rotating shaft that transmits power of a power source and a differential device that transmits power of the rotating shaft, the transmission case having a bottom portion that stores oil; a partition wall extending in a direction orthogonal to the rotation axis and partitioning an interior of the transmission case; and a collection tank housed in the transmission case, located on the opposite side of the differential device with respect to the rotation shaft, and attached to the partition wall, wherein the collection tank includes: a body part having an upper oil inlet port into which oil raised by the differential device is introduced and a lower oil outlet port from which oil introduced from the upper oil inlet port and stored therein is discharged; and an extension portion extending from the upper oil introduction port to above the differential device through the upper portion of the rotary shaft along an inner surface of the upper wall forming an upper surface of the transmission case, wherein the main body portion and the extension portion each have a vertical wall portion facing the partition wall and extending to the vicinity of the upper wall, and the transmission case has a protrusion portion protruding downward from the upper wall above an end portion of the upper oil introduction port on a side opposite to the rotary shaft. Accordingly, the vehicle drive device according to the embodiment of the present invention can improve the oil recovery efficiency of the catch tank and reduce the oil agitation loss caused by the rotation shaft.

[ examples ]

Hereinafter, a vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 to 14 are views showing a vehicle drive device according to an embodiment of the present invention.

In fig. 1 to 14, the vertical, front, rear, and left and right directions are the vertical, front, rear, and left and right directions of the vehicle drive device in a state of being installed in the vehicle, the direction orthogonal to the front and rear directions of the vehicle is the left and right direction, and the height direction of the vehicle drive device is the vertical direction.

First, the configuration is explained. In fig. 1, a hybrid vehicle (hereinafter, simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is partitioned into an engine room 2A on the front side and a vehicle cabin 2B on the rear side by a dash panel 3. A vehicle drive device (hereinafter simply referred to as a drive device) 4 is provided in the engine room 2A, and the drive device 4 has a shift speed of forward 6 th gear and reverse 1 st gear.

In fig. 2, the drive device 4 includes a transmission case 5, and the transmission case 5 includes a right case 6 (see fig. 3) and a left case 7 (see fig. 4).

As shown in fig. 2, the engine 8 is coupled to the right housing 6. The engine 8 has a crankshaft 9 (see fig. 5), and the crankshaft 9 is provided to extend in the width direction of the vehicle 1.

That is, the engine 8 of the present embodiment is constituted by a transverse engine, and the vehicle 1 of the present embodiment is a front engine front drive (FF) vehicle. The engine 8 of the present embodiment includes an internal combustion engine, and constitutes a power source of the present invention.

The left case 7 is coupled to the right case 6 from the side opposite to the engine 8, i.e., the left side. As shown in fig. 3, a flange portion 6F is formed on the outer peripheral edge of the right housing 6. As shown in fig. 4, a flange portion 7F is formed on the outer peripheral edge of the left housing 7.

As shown in fig. 3, a plurality of boss portions 6F matching the boss portions 7F are formed in the flange portion 6F, and the boss portions 6F are provided along the flange portion 6F.

In fig. 4, a plurality of boss portions 7F matching the boss portions 6F are formed in the flange portion 7F, and the right housing 6 and the left housing 7 are fastened and integrated by fastening bolts 23A (see fig. 1) to the boss portions 6F of the flange portion 6F and the boss portions 7F of the flange portion 7F.

The right housing 6 houses a clutch 10 (see fig. 5). The left housing 7 houses an input shaft 11, a forward output shaft 12, a reverse output shaft 13, and a differential device 15 shown in fig. 5. The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are provided in parallel.

In fig. 5, an input shaft 11 is coupled to the engine 8 through a clutch 10, and power of the engine 8 is transmitted to the input shaft 11 through the clutch 10. The input shaft 11 includes an input gear 16A for 1-speed, an input gear 16B for 2-speed, an input gear 16C for 3-speed, an input gear 16D for 4-speed, an input gear 16E for 5-speed, and an input gear 16F for 6-speed.

The

input gears

16A and 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are provided on the input shaft 11 via needle bearings, not shown, and are rotatable relative to each other.

The forward output shaft 12 includes an output gear 17A for 1-speed gear, an output gear 17B for 2-speed gear, an output gear 17C for 3-speed gear, an output gear 17D for 4-speed gear, an output gear 17E for 5-speed gear, an output gear 17F for 6-speed gear, and a final drive gear 17G for forward movement, and the output gears 17A to 17F mesh with input gears 16A to 16F constituting the same shift speed. The forward output shaft 12 constitutes a rotary shaft in the present invention.

The output gears 17A and 17B are provided on the forward output shaft 12 via needle bearings, not shown, and are rotatable relative to each other. The output gears 17C to 17F and the final drive gear 17G are fixed to the forward output shaft 12 and rotate integrally with the forward output shaft 12.

In the 1 st gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16A and the output gear 17A. In the 2 nd gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16B and the output gear 17B.

A 1 st synchronizer 18 is provided between the output gear 17A and the output gear 17B on the forward output shaft 12.

The 1 st synchronizer 18 couples the output gear 17A for the 1 st gear to the output shaft 12 for forward movement when shifting to the 1 st gear by the shift operation, and the 1 st synchronizer 18 couples the output gear 17B for the 2 nd gear to the output shaft 12 for forward movement when shifting to the 2 nd gear by the shift operation. By this operation, the output gear 17A or the output gear 17B is coupled to the forward output shaft 12 and rotates integrally with the forward output shaft 12.

A 2 nd synchronizing device 19 is provided on the input shaft 11 between the input gear 16C and the input gear 16D.

The 2 nd synchronizer 19 couples the input gear 16C to the input shaft 11 when shifting to 3 th gear by a shift operation, and the 2 nd synchronizer 19 couples the input gear 16D to the input shaft 11 when shifting to 4 th gear by a shift operation. By this operation, the input gear 16C or the input gear 16D is coupled to the input shaft 11 and rotates integrally with the input shaft 11.

In the 3 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16C and the output gear 17C. In the 4 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16D and the output gear 17D.

A 3 rd synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.

The 3 rd synchronizer 20 couples the input gear 16E to the input shaft 11 when shifting to 5 th gear by a shift operation, and the 3 rd synchronizer 20 couples the input gear 16F to the input shaft 11 when shifting to 6 th gear by a shift operation. By this operation, the input gear 16E or the input gear 16F is coupled to the input shaft 11 and rotates integrally with the input shaft 11.

In the 5 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16E and the output gear 17E. In the 6 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16F and the output gear 17F.

The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is provided on the reverse output shaft 13 through a needle bearing, not shown, so as to be relatively rotatable, and the reverse gear 22A is meshed with the output gear 17A. The final drive gear 22B is fixed to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13.

The 4 th synchronizer 21 is provided on the reverse output shaft 13. When switching to the reverse gear by the shift operation, the 4 th synchronizer 21 couples the reverse gear 22A to the reverse output shaft 13. By this operation, the reverse gear 22A is coupled to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13.

In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 through the output gear 17A and the reverse gear 22A that rotate relative to the input gear 16A and the forward output shaft 12.

The final drive gear 17G for forward movement and the final drive gear 22B for reverse movement are meshed with the final driven gear 15A of the differential device 15. Accordingly, the power of the forward output shaft 12 and the power of the reverse output shaft 13 are transmitted to the differential device 15 through the forward final drive gear 17G or the reverse final drive gear 22B.

The differential device 15 includes: a final-stage driven gear 15A; a differential case 15B having a final driven gear 15A mounted on an outer peripheral portion thereof; and a differential mechanism 15C that is internally provided in the differential case 15B.

One end portions of the left and

right drive shafts

24L, 24R are inserted into the differential case 15B, and one end portions of the left and

right drive shafts

24L, 24R are coupled to the differential mechanism 15C.

The other end portions of the left and

right drive shafts

24L, 24R are coupled to left and right drive wheels, not shown, respectively. The differential device 15 distributes the power of the engine 8 to the left and

right drive shafts

24L, 24R via the differential mechanism 15C and transmits the power to the drive wheels.

In fig. 2, the motor 32 includes a motor housing 32A and a motor shaft 32B (see fig. 5) rotatably supported by the motor housing 32A. A rotor and a stator having a coil wound thereon, which are not shown in the drawings, are housed in the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.

In the motor 32, a rotating magnetic field that rotates in the circumferential direction is generated by supplying three-phase alternating current to the coils. The stator links the generated magnetic flux to the rotor, thereby rotationally driving the rotor integrated with the motor shaft 32B.

In fig. 1, a motor connector 32C is provided behind the motor 32, and a power supply line, not shown, for driving the motor 32 is connected to the motor connector 32C.

A cooling water inlet pipe portion 32a and a cooling water outlet pipe portion 32b are provided above the motor 32. The cooling water inlet pipe portion 32a introduces cooling water into the motor 32, and the cooling water outlet pipe portion 32b discharges the cooling water that has cooled the motor 32 from the motor 32.

The transmission case 5 is provided with a front bracket 51A and a rear bracket 51B. The front bracket 51A couples the right end of the motor housing 32A and the right housing 6, and supports the motor housing 32A to the right housing 6.

The rear bracket 51B couples the rear end of the motor connector 32C and the right housing 6, and supports the motor connector 32C to the right housing 6. Thus, the side of the motor 32 opposite to the motor fitting portion 28C is coupled to the right housing 6.

A reduction gear case 25 is provided in the left case 7, and the reduction gear case 25 includes a case portion 26 and a cover portion 27. The reduction gear case 25 houses a reduction mechanism 33 (see fig. 5).

In fig. 5, the speed reduction mechanism 33 includes a 1 st drive gear 34, a 1 st intermediate shaft 35, a 2 nd intermediate shaft 36, and a 4 th output gear 17D provided on the forward output shaft 12, which are provided on the motor shaft 32B of the motor 32.

A 1 st driven gear 35A and a 2 nd drive gear 35B are provided on the 1 st intermediate shaft 35. A 2 nd driven gear 36A and a 3 rd drive gear 36B are provided on the 2 nd counter shaft 36.

The 1 st driven gear 35A is formed to have a diameter larger than that of the 1 st drive gear 34, and the 1 st driven gear 35A is meshed with the 1 st drive gear 34.

The 2 nd driving gear 35B is formed to have a diameter smaller than the diameters of the 1 st driven gear 35A and the 2 nd driven gear 36A, and the 2 nd driving gear 35B is meshed with the 2 nd driven gear 36A.

The 3 rd driving gear 36B is formed to have the same diameter as that of the 2 nd driven gear 36A and to have a diameter larger than that of the output gear 17D for the 4 th gear, and the 3 rd driving gear 36B is meshed with the output gear 17D for the 4 th gear.

As described above, the driven gear of the speed reducing mechanism 33 according to the present embodiment includes the output gear 17D for the 4 th gear. In other words, the output gear 17D doubles as a gear for speed change and a gear for speed reduction.

The speed reduction mechanism 33 reduces the speed of the power of the motor 32 and transmits the power to the forward movement output shaft 12 by setting the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A so as to have an arbitrary speed reduction ratio.

In fig. 2, the housing portion 26 has a side wall 28 and a peripheral wall portion 29 each formed integrally with the left housing 7.

The side wall 28 has a partition wall portion 28A. The side wall 28 extends downward from the upper wall 7E of the left housing 7, and the interior of the left housing 7 is partitioned by a partition wall portion 28A into a gear housing chamber 41 and a reduction mechanism housing chamber 42.

In fig. 4, the left housing 7 has: a bottom wall 7B located below the upper wall 7E; a front wall 7C joining the upper wall 7E and the bottom wall 7B; and a rear wall 7D located behind the front wall 7C and joining the upper wall 7E and the bottom wall 7B.

An opening, not shown, is formed in the partition wall portion 28A, and the input shaft 11 and the forward output shaft 12 are provided in the gear housing chamber 41 and the reduction mechanism housing chamber 42 through the opening.

The input gears 16A, 16B, and 16C and the output gears 17A, 17B, and 17C are provided in the gear housing chamber 41 (see fig. 6), and the input gears 16D, 16E, and 16F and the output gears 17D, 17E, and 17F are provided in the reduction mechanism housing chamber 42.

The speed reduction mechanism 33 is provided in the speed reduction mechanism housing chamber 42 so as to be located on the differential device 15 side with respect to the forward output shaft 12.

In fig. 2 and 4, the side wall 28 has a vertical wall portion 28B. Vertical wall portion 28B extends upward from partition wall portion 28A with respect to upper wall 7E of left housing 7, and a motor mounting portion 28C is provided at an upper portion in the extending direction.

The motor mounting portion 28C is formed in a disk shape having an outer diameter equal to the outer diameter of the motor 32, that is, the outer diameter of the motor case 32A. A plurality of boss portions 28m are provided on an outer peripheral portion of the motor mounting portion 28C, and the boss portions 28m are provided along the outer peripheral portion of the motor mounting portion 28C.

The motor 32 is fastened to the motor mounting portion 28C by inserting a bolt 23B (see fig. 1) into the motor mounting portion 28C and fastening the bolt 23B to an unillustrated screw groove formed in the motor case 32A.

In fig. 2, the peripheral wall portion 29 protrudes outward (leftward) in the axial direction of the input shaft 11 from the partition wall portion 28A, and the upper end of the peripheral wall portion 29 extends above the upper wall 7E of the left housing 7. The peripheral wall portion 29 is formed in an L shape when viewed in the axial direction of the input shaft 11, and surrounds the reduction mechanism 33.

In fig. 2, the cover portion 27 is joined (fastened) to a tip end portion 29a of the peripheral wall portion 29 in a protruding direction protruding in the axial direction of the input shaft 11 by a bolt 23C. As shown in fig. 1, the cover portion 27 is formed in an L shape when viewed from the axial direction of the input shaft 11.

In fig. 7, a partition wall 6A is provided on the right housing 6. Partition wall 6A extends upward from bottom wall 6B of right housing 6, and is joined to front wall 6C, rear wall 6D, and upper wall 6E of right housing 6 (see fig. 3).

The partition wall 6A partitions the inside of the transmission case 5 into a space in which the clutch 10 (see fig. 5) is housed and a space in which the input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are housed.

A cylindrical bearing holding portion 6A is provided in the partition wall 6A, and one end portion (right end portion) in the axial direction of the forward output shaft 12 (see fig. 5) is rotatably supported by the bearing holding portion 6A via a bearing (not shown).

The cover portion 27 (see fig. 1) is provided with a cylindrical bearing holding portion (not shown), and the other end portion (left end portion) in the axial direction of the forward output shaft 12 is rotatably supported by the bearing holding portion via a bearing (not shown).

One end portion (right end portion) in the axial direction of the input shaft 11 is rotatably supported by a cylindrical bearing holding portion 6c formed in the partition wall 6A via a bearing 43E. The other end portion (left end portion) in the axial direction of the input shaft 11 is rotatably supported by a cylindrical bearing holding portion formed in the cover portion 27 via a bearing (not shown).

A cylindrical bearing holding portion 6b is provided in the partition wall 6A, and one end portion (right end portion) in the axial direction of the output shaft 13 for rearward movement (see fig. 5) is rotatably supported by the bearing holding portion 6b via a bearing (not shown).

As shown in fig. 3, 4, 6, and 7, the transmission case 5 is provided with a collection tank 48. The collection tank 48 is used to trap and temporarily store oil.

As shown in fig. 8, 9, 10, and 11, the right end of the collection tank 48 is open. An upper oil introduction port 48A is provided in an upper portion of the collection tank 48. The collection tank 48 is provided with a lower oil drain port 48B.

The right end of the collection tank 48 abuts against the partition wall 6A of the right housing 6, and is fixed to the partition wall 6A by a bolt 23D.

In fig. 3, oil O is stored at the bottom of the left housing 7. The final driven gear 15A and the reverse gear 22A are immersed in the oil O. When the final driven gear 15A of the differential device 15 rotates, the oil O is raised by the final driven gear 15A. Therefore, the oil O is raised by the differential device 15.

The oil O1 raised by the final-stage driven gear 15A moves along the rear wall 6D and the upper wall 6E in the right housing 6.

In fig. 4, the oil O1 raised by the final driven gear 15A moves in the left housing 7 along the rear wall 7D and the upper wall 7E. In this way, the oil moving inside the right and left

casings

6, 7 is introduced from the upper oil introduction port 48A into the catch tank 48. The catch tank 48 includes a partition wall 6A against which the catch tank 48 abuts, and a space for storing oil is formed by the catch tank 48 and the partition wall 6A.

The lower oil discharge port 48B is located above the axial center C1 of the reverse output shaft 13 and below the axial center C2 of the final driven gear 15A.

The opening area of the lower oil discharge port 48B is formed smaller than the opening area of the upper oil introduction port 48A. The oil stored in the collection tank 48 is discharged from the lower oil discharge port 48B.

The catch tank 48 stores the oil introduced from the upper oil introduction port 48A, thereby lowering the oil level of the oil O and reducing the stirring resistance of the final driven gear 15A and the reverse gear 22A.

Since the opening area of the lower oil discharge port 48B of the catch tank 48 is formed smaller than the opening area of the upper oil introduction port 48A, the amount of oil introduced from the upper oil introduction port 48A can be made larger than the amount of oil discharged from the lower oil discharge port 48B.

Therefore, a large amount of oil can be temporarily stored, and the oil level of the oil O can be lowered. As shown in fig. 3, a magnet 52 is provided below the lower oil discharge port 48B, and the magnet 52 adsorbs iron powder contained in the oil discharged from the lower oil discharge port 48B.

As shown in fig. 4, a bulging wall portion 7G is provided on the bottom wall 7B of the left housing 7. The bulging wall portion 7G bulges upward from the bottom wall 7B so as to face a lower portion of the partition wall 6A (see fig. 3) in the direction of the axial center C2 of the final driven gear 15A. That is, the bulging wall portion 7G extends upward from the bottom wall 7B so as to face the partition wall 6A.

A groove 49 is formed in the bottom of the left housing 7 by the partition wall 6A, the expanded wall 7G, and the bottom wall 7B. In the catch tank 48, a lower oil discharge port 48B is provided in the transmission case 5 so as to be located above the groove portion 49 in the vertical direction.

A portion of the bottom wall 7B of the left housing 7 sandwiched between the partition wall 6A and the expanded wall 7G in the axial direction of the retracting output shaft 13 constitutes a bottom wall 49A of the groove portion 49. The bottom wall 49A of the groove portion 49 is formed to be inclined downward from the collection tank 48 side toward the oil filter 46. The lower oil discharge port 48B is opposed to the bulging wall portion 7G and the bottom wall 49A in the vertical direction.

In fig. 4, the catch tank 48 includes a body portion 48C, the body portion 48C is formed with an upper oil introduction port 48A through which the oil raised by the final driven gear 15A of the differential device 15 is introduced, and a lower oil discharge port 48B through which the oil introduced from the upper oil introduction port 48A and stored therein is discharged.

As shown in fig. 8, 9, 10, and 11, the collection tank 48 has a protruding portion 48D. As shown in fig. 3 and 4, the catch tank 48 has an extension portion 48D that extends from the upper oil inlet port 48A to above the forward output shaft 12 along the inner surface of the upper wall 7E forming the upper surface of the transmission case 5 and above the differential device 15.

In fig. 4, the input shaft 11 that transmits power to the forward output shaft 12 is provided below the protruding portion 48D and between the forward output shaft 12 and the catch tank 48.

In fig. 4,

shift shafts

61 and 62 for changing the shift position by switching the power transmission path are arranged between the upper wall 7E and the projecting portion 48D in the transmission case 5, and the

shift shafts

61 and 62 are parallel to the forward output shaft 12. The protruding portion 48D has a recess 48E recessed downward at a position below the shift shaft 61.

In fig. 4, the transmission case 5 has a protruding portion 63 protruding downward from the upper wall 7E.

The projection 63 is formed above an end of the upper oil introduction port 48A on the opposite side to the forward output shaft 12.

In fig. 7, the transmission case 5 includes shift

shaft holding portions

64 and 65 that hold the

shift shafts

61 and 62. The projecting portion 63 (see fig. 4) is projected downward from the upper end of the shift shaft holding portion 64 in the vertical direction. That is, the lower end P2 of the protrusion 63 in fig. 4 is located below the upper end position P1 of the shift shaft holding portion 64 in fig. 7.

The shift shaft 61 constitutes a shift shaft and a 1 st shift shaft in the present invention, and the shift shaft 62 constitutes a 2 nd shift shaft in the present invention. The shift shaft holding portion 64 constitutes a shift shaft holding portion and a 1 st shift shaft holding portion in the present invention, and the shift shaft holding portion 65 constitutes a 2 nd shift shaft holding portion in the present invention.

A notch 48F for discharging oil downward is formed in the bottom of the recess 48E. The transmission case 5 has a bearing holding portion 6c that holds the bearing 43E of the input shaft 11 below the recess 48E of the protruding portion 48D. The bearing holding portion 6c has an oil guide groove 6g, and the oil guide groove 6g guides the oil falling from the notch 48F to the bearing 43E.

In fig. 6, the partition wall 6A extends in a direction orthogonal to the forward output shaft 12, and partitions the inside of the transmission case 5. The collection tank 48 is housed in the transmission case 5, is located on the opposite side of the differential device 15 with respect to the forward output shaft 12, and is attached to the partition wall 6A.

In fig. 12, 13, and 14, the body portion 48C has a vertical wall portion 48S. The protruding portion 48D has a vertical wall portion 48G. The vertical wall portion 48S and the vertical wall portion 48G are opposed to the partition wall 6A and extend to the vicinity of the upper wall 6E (see fig. 6). The width of the protruding portion 48D is larger than the width of the final driven gear 15A of the differential device 15 in the axial direction of the forward output shaft 12, and a part of the protruding portion 48D overlaps with the final driven gear 15A (see fig. 6). Here, the width of the protruding portion 48D refers to the length of the protruding portion 48D in the axial direction of the forward output shaft 12. The width of the final driven gear 15A is the length of the final driven gear 15A in the axial direction of the forward output shaft 12.

In fig. 6, the protruding portion 48D extends from the partition wall 6A to at least an end portion of a bearing 15D (see fig. 12) of the differential device 15 in the axial direction of the forward output shaft 12, and covers an upper portion of a final drive gear 17G that is a gear on the forward output shaft 12 that is closest to the partition wall 6A.

A speed sensor 67 that detects the rotational speed of the forward output shaft 12 is mounted on the transmission case 5. The speed sensor 67 overlaps with a part of the protruding portion 48D in the axial direction of the forward output shaft 12.

In the plan views of fig. 13 and 14, the vertical wall portion 48G of the protruding portion 48D has a restrictor 48P that bypasses the speed sensor 67 so as to narrow the flow path of the oil.

The speed sensor 67 measures the rotational speed of the output gear 17A for the 1 st gear. The speed sensor 67 detects the rotation speed of the clutch 10 by measuring the rotation speed of the output gear 17A of the 1 st gear. Here, the speed sensor 67 is located in the middle of the oil flow path from the final driven gear 15A to the catch tank 48, and may hinder oil recovery. For this reason, in the present embodiment, by providing the flow restriction portion 48P at the protruding portion 48D, the oil recovery is prevented from being hindered by the collision of the speed sensor 67 with the oil, and the speed sensor 67 is protected from the collision with the oil. Here, the oil flow direction when the vehicle is moving forward is the front.

In fig. 13 and 14, the restrictor 48P includes: a 1 st vertical wall portion 48H that covers the upstream side in the oil flow direction of the speed sensor 67 and is inclined so as to approach the partition wall 6A (see fig. 6) as it goes to the downstream side in the oil flow direction; and 2 nd

vertical wall portions

48K, 48L that cover the downstream side in the oil flow direction of the speed sensor 67. The speed sensor 67 overlaps both the protruding portion 48D and the main body portion 48C in the direction orthogonal to the forward output shaft 12, and is disposed closer to the partition wall 6A than the vertical wall portion 48S of the main body portion 48C and the vertical wall portion 48G of the protruding portion 48D in the axial direction of the forward output shaft 12. Therefore, as shown in fig. 14, the oil O7 flowing on the vertical wall portion 48G side of the protruding portion 48D smoothly changes its flow direction to a direction along the inclined first vertical wall portion 48H, merges with the oil O8 flowing on the partition wall 6A side, and flows as the oil O9. Therefore, the oil O7 can be prevented from flying over the 1 st vertical wall portion 48H and colliding with the speed sensor 67.

In fig. 10, the 2 nd

vertical wall portions

48K and 48L have 2

bent portions

48U and 48T that change the flow direction from the direction orthogonal to the forward output shaft 12 to the direction perpendicular to the axial direction of the forward output shaft 12.

The bent portion 48U is provided between the vertical wall portion 48S and the vertical wall portion 48L, and the bent portion 48T is provided between the vertical wall portion 48G and the vertical wall portion 48K. In addition, the 2 nd

vertical wall portions

48K and 48L have 2

bent portions

48R and 48Q which are opposite to the above and which change the flow direction from the axial direction of the forward movement output shaft 12 to the direction perpendicular to the direction of the forward movement output shaft 12. The bent portion 48R is provided between the vertical wall portion 48L and the vertical wall portion 48G, and the bent portion 48Q is provided between the vertical wall portion 48K and the vertical wall portion 48J. The 2 nd vertical wall portion 48K is connected to the 1 st vertical wall portion 48H via a vertical wall portion 48J, and the vertical wall portion 48J is disposed on the side of the speed sensor 67.

In fig. 7, the protruding portion 48D has a recess 48E recessed downward on the downstream side of the restrictor 48P in the oil flow direction.

In fig. 6 and 7, the protruding portion 48D is fitted to the partition wall 6A with a gap. In the transmission case 5, a shift shaft 61 for changing a shift position by switching a power transmission path is arranged between the upper wall 6E and the projecting portion 48D, and the shift shaft 61 is parallel to the forward output shaft 12. The partition wall 6A has a shift shaft holding portion 64 that holds the shift shaft 61, and the projecting portion 63 projects below the upper end of the shift shaft holding portion 64.

In the transmission case 5, a shift shaft 62 and a shift shaft holding portion 65 that holds the shift shaft 62 are disposed so as to pass between the upper wall 6E and the protruding portion 48D. Further, the upper portion of the shift shaft holding portion 64 and the upper portion of the shift shaft holding portion 65 are connected by a rib 66 extending from the partition wall 6A.

In fig. 7, the main body portion 48C has a side surface portion 48M extending from the peripheral edge of the vertical wall portion 48S in the axial direction of the forward drive output shaft 12. An upper end portion 48N of the side surface portion 48M on the side away from the differential device 15 is curved along the inner surface of the transmission case 5. The upper end portion 48N extends to a position above the lower end of the protruding portion 63.

When the plane connecting the upper end of the shift shaft holding portion 64 and the upper end of the shift shaft holding portion 65 is defined as the 1 st virtual plane L1, the base end portion of the projecting portion 63 is disposed at a position where the 1 st virtual plane L1 intersects the upper wall 6E.

When a plane connecting the axial center of the shift shaft holding portion 64 and the axial center of the shift shaft holding portion 65 is defined as a 2 nd virtual plane L2, the lower end of the projecting portion 63 is disposed below the 2 nd virtual plane L2 from the upper wall 6E.

When a plane connecting the lower end of the shift shaft holding portion 64 and the lower end of the shift shaft holding portion 65 is defined as the 3 rd virtual plane L3, the upper end portion 48N of the side surface portion 48M is disposed above the 3 rd virtual plane L3.

The upper end portion 48N is bent so as to extend upward and toward the differential device 15 side, and contacts the protruding portion 63.

Next, the operation will be described. When the vehicle 1 travels with the engine while traveling forward, the power of the engine 8 is transmitted from the input shaft 11 to any one of the output gears 17A to 17F through any one of the input gears 16A to 16F that establishes a predetermined shift speed.

Accordingly, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and power of the engine 8 is distributed to the left and

right drive shafts

24L, 24R through the differential mechanism 15C of the differential device 15 and transmitted to the drive wheels, whereby the vehicle 1 performs forward running.

On the other hand, when the vehicle 1 travels by the motor while traveling forward, the power of the motor 32 is transmitted from the motor shaft 32B to the 1 st driven gear 35A through the 1 st drive gear 34 in a state where the 1 st to 4 th synchronization devices 18 to 21 are located at the neutral position.

Then, the power of the motor 32 is transmitted to the output gear 17D for the 4 th gear through the 2 nd drive gear 35B, the 2 nd driven gear 36A, and the 3 rd drive gear 36B.

Since the reduction mechanism 33 sets the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A so as to have an arbitrary reduction ratio, the power of the motor 32 is reduced in speed and transmitted to the forward output shaft 12.

Accordingly, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and the vehicle 1 travels forward.

As shown in fig. 3, when the vehicle moves forward, the final driven gear 15A, the input gear 16F, the reverse gear 22A, and the output gear 17A rotate in the directions indicated by arrows. Specifically, in fig. 3, the final driven gear 15A, the input gear 16F, and the reverse gear 22A rotate counterclockwise, and the output gear 17A rotates clockwise. Accordingly, as shown in fig. 3 and 4, the oil O accumulated in the bottom of the left housing 7 is raised by the final driven gear 15A, moves along the

rear walls

6D, 7D and the

upper walls

6E, 7E of the transmission housing 5 as shown by the oil O1, and is introduced from the upper oil inlet port 48A into the reservoir tank 48.

Accordingly, the oil is temporarily stored in the catch tank 48, the oil level of the oil O is lowered, the stirring resistance of the final driven gear 15A and the reverse gear 22A is reduced, and the stirring loss is reduced. The oil stored in the collection tank 48 is discharged from the lower oil discharge port 48B to the bottom of the left housing 7 as indicated by oil O4.

As described above, in the drive device 4 of the present embodiment, the collection tank 48 includes: a body portion 48C in which an upper oil inlet port 48A and a lower oil outlet port 48B are formed, the upper oil inlet port 48A introducing oil raised by the final driven gear 15A of the differential device 15, and the lower oil outlet port 48B discharging oil introduced from the upper oil inlet port 48A and stored therein; and an extension portion 48D extending from the upper oil inlet port 48A to above the forward output shaft 12 and above the differential device 15 along an inner surface of the upper wall 6E forming an upper surface of the transmission case 5.

The main body portion 48C and the projecting portion 48D have

vertical wall portions

48S and 48G, respectively, which face the partition wall 6A and extend to the vicinity of the upper wall 6E, and the transmission case 5 has a projecting portion 63 projecting downward from the upper wall 6E above an end portion of the upper oil introduction port 48A on the opposite side to the forward output shaft 12.

Therefore, the projecting portion 48D prevents the oil raised by the differential device 15 from colliding with the upper wall 6E of the transmission case 5 and falling downward before being collected in the collection tank 48. Therefore, the stirring resistance caused by the forward output shaft 12 lifting the oil can be reduced. Further, the efficiency of recovering oil from the catch tank 48 can be improved, the oil level position of the oil in the transmission case 5 can be lowered, and the stirring resistance of the entire transmission can be reduced.

Further, the oil raised by the differential device 15 and reaching the catch tank 48 along the upper wall 6E of the transmission case 5 without stalling can be caused to collide with the protrusion 63, and the oil can be reliably guided to the upper oil introduction port 48A below the protrusion 63. That is, the oil can be prevented from flying above the upper oil introduction port 48A of the collection tank 48 without being collected. Therefore, the efficiency of recovering the oil from the catch tank 48 can be improved, the oil level position of the oil in the transmission case 5 can be lowered, and the stirring resistance of the entire transmission can be reduced.

As a result, the efficiency of collecting the oil in the catch tank 48 can be improved, and the stirring loss of the oil by the forward output shaft 12 can be reduced.

In the drive device 4 of the present embodiment, a shift shaft 61 for changing a shift position by switching a power transmission path is arranged between the upper wall 6E and the projecting portion 48D in the transmission case 5, and the shift shaft 61 is parallel to the forward drive output shaft 12. The partition wall 6A has a shift shaft holding portion 64 that holds the shift shaft 61, and the projecting portion 63 projects below the upper end of the shift shaft holding portion 64.

Therefore, even if the oil passes above the shift shaft holding portion 64, the oil can be reliably caused to collide with the projecting portion 63 projecting below the upper end of the shift shaft holding portion 64, and the oil can be guided to the upper oil introduction port 48A below the projecting portion 63.

In the drive device 4 of the present embodiment, the shift shaft 62 for changing the shift position by switching the power transmission path and the shift shaft holding portion 65 for holding the shift shaft 62 are arranged on the differential device 15 side of the shift shaft 61 and the shift shaft holding portion 64, and the shift shaft 62 and the shift shaft holding portion 65 pass between the upper wall 6E and the extending portion 48D. Further, the upper portion of the shift shaft holding portion 64 and the upper portion of the shift shaft holding portion 65 are connected by a rib 66 extending from the partition wall 6A.

Accordingly, as shown in fig. 6, the oil O1 raised and held by the final stage driven gear 15A is divided into oil O1A flowing on the upper side thereof and oil O1B flowing on the lower side thereof by the shift shaft holding portion 64, the shift shaft holding portion 65, and the rib 66. Further, since the rib 66 connects the upper portion of the shift shaft holding portion 64 and the upper portion of the shift shaft holding portion 65, the flow of the oil O1A is increased by narrowing the flow path above the rib 66, and the oil O1A can be caused to flow toward the protrusion 63 with directivity. Therefore, the oil O1A can be reliably recovered to the collection tank 48 without spreading the oil O1A.

Further, since the projecting portion 63 projects below the upper end of the shift shaft holding portion 64, the oil O1A flowing above the rib 66 can be reliably caused to collide with the projecting portion 63 and be guided into the collection tank 48.

In the drive device 4 of the present embodiment, the main body portion 48C has a side surface portion 48M extending from the peripheral edge of the vertical wall portion 48S in the axial direction of the forward movement output shaft 12, and the upper end portion 48N of the side surface portion 48M on the side away from the differential device 15 is bent along the inner surface of the transmission case 5, and the upper end portion 48N extends to a position above the lower end of the projecting portion 63.

Accordingly, by bending the upper end portion 48N of the side surface portion 48M of the catch tank 48 along the inner surface of the transmission case 5, the oil storage capacity of the catch tank 48 can be increased, and the oil can be guided to the upper oil introduction port 48A by the bent upper end portion 48N.

Further, since the upper end portion 48N of the side surface portion 48M extends above the lower end of the protruding portion 63, the oil can be reliably guided to the catch tank 48 by the upper end portion 48N of the side surface portion 48M and the protruding portion 63, and the oil can be prevented from flowing out to the outside of the upper end portion 48N.

In the drive device 4 of the present embodiment, when the plane connecting the upper end of the shift shaft holding portion 64 and the upper end of the shift shaft holding portion 65 is defined as the 1 st virtual plane L1, the base end portion of the projecting portion 63 is disposed at a position where the 1 st virtual plane L1 intersects the upper wall 6E.

Therefore, even if the oil passes over the 2 shift

shaft holding portions

64 and 65 vigorously, the oil can be reliably brought into collision with the projecting portion 63.

In the drive device 4 of the present embodiment, when a plane connecting the axial center of the shift shaft holding portion 64 and the axial center of the shift shaft holding portion 65 is defined as the 2 nd virtual plane L2, the lower end portion of the projecting portion 63 is disposed below the 2 nd virtual plane L2 from the upper wall 6E.

Therefore, the overall length of the protruding portion 63 can be shortened, and the oil recovery efficiency can be improved. Further, since the entire length of the protruding portion 63 can be made short, the cost can be reduced, and the generation of vibration and noise in the protruding portion 63 can be suppressed.

In the drive device 4 of the present embodiment, when a plane connecting the lower end of the shift shaft holding portion 64 and the lower end of the shift shaft holding portion 65 is defined as the 3 rd virtual plane L3, the upper end portion 48N is disposed above the 3 rd virtual plane L3.

Therefore, the oil passing under the shift

shaft holding portions

64 and 65 can be received and collected by the side surface portion 48M of the catch tank 48.

In the drive device 4 of the present embodiment, the upper end portion 48N is bent upward and extends toward the differential device 15, and contacts the protruding portion 63.

Therefore, the lubricating oil flowing along the 3 rd virtual plane L3 can be received by the upper end portion 48N and guided to the lower upper oil introduction port 48A. Further, the oil can be prevented from colliding with the upper end portion 48N and scattering upward. Even when the oil flows around to the rear surface of the protruding portion 63, the oil can be received by the upper end portion 48N and guided to the lower upper oil introduction port 48A.

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

Claims

1. A vehicle drive device is provided with:

a transmission case that houses a rotating shaft that transmits power of a power source and a differential device that transmits power of the rotating shaft, the transmission case storing oil at a bottom thereof;

a partition wall extending in a direction orthogonal to the rotation axis and partitioning an inside of the transmission case; and

a collection tank housed in the transmission case, located on an opposite side of the differential device with respect to the rotation shaft, and attached to the partition wall,

the above-described vehicle drive device is characterized in that,

the collection tank has:

a body part having an upper oil inlet port into which the oil raised by the differential device is introduced and a lower oil outlet port from which the oil introduced from the upper oil inlet port and stored therein is discharged; and

an extension portion extending from the upper oil inlet port to above the differential device through an upper portion of the rotary shaft along an inner surface of an upper wall forming an upper surface of the transmission case,

the main body and the projecting portion each have a vertical wall portion facing the partition wall and extending to the vicinity of the upper wall,

the transmission case has a protruding portion protruding downward from the upper wall above an end portion of the upper oil inlet port on a side opposite to the rotation axis.

2. The vehicular drive apparatus according to claim 1,

a shift shaft for changing a shift position by switching a power transmission path is arranged between the upper wall and the projecting portion in the transmission case, the shift shaft is parallel to the rotary shaft,

the partition wall has a shift shaft holding portion for holding the shift shaft,

the protrusion protrudes below the upper end of the shift shaft holding portion.

3. The vehicular drive apparatus according to claim 2,

when the shift shaft is set as the 1 st shift shaft and the shift shaft holding portion is set as the 1 st shift shaft holding portion,

a 2 nd shift shaft for changing a shift speed by switching a power transmission path and a 2 nd shift shaft holding portion for holding the 2 nd shift shaft are arranged on the differential device side of the 1 st shift shaft and the 1 st shift shaft holding portion, and the 2 nd shift shaft holding portion pass through between the upper wall and the projecting portion,

an upper portion of the 1 st shift shaft holding portion and an upper portion of the 2 nd shift shaft holding portion are connected by a rib extending from the partition wall.

4. The vehicular drive apparatus according to any one of claims 1 to 3,

the main body portion has a side surface portion extending from a peripheral edge of the vertical wall portion in an axial direction of the rotary shaft,

an upper end portion of the side surface portion on a side away from the differential device is bent along an inner surface of the transmission case,

the upper end portion extends to a position above a lower end of the protruding portion.

5. The vehicular drive apparatus according to claim 4,

the upper end portion is bent to extend upward toward the differential device, and contacts the protruding portion.

6. The vehicular drive apparatus according to claim 3,

when a plane connecting an upper end of the 1 st shift shaft holding portion and an upper end of the 2 nd shift shaft holding portion is defined as a 1 st imaginary plane,

the base end portion of the protruding portion is disposed at a position where the 1 st virtual plane intersects the upper wall.

7. The vehicular drive apparatus according to claim 3 or 6,

when a plane connecting the axial center of the 1 st shift shaft holding portion and the axial center of the 2 nd shift shaft holding portion is defined as a 2 nd imaginary plane,

the lower end of the projection is disposed below the 2 nd virtual plane from the upper wall.

8. The vehicular drive apparatus according to any one of claim 3, claim 6, and claim 7,

when a plane connecting the lower end of the 1 st shift shaft holding part and the lower end of the 2 nd shift shaft holding part is defined as a 3 rd imaginary plane,

an upper end portion of the side surface portion on a side away from the differential device is disposed above the 3 rd virtual plane.