CN210240513U - Transmission for vehicle - Google Patents

Abstract

Provided is a vehicle transmission capable of improving the suction efficiency of an oil pump with a simple structure. A bottom wall (92C) of a transmission case (92) of a transmission (1) has: a 1 st bulge part (121) bulging upward from the bottom wall (92C); and a 2 nd bulging portion (122) bulging upward from the bottom walls (91C, 92C) and located on the side of the end driven gear (81B) with respect to the 1 st bulging portion (121). The oil strainer (112) is provided such that the suction port (112a) is located between the 1 st projection (121) and the 2 nd projection (122), and is located below the upper ends (121a), (122a) of the 1 st projection (121) and the 2 nd projection (122).

Description

Transmission for vehicle

Technical Field

The utility model relates to a derailleur for vehicle.

Background

A transmission mounted on a vehicle is provided with a strainer (filter) for filtering lubricating oil. Conventionally, a transmission described in patent document 1 is known as a transmission having an oil strainer (oil tractor).

The transmission is provided with: a case that houses a vehicle transmission mechanism; an oil storage unit that stores the working oil in the housing; a strainer having a working oil suction port communicating with the oil pressure pump and opening into the oil reservoir; a return oil passage for recovering the working oil and returning the working oil to the oil reservoir; and a discharge port for discharging the working oil from the return oil passage to the oil reservoir.

The transmission is provided with a pipe for guiding the hydraulic oil from the discharge port to the hydraulic oil suction port of the strainer, an inflow end of the pipe opens at a position where the hydraulic oil from the discharge port flows in, and an outflow end of the pipe opens in the vicinity of the hydraulic oil suction port located below an oil level of the hydraulic oil in the oil reservoir.

Accordingly, the working oil supplied for lubrication of the speed change mechanism or the working oil scattered by rotation of the components of the speed change mechanism can be efficiently recovered while preventing air from being mixed into the working oil sucked into the strainer.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2015-137694

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

Such a conventional transmission requires a pipe for guiding the hydraulic oil from the discharge port to the hydraulic oil suction port of the strainer, and therefore, the number of components of the vehicle transmission increases, and a space for installing the pipe is required, which complicates the structure of the vehicle transmission.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission for a vehicle, which can improve the suction efficiency of an oil pump with a simple structure.

Means for solving the problems

The utility model relates to a derailleur for vehicle possesses: a transmission case having a bottom wall that stores oil; an output shaft supported by the transmission case to be rotatable and having a rotation member for lifting and raising oil; and an oil strainer which extends in the axial direction of the output shaft and is housed in the transmission case, and which sucks in oil stored in the bottom wall from a suction port when an oil pump is driven, wherein the bottom wall includes: a 1 st bulge part bulging upward from the bottom wall; and a 2 nd bulging portion bulging upward from the bottom wall, located on the rotating member side with respect to the 1 st bulging portion, wherein the oil strainer is provided such that the suction port is located between the 1 st bulging portion and the 2 nd bulging portion, and is located below upper ends of the 1 st bulging portion and the 2 nd bulging portion.

Effect of the utility model

Thus, according to the present invention, the suction efficiency of the oil pump can be improved with a simple structure.

Drawings

Fig. 1 is a rear view of a vehicular transmission according to an embodiment of the present invention.

Fig. 2 is a configuration diagram of a vehicular transmission according to an embodiment of the present invention.

Fig. 3 is a left side view of the vehicular transmission according to the embodiment of the present invention, with a transmission case removed.

Fig. 4 is a right side view of the vehicular transmission according to the embodiment of the present invention, with the torque converter case removed.

Fig. 5 is a right side view of a transmission case of a vehicular transmission according to an embodiment of the present invention.

Fig. 6 is a perspective sectional view of the transmission case cut at section VII-VII of fig. 3.

Fig. 7 is a view in section in the direction VII-VII of fig. 3.

Fig. 8 is a sectional view taken along line VIII-VIII of fig. 1.

Fig. 9 is an enlarged view of the periphery of a strainer of a transmission for a vehicle according to an embodiment of the present invention, as viewed from the right.

Description of the reference numerals

A transmission for a vehicle, 7.. a rear idler shaft (1 st rotating shaft), 10.. a rear shaft (2 nd rotating shaft), 9.. an output shaft (3 rd rotating shaft), 70, 71, 72, 73.. an output gear (3 rd gear), 79.. an oil pump, 81A.. a differential housing (output shaft), 81b.. an end driven gear (rotating member), 84, 85.. an idler gear (1 st gear), 86.. a rear gear (2 nd gear), 90.. a transmission housing, 91.. a torque converter housing (transmission housing), 91A torque converter chamber (transmission housing), 91℃, bottom wall, 94a.. curved wall, 112.. oil strainer, 112a.. an intake port, 121.. 1 st bulging portion, 121A. an upper end (upper end of the 1 st bulging portion), 122. 2 nd bulging portion, 122a.. upper end (upper end of 2 nd bulge portion), 123.. protruding wall, 123a.. upper end (upper end of protruding wall), 124.. guide wall, 124a.. curved wall, 125.. opening, 126a.. space (space where rotating member is provided), 126b.. space (space where oil strainer is provided), 127.. 1 st curved wall portion, 127a.. 1 st upper end, 127b.. 2 nd upper end, 128.. 2 nd curved wall portion, 129.. 3 rd curved wall portion.

Detailed Description

The utility model discloses an embodiment's derailleur for vehicle possesses: a transmission case having a bottom wall that stores oil; an output shaft supported by the transmission case so as to be rotatable, the output shaft having a rotating member for lifting and raising oil; and an oil strainer which extends in the axial direction of the output shaft and is housed in the transmission case, and which sucks in oil stored in the bottom wall from the suction port when the oil pump is driven, wherein the bottom wall includes: a 1 st bulge part bulging upward from the bottom wall; and a 2 nd bulging portion bulging upward from the bottom wall, located on the rotating member side with respect to the 1 st bulging portion, the oil strainer being provided with a suction port located between the 1 st bulging portion and the 2 nd bulging portion and located below upper ends of the 1 st bulging portion and the 2 nd bulging portion.

Thus, the suction efficiency of the oil pump can be improved with a simple structure.

[ examples ]

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

Fig. 1 to 9 are diagrams illustrating a vehicle transmission according to an embodiment of the present invention. In fig. 1 to 9, the vertical, front, rear, and left and right directions are based on a vehicle transmission in a state of being installed in a vehicle, the direction orthogonal to the front and rear directions is the left and right direction, and the height direction of the vehicle transmission is the vertical direction.

First, the configuration is explained.

In fig. 1, a vehicle transmission (hereinafter simply referred to as transmission 1) mounted on a vehicle such as an automobile includes a transmission case 90. The transmission case 90 includes a torque converter case 91, a transmission case 92, and a clutch cover 93.

A flange portion 91R is formed at the right end portion of the torque converter case 91, and the engine 2 is connected to the flange portion 91R. A flange portion 91L is formed at a left end portion of the torque converter case 91.

A flange portion 92R is formed at the right end portion of the transmission case 92, and a flange portion 91L of the torque converter case 91 is fastened to the flange portion 92R by a bolt 90A.

In fig. 2, the inside of the transmission case 90 is partitioned into a torque converter chamber 91A and a gear chamber 92A by a partition wall 94. The torque converter chamber 91A is a space inside the torque converter case 91, and the torque converter 4 is housed in the torque converter chamber 91A.

The gear chamber 92A is a space inside the transmission case 92, and a constant mesh type gear mechanism 77 including a parallel axis gear mechanism is housed in the gear chamber 92A. The transmission 1 of the present embodiment has a gear shift stage of 7 forward gears and 1 reverse gear.

The gear mechanism 77 includes: an input shaft 5 to which power is transmitted from a crankshaft 3 of the engine 2 through a torque converter 4; and a forward idling shaft 6, a reverse idling shaft 7, an intermediate shaft 8, an output shaft 9, and a reverse shaft 10 (see fig. 3) which are arranged in parallel with the input shaft 5, respectively. The engine 2 is a transverse engine provided with a crankshaft 3 extending in the vehicle width direction.

The torque converter 4 includes a front cover 4B coupled to the crankshaft 3 via a drive plate (drive plate)4A and a case portion 4C coupled to the front cover 4B, and constitutes a fluid coupling for transmitting power between the engine 2 and the transmission 1 via oil.

A pump impeller (not shown) is fixed to an inner surface of the casing portion 4C coupled to the crankshaft 3. Inside the casing portion 4C, a turbine runner (turbine runner), not shown, is provided opposite the pump impeller, and the turbine runner is connected to the input shaft 5. A stator (not shown) is provided between the pump impeller and the turbine runner.

In the torque converter 4, when the crankshaft 3 rotates, the front cover 4B, the case portion 4C, and the pump impeller are integrally rotated by the drive plate 4A. At this time, a centrifugal force generated by the rotation of the pump impeller generates a flow from the pump impeller to the turbine runner in the fluid inside the torque converter 4.

The turbine runner rotates due to the flow of the fluid, and the input shaft 5 connected to the turbine runner rotates. The stator amplifies the power of the engine 2 by converting the flow of fluid from the turbine runner into a direction along the rotation of the pump impeller.

The input shaft 5 has: a main input shaft 11 having an oil passage formed at a shaft center; and a hollow sub input shaft 12 provided coaxially with the main input shaft 11 on an outer peripheral portion of the main input shaft 11. The main input shaft 11 is inserted into the sub input shaft 12, and the main input shaft 11 and the sub input shaft 12 are arranged to be rotatable relative to each other via a needle bearing.

The torque converter 4 is coupled to one end portion 11a of the main input shaft 11, and the power of the engine 2 is transmitted to the main input shaft 11 through the torque converter 4.

The gear mechanism 77 has the planetary gear mechanism 21. The planetary gear mechanism 21 is provided on the outer peripheral portions of the main input shaft 11 and the sub input shaft 12 coaxially with the main input shaft 11, and is provided on the engine 2 side with respect to the sub input shaft 12.

The planetary gear mechanism 21 is coupled between the main input shaft 11 and the one end portion 12a of the sub input shaft 12, and is configured to be able to reduce the rotation speed of the main input shaft 11 and transmit the rotation speed to the sub input shaft 12. Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

The carrier 22 supports the pinion gears 22A so as to be rotatable on their own axes, and is pivotally supported so as to be rotatable with respect to the main input shaft 11. The sun gear 23 meshes with the pinion gears 22A, and is switched between a state where it cannot rotate relative to the transmission case 90 and a state where it is allowed to rotate by a brake device 31 described later.

The ring gear 24 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The ring gear 24 meshes with the pinion gears 22A, and the power of the ring gear 24 is transmitted to the carrier 22.

A one-way clutch 25 is disposed between the carrier 22 and the one end portion 12a of the sub input shaft 12, and the one-way clutch 25 is configured to transmit power in a direction of increasing the rotational speed of the sub input shaft 12 from the carrier 22 to the sub input shaft 12, and to not transmit power in a direction of increasing the rotational speed of the carrier 22 from the sub input shaft 12 to the carrier 22.

Therefore, the one-way clutch 25 is set to be able to transmit power from the main input shaft 11 to the sub input shaft 12, but not to be able to transmit power from the sub input shaft 12 to the main input shaft 11.

The gear mechanism 77 has the brake device 31. The brake device 31 is provided coaxially with the main input shaft 11 and on the radially outer side of the main input shaft 11, and includes a cylindrical brake housing 32. The brake housing 32 is fixed to a partition wall 94 of the torque converter case 91, and is disposed so as to protrude from the partition wall 94 toward the planetary gear mechanism 21.

The brake case 32 houses a pair of friction plates 34 and 35 and a cylindrical clutch hub (clutch hub) 36. The clutch hub 36 is provided integrally with the sun gear 23 and extends from the sun gear 23 toward the inside of the brake housing 32. The clutch hub 36 of the present embodiment constitutes a part of the sun gear 23, and a part of the sun gear 23 is housed in the brake housing 32.

The friction plate 34 is spline-fitted to an outer peripheral portion of the clutch hub 36, rotates integrally with the clutch hub 36, and is movable in the axial direction of the main input shaft 11.

The friction plate 35 is spline-fitted to the inner peripheral portion of the brake housing 32, is non-rotatable with respect to the brake housing 32 in the rotational direction of the main input shaft 11, and is movable in the axial direction of the main input shaft 11. The friction plates 34, 35 are alternately disposed in the axial direction of the main input shaft 11.

As shown in the brake device 31, when the friction plate 35 on the torque converter 4 side of the friction plates 35 is pressed by the piston 37, the friction plate 34 comes into frictional contact with the friction plate 35, so that the sun gear 23 is fixed to the brake housing 32. Thus, the sun gear 23 cannot rotate. The piston 37 presses the friction plate 35 against the planetary gear mechanism 21 by the action of the oil.

When the sun gear 23 is unable to rotate, power is transmitted from the main input shaft 11 to the carrier 22 through the ring gear 24. Then, the carrier 22 rotates, and power is transmitted from the carrier 22 to the sub input shaft 12 through the one-way clutch 25.

The planetary gear mechanism 21 can reduce the rotation speed of the main input shaft 11 and transmit the rotation speed to the sub input shaft 12 by arbitrarily setting the gear ratios of the pinion gears 22A, the sun gear 23, and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

In the brake device 31, when the hydraulic pressure is no longer applied to the piston 37, the friction plate 35 is moved by the biasing force of a return spring, not shown, and the friction plate 35 is separated from the friction plate 34.

Thus, the rotation of the sun gear 23 is permitted. When the rotation of the sun gear 23 is permitted, the planetary pinion gears 22A idle while the carrier 22 is no longer rotated, and power is not transmitted from the main input shaft 11 to the sub input shaft 12 on the power transmission path through the planetary gear mechanism 21.

The clutch device 41 is provided at the other end portion 11b of the main input shaft 11 and the other end portion 12b of the sub input shaft 12, and the clutch device 41 is housed in the clutch cover 93.

The clutch device 41 has a clutch drum 42 and a clutch hub 43. The clutch drum 42 is spline-fitted to the main input shaft 11 and integrally rotates, and the clutch hub 43 is spline-fitted to the sub input shaft 12 and integrally rotates.

The clutch drum 42 is provided with an annular friction plate 44, and the friction plate 44 rotates integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11.

A plurality of friction plates 45 are provided on the clutch hub 43, and the friction plates 44 and the friction plates 45 are alternately provided in the axial direction of the main input shaft 11.

In the clutch device 41, when the friction plates 44 and the friction plates 45 come into frictional contact with each other, the clutch drum 42 rotates integrally with the clutch hub 43, and the power of the engine 2 is transmitted from the main input shaft 11 to the sub input shaft 12.

When the friction plates 44 and 45 are separated, the clutch device 41 does not transmit the power of the engine 2 from the main input shaft 11 to the sub input shaft 12.

An input gear 51 for the 4-speed range, an input gear 52 for the 5-speed range, an input idler gear 53, and a synchronizer 54 are provided between the torque converter 4 and the clutch device 41 in the axial direction of the sub input shaft 12. Specifically, the input gear 51 for the 4 th gear, the input gear 52 for the 5 th gear, the input idler gear 53, and the synchronizer 54 are disposed between the planetary gear mechanism 21 and the clutch device 41.

The input gear 51 for the 4-speed range and the input gear 52 for the 5-speed range are supported by the sub input shaft 12 to be relatively rotatable, and the input idler gear 53 rotates integrally with the sub input shaft 12.

When the synchronizer 54 is operated to the 4 th gear or the 5 th gear by a shift operation, the synchronizer 54 is moved from the neutral position toward the input gear 51 for the 4 th gear or the input gear 52 for the 5 th gear by a shift fork, not shown.

For example, in the case of performing an automatic shift operation, the synchronizer 54 is driven by an actuator not shown in the drawings. The actuator controls the shift stage by operating the synchronizer 54 and synchronizers 68 and 69, which will be described later, based on a shift map in which parameters such as the throttle opening and the vehicle speed are set in advance in a state where the shift lever operated by the driver is switched to the forward stage.

The actuator operates a synchronizer 88, which will be described later, in a state where the shift lever is switched to the reverse gear. Note that the synchronizers 54, 68, 69, and 88 are general synchronizers having a synchronizing ring (synchronizer ring), and a detailed description thereof is omitted.

When the synchronizer 54 moves from the neutral position to the input gear 51 for the 4 th gear, the input gear 51 for the 4 th gear is fitted to the synchronizer 54, the sub input shaft 12 and the input gear 51 for the 4 th gear are coupled by the synchronizer 54, and the input gear 51 for the 4 th gear and the sub input shaft 12 rotate integrally.

When the synchronizer 54 moves from the neutral position to the input gear 52 for the 5 th gear, the input gear 52 for the 5 th gear is fitted to the synchronizer 54, the sub input shaft 12 and the input gear 52 for the 5 th gear are coupled by the synchronizer 54, and the input gear 52 for the 5 th gear and the sub input shaft 12 rotate integrally.

The forward idle shaft 6 is provided with an idle gear 61 and an idle gear 62 having a smaller diameter than the idle gear 61, and the idle gears 61 and 62 rotate integrally with the forward idle shaft 6. The idler gear 61 meshes with the input idler gear 53, and transmits power from the input idler gear 53 to the forward idle shaft 6.

The intermediate shaft 8 is provided with a 1-2 speed change gear 63, a 3 speed change gear 64, a 6 speed change gear 65, a 7 speed change gear 66, and an idler gear 67 from the clutch device 41 side toward the torque converter 4 side.

The 1-2-stage speed change gears 63 to 7-stage speed change gear 66 are provided on the intermediate shaft 8 so as to be relatively rotatable, and the idler gear 67 rotates integrally with the intermediate shaft 8. The idler gear 67 meshes with the idler gear 62 of the forward idler shaft 6, and power is transmitted from the idler gear 62 to the idler gear 67.

A synchronizer 68 is provided between the shift gear 63 for 1-2 th gear and the shift gear 64 for 3 rd gear, and a synchronizer 69 is provided between the shift gear 65 for 6 th gear and the shift gear 66 for 7 th gear.

When shifting to 1 st or 2 nd gear by a shift operation, the synchronizer 68 couples the speed change gear 63 for 1-2 nd gear to the counter shaft 8, and when shifting to 3 rd gear by a shift operation, the synchronizer 68 couples the speed change gear 64 for 3 rd gear to the counter shaft 8.

The synchronizer 69 links the speed change gear 65 for the 6 th gear to the counter shaft 8 when shifting to the 6 th gear by the shifting operation, and the synchronizer 69 links the speed change gear 66 for the 7 th gear to the counter shaft 8 when shifting to the 7 th gear by the shifting operation. The synchronization devices 68 and 69 operate in the same manner as the synchronization device 54.

An output gear 70 for 1-2-4 gears, an output gear 71 for 3-5 gears, an output gear 72 for 6 gears, an output gear 73 for 7 gears, and a tip drive gear 74 for forward movement are provided on the output shaft 9 from the clutch device 41 side toward the torque converter 4 side.

The output gears 70 to 73 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9. The forward-drive end drive gear 74 is formed integrally with the output shaft 9 and rotates integrally with the output shaft 9.

The output gear 70 for 1-2-4 gears meshes with the input gear 51 for 4 gears and the speed change gear 63 for 1-2 gears, and the output gear 71 for 3-5 gears meshes with the speed change gear 64 for 3 gears and the input gear 52 for 5 gears.

The output gear 72 for the 6 th stage meshes with the transmission gear 65 for the 6 th stage, and the output gear 73 for the 7 th stage meshes with the transmission gear 66 for the 7 th stage.

The forward end drive gear 74 meshes with an end driven gear 81B of the differential device 81. Thus, the power of the output shaft 9 is transmitted to the differential device 81 via the forward end drive gear 74 and the end driven gear 81B.

The differential device 81 has a differential case 81A, an end driven gear 81B attached to an outer peripheral portion of the differential case 81A, and a differential mechanism 81C housed in the differential case 81A.

The differential mechanism 81C has left and right drive wheels 83L, 83R coupled to left and right drive shafts 82L, 82R. The differential device 81 transmits the power of the engine 2 to the left and right drive shafts 82L, 82R via the differential mechanism 81C and to the left and right drive wheels 83L, 83R.

The reverse idle shaft 7 is provided with an idle gear 84 and an idle gear 85 having a smaller diameter than the idle gear 84, and the idle gears 84 and 85 rotate integrally with the reverse idle shaft 7. The idler gear 84 meshes with the input idler gear 53.

The reverse shaft 10 is provided with a reverse gear 86 and a reverse tip drive gear 87 formed to have a smaller diameter than the reverse gear 86, and the reverse tip drive gear 87 rotates integrally with the reverse shaft 10.

The reverse gear 86 meshes with the idler gear 85, and the reverse end drive gear 87 meshes with the end driven gear 81B.

A synchronizer 88 is provided on the reverse shaft 10. When shifting to the reverse gear by a shift operation, the synchronizer 88 links the reverse gear 86 to the reverse shaft 10.

At this time, power is transmitted from the terminal driving gear 87 for backward movement to the terminal driven gear 81B, and the terminal driven gear 81B rotates in the direction opposite to the forward movement, whereby the vehicle is backward moved. Since the synchronizer 88 operates in the same manner as the synchronizer 54, a description of a specific configuration is omitted.

In fig. 3, the torque converter case 91 has a top wall 91B, a bottom wall 91C, a front side wall 91D, a rear side wall 91E, and a peripheral wall 95 (see fig. 7). The ceiling wall 91B has a rear inclined wall 91a inclined upward from the rear end toward the front, and a front inclined wall 91c inclined downward toward the front with a vertex 91B of the rear inclined wall 91a being a boundary.

The bottom wall 91C is provided below the top wall 91B and extends linearly in the front-rear direction. The front side wall 91D connects the front end of the front inclined wall 91C and the front end of the bottom wall 91C, and extends linearly in the vertical direction.

The rear side wall 91E connects the rear end of the rear inclined wall 91a and the rear end of the bottom wall 91C, bends from the bottom wall 91C in the rotation direction of the final driven gear 81B, and then linearly extends upward to the rear end of the rear inclined wall 91 a. Here, the rotation direction of the end driven gear 81B is the circumferential direction of the end driven gear 81B.

In fig. 4, the transmission case 92 has a top wall 92B, a bottom wall 92C, a front side wall 92D, a rear side wall 92E, and a left side wall 92F (refer to fig. 1). The ceiling wall 91B has a rear inclined wall 92a inclined upward from the rear end toward the front, and a front inclined wall 92c inclined downward toward the front with a vertex 92B of the rear inclined wall 92a being a boundary.

The bottom wall 92C is provided below the top wall 92B, and extends linearly in the front-rear direction. The front side wall 92D connects the front end of the front inclined wall 92C and the front end of the bottom wall 92C, and extends linearly in the vertical direction.

The rear side wall 92E connects the rear end of the rear inclined wall 92a and the rear end of the bottom wall 92C, curves in the rotation direction of the final driven gear 81B from the bottom wall 92C, and then linearly extends upward to the rear end of the rear inclined wall 92 a. Left side wall 92F is joined to top wall 92B, bottom wall 92C, front side wall 92D, and rear side wall 92E.

In fig. 7, a peripheral wall 95 protrudes from the partition wall 94 toward the engine 2 in a tubular shape, and forms a torque converter chamber 91A therein. The top wall 91B, the bottom wall 91C, the front side wall 91D, and the rear side wall 91E protrude toward the transmission case 92 with the partition wall 94 interposed therebetween, and form a gear chamber 92A together with the transmission case 92.

In fig. 2, a pump holding portion 100A and bearing holding portions 101A, 102A, 103A, 104A, 105A, and 106A are formed in the partition wall 94.

The pump holding portion 100A is provided with an oil pump 79. The pump holding portion 100A has a pump chamber, not shown, and the oil pump 79 is housed in the pump chamber.

The oil pump 79 is, for example, a trochoid oil pump, and a plurality of internal teeth formed on an outer rotor, not shown, are in contact with a plurality of external teeth formed on an inner rotor, not shown, so that a plurality of working chambers, not shown, that house oil are formed between the external teeth and the internal teeth.

In the oil pump 79, when the power of the engine 2 is transmitted from the pump shaft 4a of the torque converter 4 to the inner rotor, and thus the inner rotor and the outer rotor rotate in one direction, the volume increase and the volume decrease of the working chamber occur continuously, whereby the oil is sucked and discharged.

As shown in fig. 4, a suction port 79a and a discharge port 79b are formed on the mating surface of the brake housing 32 that faces the partition wall 94. An unillustrated suction port and an unillustrated discharge port that match the suction port 79a and the discharge port 79b are formed on the mating surface of the partition wall 94 that faces the brake housing 32. That is, the suction port and the discharge port of the oil pump 79 are formed by the partition wall 94 and the brake housing 32.

The suction port 79a communicates with the working chambers whose volumes increase with the rotation of the inner and outer rotors, and the discharge port 79b communicates with the working chambers whose volumes decrease with the rotation of the inner and outer rotors.

Accordingly, as the inner rotor and the outer rotor rotate, oil flows into the working chambers from the suction port 79a, and the oil that flows into the working chambers is discharged to the discharge port 79b as the volume of the working chambers decreases.

In fig. 2, one end of the forward movement idling shaft 6 is rotatably supported by a bearing holding portion 101A via a bearing 96A, and one end of the backward movement idling shaft 7 is rotatably supported by a bearing holding portion 102A via a bearing 96B.

One end of the intermediate shaft 8 is rotatably supported by the bearing holding portion 103A via a bearing 96C, and one end of the output shaft 9 is rotatably supported by the bearing holding portion 104A via a bearing 96D.

One end of the retraction shaft 10 is rotatably supported by the bearing holding portion 105A via a bearing 96E, and the cylindrical portion 81A provided at one end of the differential case 81A is rotatably supported by the bearing holding portion 106A via a bearing 96F.

In fig. 5, bearing holding portions 100B, 101B, 102B, 103B, 104B, and 105B are formed on a left side wall 92F of the transmission case 92.

The other end portion 12B of the sub input shaft 12 is rotatably supported by a bearing holder 100B via a bearing 97Z (see fig. 2), and the other end portion of the forward idle shaft 6 is rotatably supported by a bearing holder 101B via a bearing 97A (see fig. 2).

The other end portion of the reverse idle shaft 7 is rotatably supported by the bearing holding portion 102B via a bearing 97B (see fig. 2), and the other end portion of the intermediate shaft 8 is rotatably supported by the bearing holding portion 103B via a bearing 97C (see fig. 2).

The other end of the output shaft 9 is rotatably supported by the bearing holding portion 104B via a bearing 97D (see fig. 2), and the other end of the retraction shaft 10 is rotatably supported by the bearing holding portion 105B via a bearing 97E (see fig. 2).

In fig. 8, the transmission case 92 is provided with a vertical wall 98 opposed to the bearing holding portion 106A, and the vertical wall 98 is formed with a bearing holding portion 106B. The cylindrical portion 81B provided at the other end of the differential case 81A is rotatably supported by the bearing holding portion 106B via a bearing 97F (see fig. 2).

The bearing holding portions 106A and 106B are open, and the drive shafts 82L and 82R extend outward from the transmission case 90 through the openings of the bearing holding portions 106A and 106B. The differential case 81A of the present embodiment constitutes the output shaft of the present invention, and the end driven gear 81B constitutes the rotary member of the present invention.

In fig. 4, the reverse idle shaft 7 is housed in the transmission case 90, and is positioned uppermost among the forward idle shaft 6, the intermediate shaft 8, the output shaft 9, and the reverse shaft 10. The reverse shaft 10 is provided at a position lower than the reverse idle shaft 7.

The output shaft 9 is located higher than the intermediate shaft 8 and is provided below the reverse idle shaft 7 and the reverse shaft 10.

The retreating idle shaft 7 of the present embodiment constitutes the 1 st rotation shaft of the present invention, and the idle gears 84 and 85 constitute the 1 st gear of the present invention. The retreating shaft 10 constitutes the 2 nd rotation shaft of the present invention, and the retreating gear 86 constitutes the 2 nd gear of the present invention.

The output shaft 9 constitutes a 3 rd rotation shaft of the present invention, and the output gears 70, 71, 72, and 73 constitute a 3 rd gear of the present invention.

In fig. 7, a box-shaped oil reservoir 111 is provided on the lower surface of the partition wall 94 and the lower surface of the peripheral wall 95 of the torque converter case 91. The oil reservoir 111 has an oil reservoir chamber 111a, and oil is stored in the oil reservoir chamber 111 a.

The bottom of the oil reservoir 111 is open, and the bottom of the oil reservoir 111 is sealed by a cover 111A. Accordingly, the oil stored in the oil storage chamber 111A does not leak from the oil storage chamber 111A due to the cover 111A.

In fig. 3 and 4, oil for operating the torque converter 4 and oil O for lubricating the gear mechanism 77 are stored in bottom walls 91C and 92C of the torque converter case 91 and the transmission case 92. The lower portion of the end driven gear 81B is immersed in the oil O.

An oil strainer 112 is housed in the torque converter case 91 and the gear chamber 92A of the transmission case 92. The oil strainer 112 has a strainer body 112A and an oil introduction portion 112B. The strainer body 112A extends in the vehicle width direction and has a strainer, not shown, therein.

A suction port 112A is formed in the lower surface of the strainer body 112A, and the oil strainer 112 is provided on the side 92C of the transmission case 92 so that the suction port 112A is immersed in the oil O.

The filter filters the oil sucked into the strainer body 112A from the suction port 112A. The oil filtered by the filter is discharged from the oil introduction portion 112B.

In fig. 7, a support portion 113 formed in a cylindrical shape is provided in the partition wall 94, and the support portion 113 protrudes from the partition wall 94 toward the gear chamber 92A side and communicates the gear chamber 92A with the oil reservoir chamber 111 a. The oil introduction portion 112B is fitted to the support portion 113. Thus, the oil strainer 112 is supported by the partition wall 94 via the support portion 113.

An oil passage, not shown, is formed in the partition wall 94 and communicates the oil reservoir chamber 111a with the suction port 79a of the oil pump 79. Accordingly, when the oil pump 79 is driven, the oil O stored in the bottom walls 91C, 92C is sucked from the suction port 112a of the oil strainer 112 and filtered by the strainer.

The filtered oil is introduced from the oil introduction portion 112B into the oil reservoir chamber 111a through the support portion 113, and is sucked from the oil reservoir chamber 111a into the suction port 79a through the oil passage.

The oil pump 79 supplies oil drawn into the suction port 79a from the discharge port 79b to the torque converter 4 and the gear mechanism 77 through an oil passage not shown.

In fig. 4, a 1 st bulging portion 121 and a 2 nd bulging portion 122 are formed in a bottom wall 92C of the transmission case 92.

The 1 st bulge 121 bulges upward from the bottom wall 92C. The 2 nd bulging portion 122 bulges upward from the bottom wall 92C and is located on the end driven gear 81B side with respect to the 1 st bulging portion 121.

In FIG. 8, the 1 st bulge 121 and the 2 nd bulge 122 extend in the axial direction L of the differential case 81A from the flange portion 92R toward the flange portion 92L.

As shown in fig. 4, the 1 st bulge 121 and the 2 nd bulge 122 are formed above the screw groove 92d for fastening the bolt 90A formed in the flange portion 92R, and are formed by the upper half of the boss portion. That is, the 1 st bulging portion 121 and the 2 nd bulging portion 122 are formed of thick portions bulging upward from the bottom wall 92C so as to form the thread groove 92d in the bottom wall 92C.

The oil strainer 112 is provided such that the suction port 112a is located between the 1 st bulging portion 121 and the 2 nd bulging portion 122 and is located below the upper ends 121a, 122a of the 1 st bulging portion 121 and the 2 nd bulging portion 122.

In fig. 4 and 7, a protruding wall 123 is provided on the bottom wall 92C. In fig. 7, the projecting wall 123 projects upward from the bottom wall 92C and extends in the same direction as the extending direction of the oil strainer 112.

In fig. 4, the protruding wall 123 is provided between the oil strainer 112 and the end driven gear 81B, and overlaps the suction port 112a in the axial direction L of the differential case 81A (see fig. 7).

The bottom wall 92C is provided with a curved wall 124A. The curved wall 124A is opposed to the end driven gear 81B. The curved wall 124A protrudes upward from the bottom wall 92C in the rotation direction of the end driven gear 81B, and is connected to an upper end 123a of the protruding wall 123 on the lower side than an upper end 124A of the curved wall 124A in the protruding direction (see fig. 9).

The curved wall 124A has a width to the same extent as the width of the end driven gear 81B in the axial direction L of the differential case 81A.

In fig. 3, a curved wall 94A is provided in the partition wall 94. The curved wall 94A faces the end driven gear 81B, extends in the rotational direction of the end driven gear 81A, and contacts the curved wall 124A of the transmission case 92 in the vehicle width direction.

In fig. 7 and 8, an opening 125 is formed in a mating surface of the curved wall 124A and the curved wall 94A. The opening 125 is formed on the bottom walls 91C and 92C of the mating surfaces of the curved wall 124A and the curved wall 94A, and communicates a space 126A in which the end driven gear 81B is provided with a space 126B (see fig. 4) in which the oil strainer 112 is provided. Thus, the oil O accumulated in the bottom walls 91C, 92C is supplied to the final driven gear 81B through the opening 125.

In fig. 6 and 7, a guide wall 124 is provided in the transmission case 92. The guide wall 124 extends along the extending direction of the oil strainer 112, and a curved wall 124A is connected to the right end portion in the extending direction.

Curved wall 124A is formed integrally with guide wall 124, and curved wall 94A is connected to curved wall 124B. The curved wall 94A and the curved wall 124A of the present embodiment constitute a curved wall of the present invention.

The guide wall 124 is coupled to the upper end 123a of the protruding wall 123, and is integrally formed with the protruding wall 123. Thus, the protruding wall 123 and the guide wall 124 extend integrally in the extending direction of the oil strainer 112.

In fig. 5 and 6, the transmission case 92 is provided with a 1 st curved wall portion 127, and the 1 st curved wall portion 127 extends upward from the guide wall 124.

The upper end of the 1 st curved wall portion 127 in the extending direction includes a 1 st upper end 127a and a 2 nd upper end 127b located above the 1 st upper end 127a, and the 1 st upper end 127a and the 2 nd upper end 127b are formed side by side in the axial direction of the differential case 81A, that is, in the vehicle width direction.

As shown in fig. 4, the 1 st curved wall portion 127 is opposed to the output gears 70, 71, 72, 73 in the front-rear direction, and is curved along the rotational direction of the output gears 70, 71, 72, 73, that is, along the outer shape of the output gears 70, 71, 72, 73. Only the output gear 70 is illustrated in fig. 4.

In fig. 5 and 6, the 2 nd curved wall portion 128 is provided in the transmission case 92, and the 2 nd curved wall portion 128 extends upward from the 1 st upper end 127a. As shown in fig. 4, the 2 nd curved wall portion 128 faces the reverse gear 86 in the front-rear direction, and is curved along the rotation direction of the reverse gear 86, that is, along the outer shape of the reverse gear 86.

In fig. 5 and 6, the transmission case 92 is provided with a 3 rd curved wall portion 129, and the 3 rd curved wall portion 129 extends upward from the 2 nd upper end 127b.

As shown in fig. 4, the 3 rd curved wall portion 129 is opposed to the idler gears 84, 85 in the front-rear direction, and is curved along the rotation direction of the idler gears 84, 85, that is, along the outer shape of the idler gears 84, 85. Only idler gear 84 is illustrated in fig. 4.

In fig. 9, the guide wall 124 protrudes from the lower end of the 1 st curved wall portion 127 toward the oil strainer 112 side, and the upper end of the guide wall 124 is formed at the same height as the upper surface of the strainer main body 112A.

The oil strainer 112 is provided so that the rear portion of the strainer main body 112A enters below the guide wall 124. An inclined rear surface portion 112b is formed at the rear portion of the strainer main body 112A, and the inclined rear surface portion 112b is inclined upward from the rear side toward the front side. The guide wall 124 is inclined along the inclined rear surface portion 112 b.

A vertical rear surface portion 112c is formed at the rear of the strainer body 112A, the vertical rear surface portion 112c extending in the vertical direction. An upper portion of the protruding wall 123 extends in the vertical direction along the vertical rear surface portion 112 c.

A curved bottom surface portion 112d is formed at the rear portion of the strainer main body 112A, and the curved bottom surface portion 112d is curved downward from the rear side toward the front side. The upper end of the 2 nd bulging portion 122 is curved along the curved bottom surface portion 112 d.

In this way, the projection wall 123, the guide wall 124, and the 2 nd bulging portion 122 have shapes along the rear outer peripheral surface of the strainer main body 112A.

In fig. 3, a magnet 38 is provided on a bottom wall 91C on the end driven gear 81B side with respect to the oil strainer 112, and the magnet 38 adsorbs iron powder and the like mixed in the oil.

Next, the operation will be described.

In the transmission 1, when the oil pump 79 is driven, the oil stored in the bottom walls 91C, 92C of the torque converter case 91 and the transmission case 92 is sucked into the strainer body 112A from the suction port 112A, and then filtered by the strainer of the strainer body 112A.

The filtered oil is introduced from the oil introduction portion 112B into the oil reservoir chamber 111a through the support portion 113, and then is sucked from the oil reservoir chamber 111a into the suction port 79a through the oil passage. The oil sucked into the suction port 79a is discharged from the discharge port 79b to the oil passage, and is introduced from the oil passage to the torque converter 4 and the gear mechanism 77.

In fig. 4, the oil O stored in the bottom walls 91C, 92C of the torque converter case 91 and the transmission case 92 is raised and raised upward as indicated by the oil O1 by the end driven gear 81B rotating in the clockwise direction R.

The oil O1 raised upward moves from the rear inclined wall 92a along the front inclined wall 92c, falls when the momentum becomes weak, and lubricates the meshing portions of the gears provided on the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8, the output shaft 9, and the reverse shaft 10.

As shown by oil O2, oil O1 falls along front side wall 92D to bottom wall 92C, and is stored in bottom wall 92C. The oil accumulated in the bottom wall 92C along the front side wall 92D is weaker than the oil O1 raised by the final driven gear 81B in momentum, and therefore, stays in the front-rear direction center portion of the bottom wall 92C.

The oil strainer 112 of the present embodiment is provided in the center of the bottom wall 92C where oil is retained in the front-rear direction. Although the oils O1 and O2 move along the top wall 91B, bottom wall 91C, front side wall 91D, and rear side wall 91E of the torque converter case 91 connected to the transmission case 92, the illustration thereof is omitted.

As described above, the transmission 1 of the present embodiment includes: a torque converter case 91 and a transmission case 92 having bottom walls 91C, 92C that store oil O; and a differential case 81A rotatably supported by the torque converter case 91 and the transmission case 92 and having an end driven gear 81B raising and raising the oil O.

The transmission 1 includes an oil strainer 112, and the oil strainer 112 is accommodated in the torque converter case 91 and the transmission case 92 while extending in the axial direction of the differential case 81A, and sucks the oil O accumulated in the bottom walls 91C, 92C from the suction port 112a when the oil pump 79 is driven.

The bottom wall 92C has: a 1 st bulge 121 bulging upward from the bottom wall 92C; and a 2 nd bulging portion 122 bulging upward from the bottom wall 91C and located on the side of the end driven gear 81B with respect to the 1 st bulging portion 121.

The oil strainer 112 is provided such that the suction port 112a is located between the 1 st bulging portion 121 and the 2 nd bulging portion 122 and is located below the upper ends 121a, 122a of the 1 st bulging portion 121 and the 2 nd bulging portion 122.

Accordingly, the 1 st and 2 nd bulging portions 121 and 122 can function as a bank, and oil can be retained between the 1 st and 2 nd bulging portions 121 and 122. Therefore, the oil strainer 112 can suck the weak oil retained in the 1 st and 2 nd bulging portions 121 and 122.

As a result, the oil strainer 112 can be prevented from sucking air and the suction efficiency of the oil pump 79 can be improved by a simple configuration using the 1 st and 2 nd bulging portions 121 and 122 provided on the bottom wall 92C.

In addition, according to the transmission 1 of the present embodiment, the bottom wall 92C has the projecting wall 123, and the projecting wall 123 projects upward from the bottom wall 92C and extends in the same direction as the extending direction of the oil strainer 112. The protruding wall 123 is provided between the oil strainer 112 and the end driven gear 81B, overlapping the suction port 112a in the axial direction of the differential case 81A.

Therefore, the oil O2 dropped from the front wall 92D to the bottom wall 92C can collide with the protrusion wall 123 and stop when flowing from the 1 st bulging portion 121 to the 2 nd bulging portion 122.

Therefore, when the oil rapidly flows into the space between the 1 st projection 121 and the 2 nd projection 122 for some reason, the oil can be retained between the 1 st projection 121 and the 2 nd projection 122.

Therefore, the oil strainer 112 can suck the weak oil retained in the 1 st and 2 nd bulging portions 121 and 122. As a result, the oil strainer 112 can be more effectively prevented from sucking air, and the suction efficiency of the oil pump 79 can be more effectively improved.

Further, according to the transmission 1 of the present embodiment, the bottom walls 91C, 92C have the curved walls 94A, 124A projecting upward from the bottom walls 91C, 92C along the rotational direction of the final driven gear 81B, and are connected to the upper end 123a of the projecting wall 123 on the lower side than the upper end 124A of the curved wall 124A in the projecting direction.

The curved walls 94A and 124A have openings 125, and the openings 125 communicate a space 126A in which the end driven gear 81B is provided with a space 126B in which the oil strainer 112 is provided.

Accordingly, the oil falling from above can be dispersed to the end driven gear 81B side and the oil strainer 112 side by colliding with the curved walls 94A, 124A.

The oil dispersed to the oil strainer 112 side flows into between the 1 st bulging portion 121 and the 2 nd bulging portion 122 through the gaps between the bent wall 124A, the protruding wall 123, and the 2 nd bulging portion 122 and the strainer main body 112A as shown in oil O3 of fig. 9.

The oil O3 falls from the front side wall 92D to the bottom wall 92C and collides with the oil O2 flowing between the 1 st bulge 121 and the 2 nd bulge 122, so that the oil can be more effectively retained between the 1 st bulge 121 and the 2 nd bulge 122.

As a result, the oil strainer 112 can be more effectively prevented from sucking air, and the suction efficiency of the oil pump 79 can be more effectively improved.

The oil O2, O3 that has flowed between the 1 st bulge 121 and the 2 nd bulge 122 flows into the space 126A where the final driven gear 81B is provided through the opening 125, and is raised and raised by the final driven gear 81B.

Accordingly, oil can be circulated inside the transmission case 90, sucked by the oil strainer 112 while lubricating the gear mechanism 77, and supplied to the gear mechanism 77 and the torque converter 4 through the oil pump 79.

In addition, according to the transmission 1 of the present embodiment, the transmission case 92 has the guide wall 124 joined to the upper end of the protruding wall 123, the guide wall 124 extends along the extending direction of the oil strainer 112, and the curved wall 124A is connected to the end in the extending direction.

The transmission case 92 has a 1 st curved wall portion 127, the 1 st curved wall portion 127 extending upward from the guide wall 124 and facing the output gears 70, 71, 72, 73, the upper end in the extending direction including a 1 st upper end 127a and a 2 nd upper end 127b, the 2 nd upper end 127b being provided in the axial direction of the differential case 81A side by side with the 1 st upper end 127a and being located above the 1 st upper end 127a.

The transmission case 92 has: a 2 nd curved wall portion 128 extending upward from the 1 st upper end 127a and facing the reverse gear 86; and a 3 rd curved wall portion 129 extending upward from the 2 nd upper end 127b and facing the idler gears 84, 85. The guide wall 124 projects from the lower end of the 1 st curved wall portion 127 toward the oil strainer 112.

Accordingly, the oil that lubricates the meshing portion of the reverse gear 86 and the idler gear 85 collides with the 2 nd curved wall portion 128 and the 3 rd curved wall portion 129 due to the rotation of the reverse gear 86 and the idler gear 85, flows along the 2 nd curved wall portion 128 and the 3 rd curved wall portion 129 as shown by the oils O4 and O5 of fig. 6, and flows to the 1 st curved wall portion 127 as shown by the oil O6.

Further, the oil lubricated at the meshing portions of the speed gears 63 to 66 and the output gears 70 to 73 flows to the 1 st curved wall portion 127 as shown by O6 due to the rotation of the output gears 70 to 73.

The oil O6 that has flowed through the 1 st curved wall portion 127 temporarily stops on the upper surface of the guide wall 124 that protrudes from the 1 st curved wall portion 127 toward the oil strainer 112 side, and a part of the oil that has flowed out from the upper surface of the guide wall 124 flows into the tip driven gear 81B side through the curved wall 124A and the curved wall 94A, and is raised and raised by the tip driven gear 81B.

The oil O1 raised by the end driven gear 81B lubricates the inside of the transmission case 90 and is sucked into the oil strainer 112.

As shown by oil O7 in fig. 9, the oil overflowing from the upper surface of the guide wall 124 flows into the gap between the 1 st and 2 nd bulging portions 121 and 122 through the guide wall 124, the protruding wall 123, and the gap between the 2 nd bulging portion 122 and the strainer main body 112A, and collides with the oil O2.

Therefore, more oil can be collided with the oil O2, and the oil can be more effectively retained between the 1 st bulging portion 121 and the 2 nd bulging portion 122. As a result, the oil strainer 112 can be more effectively prevented from sucking air, and the suction efficiency of the oil pump 79 can be more effectively improved.

Further, since the oil O6 flowing through the 1 st curved wall part 127 collides with the upper surface of the guide wall 124 and the force is weakened, the oil staying between the 1 st projection part 121 and the 2 nd projection part 122 can be prevented from being stirred by the oil O7 flowing into the oil strainer 112 side. As a result, the oil can be reliably retained between the 1 st projection 121 and the 2 nd projection 122.

Here, the oil O7 is oil that flows into the oil strainer 112 side from the entire guide wall 124, and the oil O3 is oil that flows into the oil strainer 112 side from the guide wall 124. Thus, the amount of oil O7 is much greater than oil O3.

In addition, according to the transmission 1 of the present embodiment, the oil strainer 112 is provided so that the rear portion thereof enters below the guide wall 124. The guide wall 124 projects from the lower end of the 1 st curved wall portion 127 toward the oil strainer 112.

Therefore, as shown in fig. 6 and 9, when the oil O2 flows into the projecting wall 123 rapidly from the 1 st bulging portion 121 through the 2 nd bulging portion 122 for some reason, the oil can be returned from the projecting wall 123 along the guide wall 124. That is, the flow of oil can be changed so that the oil can move upward and forward without moving rearward in a straight line.

Therefore, the oil can be decelerated during the movement of the oil from the protrusion wall 123 along the guide wall 124. As a result, the oil can be more effectively retained between the 1 st projection 121 and the 2 nd projection 122.

In addition, according to the transmission 1 of the present embodiment, the strainer body 112A of the oil strainer 112 has a shape along the outer peripheral surfaces of the guide wall 124, the protruding wall 123, and the 2 nd bulging portion 122.

Accordingly, more oil can be efficiently guided between the 1 st bulging portion 121 and the 2 nd bulging portion 122 through the guide wall 124, the protrusion wall 123, and the gap between the 2 nd bulging portion 122 and the strainer main body 112A, and the suction efficiency of the oil pump 79 can be more effectively improved.

The 1 st and 2 nd bulging portions 121 and 122 of the present embodiment are formed of a thick portion bulging upward from the bottom wall 92C so that the thread groove 92d is formed in the bottom wall 92C, but the present invention is not limited to the thick portion, and any portion may be used as long as it bulges upward from the bottom wall 92C.

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. It is intended that all such modifications and equivalents be included in the following claims.

Claims (6)

1. A vehicle transmission is provided with: a transmission case having a bottom wall that stores oil; an output shaft supported by the transmission case to be rotatable and having a rotation member for lifting and raising oil; and an oil strainer which extends in the axial direction of the output shaft and is housed in the transmission case, and which sucks in the oil stored in the bottom wall from the suction port when the oil pump is driven,

the above-described transmission for a vehicle is characterized in that,

the bottom wall has: a 1 st bulge part bulging upward from the bottom wall; and a 2 nd bulging portion bulging upward from the bottom wall and located on the rotating member side with respect to the 1 st bulging portion,

the oil strainer is provided such that the suction port is located between the 1 st bulging portion and the 2 nd bulging portion and is located below the upper ends of the 1 st bulging portion and the 2 nd bulging portion.

2. The vehicular transmission according to claim 1,

the bottom wall has a protruding wall protruding upward from the bottom wall and extending in the same direction as the oil strainer,

the protruding wall is provided between the oil strainer and the rotating member, and overlaps the suction port in the axial direction of the output shaft.

3. The vehicular transmission according to claim 2,

the bottom wall has a curved wall facing the rotary member and projecting upward from the bottom wall in a direction in which the rotary member rotates,

the upper end of the protruding wall is connected to the lower side of the upper end of the curved wall in the protruding direction,

the curved wall has an opening portion that communicates a space in which the rotating member is disposed with a space in which the oil strainer is disposed.

4. The vehicular transmission according to claim 3,

the disclosed device is provided with: a 1 st rotating shaft provided above the transmission case and having a 1 st gear; a 2 nd rotating shaft which is provided at a position lower than the 1 st rotating shaft and has a 2 nd gear; and a 3 rd rotating shaft provided below the 1 st rotating shaft and the 2 nd rotating shaft and having a 3 rd gear,

the transmission case includes:

a guide wall extending in the extending direction of the oil strainer, connected to an upper end of the protruding wall, and connected to the curved wall at an end in the extending direction;

a 1 st curved wall portion extending upward from the guide wall and facing the 3 rd gear, an upper end in an extending direction including a 1 st upper end and a 2 nd upper end, the 2 nd upper end being arranged in parallel with the 1 st upper end in an axial direction of the output shaft and located above the 1 st upper end;

a 2 nd curved wall portion extending upward from the 1 st upper end and facing the 2 nd gear; and

a 3 rd curved wall portion extending upward from the 2 nd upper end and facing the 3 rd gear,

the guide wall protrudes from the 1 st curved wall portion toward the oil strainer.

5. The vehicular transmission according to claim 4,

a part of the oil strainer is disposed to enter below the guide wall.

6. The vehicular transmission according to claim 4 or 5,

the guide wall, the projection wall, and the 2 nd bulging portion have a shape along an outer peripheral surface of the oil strainer.

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