FR3052836A1 - GEAR FOR CHANGING SPEED FOR VEHICLES - Google Patents

Abstract

A gearshift gear (2) comprises a set of low speed gear trains involving a combination of input gears and return gears disposed closer to a bulkhead (4A), and a set of trains high speed gears involving a combination of input gears and return gears disposed closer to a side wall (5A), and a gutter (51) having an oil inlet portion ( 52), an oil passage portion (53), and an oil outlet portion (54).

Description

GEAR FOR CHANGING SPEED FOR VEHICLES

The present invention relates to a gear shift gear for vehicles.

Gearshift gears are mounted on vehicles such as automobiles and provided with a grease gutter for collecting the oil flows scraped off by rotations of rotating members to provide them at locations to be lubricated, if need for lubrication of gears, rotating shafts and the like in a shift gear case.

As a grease gutter installed in a vehicle gear shift gear used in the past, it is known that disclosed in JP 2013-108595 A. This gutter includes a combination of a first oil collector for collecting scraped oil streams by rotations of a final driven gear in the shift gear, and a first oil passage extending from the first oil manifold to an output end being one end thereof in a direction parallel to a direction of extension of an axis (i.e., an axial direction) at each of an input shaft and an output shaft with respect to the gear shift gear.

In addition, the lubricating trough includes a combination of a second oil collector disposed adjacent the first oil collector and the first oil passage, so as to extend therealong, for collecting the oil flows scraped by the rotations of a reverse gearing gear provided on the output shaft, and a partition erected between the first oil collector and the second oil collector, so to extend in parallel with the axial directions of the input shaft and the output shaft.

The gutter is suitable, in situations involving the final driven gear having a reduced number of revolutions, to use the scraped oil flows by the rotations of the reverse gear gear in addition to the flows of oil scraped by the rotations of the final driven gear, thus allowing the collection of more oil flow to feed the places to be lubricated.

Such a vehicle gear shift gear used in the past is operative, whether the vehicle speed is high or low, to use the final driven gear and the reverse gear gear to flow from the vehicle. oil in the gutter, so that oil flows are supplied from the gutter to gears at respective gear positions, as well as to the input shaft and the output shaft . As a result, oil flows can exit at the outlet end, and are provided in the input shaft or output shaft, simply at one of their axial ends closer to the outlet end of the gutter.

As a result, regardless of whether the vehicle speed is high or low, as much oil flow as possible can be collected by the final driven gear and the reverse gear, and conduits from one end of the vehicle. inlet of the grease gutter, up to the outlet end, to simply supply power at that output end of each of the input shaft and the output shaft.

To improve the lubrication capacity in the input shaft and the output shaft, as much oil flow as possible should be conducted to the outlet end of the gutter. As a result, an increased amount of oil must be accumulated in the shift gear case, with concerns about increased resistance to agitation for the final driven gear immersed in the oil.

The present invention has been made in view of such a problem.

An object of the present invention is therefore to provide a gear shift gear for vehicles adapted to supply oil between a spur gear and a countershaft to be lubricated at a traveling speed of a vehicle, enabling accumulating a reduced amount of oil in a shift gear case.

To achieve the described object, according to features of the present invention, there is provided a gearshift gear for vehicles comprising a gearshift gear housing comprising a bulkhead opposite to an internal combustion engine, a sidewall opposite to the bulkhead, and a lower portion thereof configured to have oil flows accumulated therein, an input shaft housed in the gearshift gear case, and configured for a the driving power of the internal combustion engine is transmitted to it, the input shaft having an axially extending oil passage, an input gear assembly provided on the input shaft, the assembly of input gears including a first subassembly thereof for a low speed gear train assembly, and a second subassembly thereof for a high speed gear train ayan t a lower gear ratio range than the low speed gear train assembly, a countershaft assembly housed in the gear shift gear case, and provided with an oil passage assembly axial, a combination of a return gear assembly and a final drive gear assembly provided on the countershaft assembly, the return gear assembly including a first subset thereof for the low speed gear train assembly engaged with the first subassembly of the input gear assembly, and a second subassembly thereof for the high speed gear train assembly; taken with the second subassembly of the input gear assembly, a bulkhead return shaft bearing portion assembly provided at the bulkhead, and configured to support an axial end assembly of the set of return trees whereby rotatable, a sidewall-side deflection shaft bearing portion assembly provided at the side wall, and configured to support an opposite axial end assembly of the idler shaft assembly, it is rotatable, a differential device configured to transmit driving power to the left and right wheels, and provided with a final drive gear housed in the shift gear case, engaged with the gear assembly final drive, and immersed at a lower portion thereof in oil, and a gutter configured to enter scraped oil streams by rotation of the final driven gear, wherein the first subassembly of the input gear assembly and the first subassembly of the return gear assembly are arranged to be closer to the bulkhead than to the sidewall, the second subassembly of the input gear assembly and the second subassembly of the return gear assembly are arranged to be closer to the side wall than to the partition, the partition comprises a grease groove assembly formed in a wall face thereof opposite the side wall, the grease groove assembly extending from a wall face side region of the wall face facing the driven gear final approaching the bulkhead shaft bearing portion assembly to communicate with the axial oil passage assembly of the return shaft assembly, the gutter includes a configured oil inlet portion for introducing oil, an oil passage portion connected to the oil inlet portion, and an oil outlet portion connected to the oil passage portion, the inlet portion of oil extends along the face of the partition wall within a higher level range than the grease groove assembly, and has an open end thereof opening towards the final driven gear, the passage portion of oil extends from the oil inlet portion to the opposite axial end assembly of the return shaft assembly within a higher level range than the return shaft assembly , and the oil outlet portion is configured to present oil flows from the oil inlet portion to the oil passage portion, and provided to the entire oil bearing portion of the return side side wall.

According to such features of the present invention, the gearshift gear for vehicles is adapted to supply oil between the idler gear and the idler shaft to be lubricated at a vehicle traveling speed, enabling the accumulation of a reduced amount of oil in the shift gear case.

The drawings include ten consecutively numbered figures from Fig. 1 to Fig. 10, in which: Fig. 1 is an upward diagonal perspective view of essential parts of a gear shift gear for vehicles according to a first embodiment of embodiment of the present invention; Fig. 2 is a plan view of the gearshift gear for vehicles according to the first embodiment of the present invention; FIG. 3 is a side view of an internal structure of the gear shift gear for vehicles according to the first embodiment of the present invention, seen from the side at an axial end of a gear shaft. entrance to the interior of it; Fig. 4 is a rear view of an internal structure of the gearshift gear for vehicles according to the first embodiment of the present invention; FIG. 5 is a sectional view, at a V-V arrowhead plane in FIG. 4, of a clutch housing constituting the gearshift gear for vehicles according to the first embodiment of FIG. the present invention; FIG. 6 is a sectional view, at an arrow-section plane VI - VI in FIG. 4, of a transmission casing constituting the gear shift gear for vehicles according to the first embodiment of FIG. present invention; Fig. 7 is an exploded view of the gearshift gear for vehicles according to the first embodiment of the present invention; Figure 8 is a rear view of an internal structure including a grease gutter constituting the gear shift gear for vehicles according to the first embodiment of the present invention; FIG. 9 is a sectional view, at an arrow-sectioned plane VIII-VIII in FIG. 8, of the clutch housing constituting the gearshift gear for vehicles according to the first embodiment of the present invention. invention; and Fig. 10 is an exploded view of a gearshift gear for vehicles according to a second embodiment of the present invention.

We will describe the gear shift gear for vehicles according to embodiments of the present invention, with reference to Figs. 1 to 10. (First Embodiment)

1 to 9, FIGS. 1 to 9 cooperate to illustrate gear shifting gears for vehicles according to the first embodiment of the present invention.

1 to 9, FIGS. 1 to 6 and FIGS. 8 and 9 (except FIG. 7) each comprise a combination of arrows indicating corresponding directions (for example, UP [up], BEFORE [towards 'front', REAR [backwards], or LEFT [to the left]) in vertical directions relative to the vehicle, longitudinal to the vehicle and transverse to the vehicle of a vehicle concerned. It should be noted that these vertical vehicle, longitudinal vehicle and transverse vehicle directions are identified in a field of view of a driver normally seated on a driver's seat of the vehicle concerned.

We will now describe a gear shift gears configuration for vehicles according to the first embodiment of the present invention.

The vehicle concerned has a motor compartment not shown. In the engine compartment, as shown in Figure 1, is installed a combination of a motor 1 as an internal combustion engine and a gear shift gear 2 coupled to a left side of the engine 1. The powers generated motor 1 can be transmitted through the gearshift gear 2 and a pair of left and right drive shafts illustrated in FIG. 2, at 4IL and 41R respectively, to the left wheels and straight lines of the vehicle shown in FIG. 7 at 42L and 42R, respectively.

As can be seen from FIG. 1 and FIG. 2, the shift gear 2 has a shift gear housing 3 covering the left and right internal structures thereof. The shift gear case 3 is composed of a clutch housing 4 covering the right internal structures, and a transmission case 5 covering the left internal structures.

As shown in Figure 2, the clutch housing 4 is open on a right side thereof facing a left side of the engine 1 located to the right thereof.

The shift gear case 3 has a partition 4A interposed between the clutch housing 4 residing on the right and the transmission case 5 residing on the left. Therefore, the partition 4A is at the same time a left side wall of the clutch housing 4 and a right side wall of the transmission housing 5. It should be noted that the partition 4A is disposed on the vehicle so as to be opposite transversely to the left side of the engine 1. The interior of the shift gear case 3 is thus separated by the partition 4A, into a right internal space defined by the clutch housing 4 and a left internal space defined by the transmission case 5.

The transmission casing 5 has a left side wall 5A thereof opposite transversely to the vehicle to the partition 4A. It should be noted that the transmission housing 5 is adapted to have accumulated oil flows on a bottom thereof. Figure 3 illustrates an accumulated oil surface level O.

As shown in Figure 2 or Figure 7, the clutch housing 4 has a clutch 6 housed therein.

The gearbox 5 houses a combination of a gearshift mechanism 7 and a differential device 8. The gearshift gear 2 is adapted to: apply the torque from the engine 1, through from the clutch 6, to the gearshift mechanism 7; following the operations of an unillustrated gearshift shaft to effect gear changes at the gearshift mechanism 7; and outputting the modified speed rotational torques, through the differential device 8, to the left and right drive shafts 4IL and 4IR.

As shown in FIG. 2 or FIG. 7, the gearshift mechanism 7 comprises an input shaft 9, a first countershaft 10 and a second countershaft 11 in the form of tubular elements extending into transverse directions to the vehicle, respectively. At the gearshift mechanism 7, the first countershaft 10 and the second countershaft 11 constitute a set of countershafts (10, 11).

As shown in FIG. 7, the input shaft 9, the first countershaft 10 and the second countershaft 11 have axial oil passages 9L 1L and 1D 1 hollowed therein, respectively.

The axial oil passage lOL in the first countershaft 10 and the axial oil passage IIL in the second countershaft 11 constitute a set of axial oil passages (lOL, 1 IL) in the assembly of return shafts (10, 11).

As shown in FIG. 7, the input shaft 9, the first countershaft 10 and the second countershaft 11 have radial oil passage assemblies 9R, 1OR and 1IR formed through tubular walls of those here, respectively.

The sets of radial oil passages 9R, 1OR and IIR are each adapted to communicate an associated axial oil passage 9L, 1OL or IIL with corresponding outer regions (specifically, corresponding void regions on an outer circumference). of a relevant wall of the tubular walls) of the input shaft 9, the first return shaft 10 and the second return shaft 11.

Each radial oil passage 9R, 1R or 1IR has a smaller diameter and a smaller cross-sectional area than an associated axial oil passage 9L, 1OL or IIL.

As shown in FIG. 5 or FIG. 7, the partition 4A constituting the right side wall of the transmission housing 4 has: a bearing portion for carrying a right end of the input shaft 9, namely, one end of the input shaft 9 on the side of the partition 4A '(hereinafter referred to as "a partition-side input shaft bearing portion") 12A, a bearing portion for carrying a right end of the first countershaft 10, i.e., one end of the first countershaft 10 on the side of the partition 4A '(hereinafter referred to as "a bearing portion of a first countershaft return shaft") 13A, and a bearing portion for carrying a right end of the second countershaft 11, i.e., one end of the second countershaft 11 on the side of the partition 4A '(hereinafter referred to as "a bearing part of a second countershaft return shaft") 14 A.

As shown in FIG. 5, the first partition-side return shaft bearing portion 13A is disposed within a lower level range than the bulkhead-side input shaft bearing portion 12A. The bearing portion of the second partition-side deflection shaft 14A is disposed within a higher level range than the first partition-side return shaft bearing portion 13A, partially overlapping the camshaft bearing portion. 12A bulkhead input.

As shown in Figure 6 or Figure 7, the left side wall 5A of the transmission housing 4 has: a bearing portion for carrying a left end of the input shaft 9, namely, one end of the shaft input 9 on the side of the side wall 5A '(hereinafter referred to as "a side-wall input shaft bearing portion") 12B, a support portion for supporting a left end of the first countershaft 10 , i.e., one end of the first countershaft 10 on the side of the side wall 5A '(hereinafter referred to as "a first side-side return shaft bearing portion") 13B, and a support portion for supporting a left end of the second countershaft 11, i.e., one end of the second countershaft 11 on the side of the side wall 5A '(hereinafter referred to as "a second side-wall return shaft bearing portion") 14B.

As shown in FIG. 6, the first side-wall-return shaft-bearing bearing portion 13B is disposed within a lower level range than the side-wall-side input shaft bearing portion 12B. The bearing portion of the second side-wall-return shaft 14B is disposed within a higher level range than the first-side side-wall-return shaft bearing portion 13B, partially overlapping the bearing portion of the sidewall side entry shaft 12B.

As shown in FIG. 5 or FIG. 7, the partition-side input shaft bearing portion 12A has a circular aperture 12a formed therethrough. The input shaft 9 has an axial end 9a (specifically, the right end) thereof inserted through the opening 12a into the clutch housing 4. This end 9a of the shaft input 9 is adapted to be coupled with the clutch 6, for a driving power from the engine 1 is applied thereto, through the clutch 6.

As shown in FIG. 7, the axial end 9a in question of the input shaft 9 is rotatably supported on the partition-side input shaft bearing portion 12A, with a bearing 15A interposed between they. The input shaft 9 has another axial end 9b (specifically, the left end as the opposite end) thereof rotatably supported on the input shaft bearing portion. side wall side 12B, with a bearing 15B interposed between them. According to embodiments herein, the other axial end 9b of the input shaft 9 constitutes an axial end of an input shaft according to the present invention.

As shown in FIG. 7, the first countershaft 10 has an axial end 10a (specifically, the right end) thereof rotatably supported on the bearing portion of the first diverting shaft on the bulkhead side. 13A, with a bearing 16A interposed between them. The first countershaft 10 has another axial end 10b (specifically, the left end as the opposite end) which is rotatably supported on the bearing portion of the first deflection shaft on the wall side. 13B, with a bearing 16B interposed between them.

As shown in Fig. 7, the second countershaft 11 has an axial end 11a (specifically, the right end) thereof rotatably supported on the bearing portion of the second diverting shaft on the bulkhead side. 14A, with a bearing 17A interposed between them. The second countershaft 11 has another axial end 1 Ib (specifically, the left end as the opposite end) thereof rotatably supported on the bearing portion of the second countershaft side wall 14B, with a bearing 17B interposed between them.

It should be noted that the first countershaft 10 and the second countershaft 11 constitute a set of deflection shafts (10, 11) of the shift gear 2, the first ends 10a and 10b of the first and second countershafts 10 and 11 constitute an axial end assembly (10a, 10b) of the return shaft assembly (10, 11), and the other ends 10b and 11b of the first and second countershafts 10 and 11 constitute an opposite axial end assembly (10b, 11b) of the return shaft assembly (10, 11).

As shown in FIG. 3, according to embodiments herein, the first countershaft 10 is provided at a lower level range than the input shaft 9, and the second countershaft 11 is provided at a lower level. level range higher than the first countershaft 10.

According to embodiments herein, the first countershaft 10 constitutes a return shaft assembly as well as a first countershaft according to the present invention. According to embodiments herein, the second countershaft 11 constitutes the countershaft assembly and a second countershaft according to the present invention.

According to embodiments hereinbefore, the first partition-side return shaft bearing portion 13A constitutes a bulkhead-side shaft bearing portion assembly and a first-side bulkhead-return bearing portion in accordance with the present invention. invention. According to embodiments hereinbefore, the first side-wall-return shaft-bearing bearing portion 13B constitutes a side-wall-side-shaft-return bearing portion assembly and a first-side-wall-return shaft bearing portion. lateral arrangement according to the present invention.

In accordance with embodiments herein, the second partition-side deflection bearing portion 14A constitutes the bulkhead-side drive shaft bearing portion and a second-side drive shaft bearing portion in accordance with the present invention. present invention. According to embodiments hereinbefore, the second side-side side-shaft return shaft bearing portion 14B constitutes the entire side-wall side shaft bearing portion and a second side shaft-return bearing portion. lateral arrangement according to the present invention.

According to embodiments herein, the bulkhead-side input shaft bearing portion 12A constitutes a bulkhead-side input shaft bearing portion according to the present invention. According to embodiments herein, the side wall input shaft bearing portion 12B constitutes a side wall input shaft bearing portion according to the present invention.

As shown in FIG. 2 or FIG. 7, there is provided on the input shaft 9 an input gear assembly (9A, 9B, 9C, 9D, 9E) having an input gear 9A for a 1 speed forward gears, 9B input gears for a forward gears gear, 9C gears for a gears gear a forward gear, a 9D input gear for a gear train of 3 ^ "" ® forward speed and a 9E gear train for a gear train of 4® "® forward speed and a Gear train of 6® "® forward speed.

Accordingly, the input gear assembly (9A, 9B, 9C, 9D, 9E) on the input shaft 9 is composed of: a first subassembly (9A, 9B) having the drive gear input 9A for the gear train of the speed, and the input gear 9B for the gear train of 2 speed; and a second subassembly (9C, 9D, 9E) having the input gear 9C for the speed gear train, the input gear 9D for the gear train of 3® Speed, and the 9E input gear for the 4® speed gear train and the 6 speed gearbox.

For the 1® speed gear train and the 2 speed gear train, the input gears 9A and 9B are integrally formed with the input shaft 9. the 5® "speed gear train, the 3®" speed gear train and the 4® "® gear and 6®" "speed gear train, the 9C input gears , 9D, and 9E are splinedly engaged on the input shaft 9, so as not to be rotatable relative thereto, the input shaft 9 has the gear assembly input (9A, 9B, 9C, 9D, 9E) arranged thereon and identified in the order of "input gear 9A for the gear train of 1" speed, the gearbox input 9B for the gear train of 2® "speed, the input gear 9C for the gear train of 5®" speed, the input gear 9D for the gear set of 3® "speed and gear 9E input gear for the 4® "® gear and 6®" ® gear "gear train, with an identification point moving in a direction axially to the left of the input shaft 9 of the partition 4A (constituting the right side wall of the transmission housing 4) to the left side wall 5A.

As shown in FIG. 1, FIG. 4 or FIG. 7, on the first countershaft 10, there is provided a set of return gears (10A, 10B, 10C, 11D) including a return gear 10A for the train speed gearboxes, an idler gear lOB for the gear train of 2® "speed, a gearing gear lOC for the gear train of 3 ^" speed, and a gear lOD gearbox for the 4® "® gear train.

Accordingly, the return gear assembly (10A, 10B, 10C, 11D) on the first countershaft 10 is composed of: a first subassembly (10A, 10B) having the return gear 10A for the 1® * ® speed gear train, and the 1B gearing gear for the 2® "speed gear train; and a second subassembly (1C, 1D) having the idler gear 1C for the gear train of 3 "speed, and the idler gear lOD for the gear train 4" speed .

As shown in Fig. 7, for the gear train of the speed, the speed gear train, the gear train and the gear train. 4 "speed, the return gears 10A, 10B, 10C and 10D arranged on the first countershaft 10 are each respectively rotatable relative thereto.

The return gears 10A, 10B, 10C, and 11D are meshedly engaged, the input gears 9A, 9B, 9D, and 9E for the speed gear train, the speed gear train, the 3-speed gear train, and the 4-speed and 6-speed gear train constituting gear trains for the corresponding speeds, respectively.

The first countershaft 10 has the return gear assembly (10A, 10B, 10C, 11D) arranged thereon and identified in the order of the idler gear 10A for the transmission gear train. Speed, return gear lOB for speed gear, gear gear lOC for gear set of gear and gear gear lOD for the 4® "speed" gear train, with an identification point moving in a direction axially to the left of the first deflection shaft 10 of the partition 4A to the left side wall 5A of the transmission housing 5.

As shown in Fig. 7, the first countershaft 10 has a final drive gear 10F attached thereto. The final drive gear 10F is interposed between the partition 4A and the idler gear 10A for the gear train of 1® * speed which is a rightmost gear of the four idler gears 10A, 10B, OC, and OD.

As shown in Figure 7, the reverse gear 10A for the gear train of 1® * ® speed is provided with a dedicated reverse gear lOE The dedicated reverse gear lOE is attached to the gear 10A, to rotate in one piece with it.

As shown in FIG. 1 or FIG. 7, on the second countershaft 11 is provided a gear assembly (11A, 11B, IIC) having a reverse gear IIA for a reverse gear train. , a 1IB gear gear for the 5® speed gear train, and a 1IC gear gear for the 6 speed gear train.

Accordingly, the gear assembly (11A, IIB, IIC) on the second countershaft 11 is composed of: a first subassembly (11A) having the reverse gear IIA for the gear train reverse gears; and a second subassembly (IIB, IIC) including the idler gear IIB for the 5® speed gear train and the IIC gear gear for the 6® "" gear train. speed.

As shown in Fig. 7, the reverse gear IIA and the idler gearbox IIB and IIC for the 5® "" ® gear and 6® "® gear sets are arranged on the second countershaft. 11, to be able to each turn respectively relative thereto.

The gears 11A, 11B, and IIC are meshingly engaged, the dedicated reverse gear gear 10E, the 9C input gear for the 5 "speed gear train and the input gear 9E for the 4-speed and 6-speed gear trains constituting corresponding gear trains, respectively.

The second countershaft 11 has the set of gears (1A, 1IB, 1IC) arranged thereon and identified in the order of "reverse gear 1A for the reverse gear train , the 1IB gearing gear for the 5 "speed gear train and the IIC gearing gear for the 6®" speed gear "gear train, with an identification point moving in a axially to the left of the second deflection shaft 11 of the partition 4A to the left side wall 5A of the transmission housing 5.

As shown in Fig. 7, the second countershaft 11 has a final drive gear 11F attached thereto. The final drive gear 1IF is interposed between the partition 4A and the reverse gear 11A which is a rightmost gear of the three gears 11A, 1IB, and 1IC. The final drive gear 10F on the first countershaft 10 and the final drive gear 11F on the second countershaft 11 constitute a set of final drive gears (10F, 1IF).

According to embodiments herein, the shift gear 2 is adapted to have a sequentially decreasing gear ratio, when shifted to a higher speed, of the gear train of speed involving the idler gear 10A, passing through the gear train of 2 "speed involving the idler gear 1B, the gear train of 3" speed involving the idler gear 10c, the 4 "speed gear train involving the idler gear lOD, and the speed gear train involving the idler gear IIB, to the gear train of 6" speed involving the return gear 1IC.

According to embodiments herein, the input gear 9A for the speed gear train and the input gear 9B for the speed gear train is a preferred embodiment of the invention. input gear assembly for low speed gear trains according to the present invention.

In addition, according to embodiments herein, the input gear 9D for the gear gear, the input gear 9C for the gear train of 5 "speed and the 9E input gear for the 4® "speed gear and 6" speed gear train constitute an input gear assembly for the high speed gear trains according to the present invention.

According to embodiments herein, the idler gear 10A for the gear train of the speed, the idler gear 1B for the gear train of 2 speed, the gear dedicated reverse gear 10E, and the reverse gear 11A constitute a set of return gears for the low speed gear trains according to the present invention.

In addition, according to embodiments herein, the idler gear lOC for the gear train of 3 "" speed, the idler gear lOD for the gear train of 4 "" ® speed , the idler gear IIB for the 5® speed gear train, and the idler gear 1IC for the 6 train speed gear train constitute a set of return gears for the trains. high speed gearing according to the present invention.

As shown in FIG. 7, the transmission casing 5 has a transverse central plane with respect to the vehicle C as an imaginary plane extending in the longitudinal directions with respect to the vehicle and vertical with respect to the vehicle, passing through the parts axially central respectively of the input shaft 9, the first countershaft 10 and the second countershaft 11. The gearshift gear 2 has a set of three gear trains low speed being the train of Gear gears, 2® speed gear train and reverse gear train. Accordingly, for all three low speed gear trains, the gearshift gear 2 has a gear assembly (9A, 9B, 10A, 10B, 11A) composed of: a first subassembly (9A, 9B) having the input gear 9A for the gear train of 1® * ® speed and the input gear 9B for the gear train of 2® "" ® speed, as provided on the input shaft 9; a second subassembly (10A, 10B) including the return gear 10A for the gear train of the speed and the gear gear 10B for the gear train speed gears, as provided on the first countershaft 10; and a third subassembly (11A) having the reverse gear IIA for the reverse gear train, as provided on the second countershaft 11.

These gears 9A, 9B; 10A, 10B; and 11A are arranged to be each respectively closer to the partition 4A than the central plane C, namely, to the right of the central plane C, in an axial direction of an associated shaft of the input shaft 9 the first countershaft 10 and the second countershaft 11.

On the first countershaft 10, the idler gear 10A for the gear train of the speed is arranged to be axially closer to the partition 4A than the idler gear 10B for the gear train. gears of 2® "" ® speed. The shift gear 2 has a set of four high speed gear trains being the gear train of 3 "speed, the gear train of 4 speed, the gear set 5® "" ® speed and 6® "® gear train speed. Accordingly, for all four high speed gear trains, the gearshift gear 2 has a gear assembly (9C, 9D, 9E, 10C, 11D, 11B, IIC) composed of: a first gear, subassembly (9C, 9D, 9E) having the input gear 9D for the gear train of 3 "speed, the input gear 9C for the gear train of 5" speed and the input gear 9E for the 4 "speed and 6" speed gear train, as provided on the input shaft 9; a second subassembly (1C, 1D) having the idler gear lOC for the gear train of 3 "speed and the idler gear lOD for the gear train of 4" speed, such as than provided on the first countershaft 10; and a third subassembly (IIB, IIC) having the idler gear IIB for the speed gear train and the idler gear IIC for the gear train of 6 "speed, as provided on the second countershaft 11.

These gears 9C, 9D, 9E; IOC, OD; and IIB, IIC are arranged to be respectively closer to the left side wall 5A of the transmission housing 5 than the central plane C, namely, to the left of the central plane C, in an axial direction of an associated shaft from the input shaft 9, the first countershaft 10, and the second countershaft 11.

Of the three gears 11A, 11B, and 1IC on the second countershaft 11, the idler gear IIC for the gear train of 6 "speed is closer to the left side wall 5A in a axial direction of the second countershaft 11.

According to embodiments herein, the 1IC gear gear for the 6 "speed gear train constitutes a gear gear for a gear train of the highest speed in accordance with the present invention.

As shown in FIG. 7 or FIG. 8, the differential device 8 comprises a final driven gear 31 as a torque input part thereof, and a differential case 32 on which the gear is fixed. The differential device 8 further comprises a pinion shaft 33 supported by the differential housing 32, a pair of planet gears 34 (with a not shown illustrated planet gear 34) supported by the pinion shaft 33, so that it can turn on it, and a pair of left and right side geared gears 35L and 35R meshing with the pair of planet gears 34.

The left and right side gears 35L and 35R are operatively connected to the left and right drive shafts 4IL and 41R, respectively. The final driven gear 31 is adapted to mesh with the final drive gear 10F attached to the first countershaft 10, and the final drive gear 1F attached to the second countershaft 11.

The differential device 8 is adapted to apply rotational torques to the final driven gear 31, and transmit them out through the left and right drive shafts 4IL and 4IR, to the left and right wheels 42L and 42R, allowing differential movements between the left and right drive shafts 4IL and 41R.

As shown in Figure 4, the figure? or Figure 8, on the first countershaft 10, is mounted a combination of a right hub sleeve 21A and a left hub sleeve 21B.

The right hub sleeve 21A is interposed between the idler gear 10A for the speed gear train and the idler gear 1B for the speed gear train. For the hub sleeve 21 A, there is provided a not shown gearshift mechanism having clutch release forks not shown. This gearshift mechanism is operable to move the hub sleeve 21A in axial directions of the first countershaft 10.

The left hub sleeve 21B is interposed between the idler gear lOC for the 3 speed gear train and the idler gear lOD for the gear gear. The gearshift mechanism is operable to move the hub sleeve 21B in axial directions of the first idler shaft 10. Either of the left and right hub bushings 21A and 21B can be moved into one or the other axial direction of the first countershaft 10, to select any return gear 10A, 10B, 10C, or 10D in the return gear assembly (10A, 10B, 10C, 10D) on the first gear shaft. 10, to enter a state coupled (specifically, locked) with the first countershaft 10.

In doing so, a corresponding input gear 9A, 9B, 9D or 9E can be selected from the input gear assembly (9A, 9B, 9C, 9D, 9E) on the input shaft. 9, for transmitting rotational torques therefrom to the idler gear 10A, 10B, 10C, or 1D in question on the first countershaft 10 in the coupled state with the first countershaft 10.

Rotating torques may be transmitted to any return gear 10A, 10B, 10C, or 100D in the return gear assembly (10A, 10B, 10C, 10D) on the first countershaft 10, and further transmitted. of the final drive gear 10F attached to the first countershaft 10, to the final driven gear 31 of the differential device 8, to advance the vehicle.

As shown in FIG. 2, FIG. 4, FIG. 7 or FIG. 8, on the second countershaft 11, is mounted a combination of a right hub sleeve 22A and a left hub sleeve 22B.

The right hub sleeve 22A is interposed between the reverse gear IIA and the idler gear IIB for the gear gear. The gearshift mechanism is operable to move the hub sleeve 22A in axial directions of the second countershaft 11.

The left hub sleeve 22B is interposed between the idler gear IIB for the speed gear train and the idler gear IIC for the gear gear. The gearshift mechanism is operable to move the hub sleeve 22B in axial directions of the second countershaft 11.

The right hub sleeve 22A can be moved in an axial direction of the second countershaft 11, to place the reverse gear 1A in a state thereof coupled to the second countershaft 11.

By proceeding in this way, rotational torques can be transmitted from the input gear 9A for the gear train of the speed gear to the input shaft 9, through the gearing gear. referral lOA for the gear train of 1® * ® speed and the dedicated reverse gear lOE on the first countershaft 10, and the reverse gear 11A on the second countershaft 11, to the 11F final drive gear attached to the second countershaft 11, and may further be transmitted therefrom to the final driven gear 31 of the differential device 8, to roll back the vehicle.

The left hub sleeve 22B can be moved in either axial direction of the second countershaft 11 to locate the idler gear IIB for the gear train or the gear. reference gear IIC for the speed gear train on the second countershaft 11, in a state thereof coupled to the second countershaft 11. The idler gear IIB for the 5® "gear train The speed or return gear IIC for the gear train of 6 "speed on the second countershaft 11 can be placed in the state coupled with the second countershaft 11, so that pairs of rotation are transmitted from the input gear 9C for the 5® "speed gear train or the 9E input gear for 4®" "® gear and 6®" "gear trains ® speed on the input shaft 9, regardless of the corresponding gear, to the gearing gear IIB for the gear train gears 5® "® speed or IIC counter gear to the gear train 6®" ® speed, regardless of the gear coupled to the second countershaft 11.

Rotational torques can be transmitted to the 1IB gearing gear for the 5® speed gear train or the 1IC gearing gear for the 6 speed gear train, and furthermore transmitted from the final drive gear 11F attached to the second countershaft 11 to the final driven gear 31 of the differential device 8, to advance the vehicle.

As shown in Fig. 3, the final driven gear 31 is immersed in oil O at a lower portion 31a thereof. Oil flows O may be scraped upwards by the final driven gear 31 from the periphery of the lower part Sla when the final driven gear 31 is rotating.

As shown in Figure 1, the transmission housing 5 has a lubricating channel 51 provided at an upper portion thereof. Oil streams may be scraped by rotation of the final driven gear 31, introduced into the lubricating groove 51, and provisionally accumulated therein.

As shown in FIG. 5, the partition 4A has a left wall face 4d opposite to the left lateral wall 5A of the transmission casing 5. The left wall face 4d comprises a combination of a first shaped lubrication groove 36A concave section, and a second concave-shaped grease groove 36B in section, as a set of concave lubricating grooves (36A, 36B).

The left wall face 4d of the partition 4A has a wall face side region 4e facing the final driven gear 31 of the differential device 8. The first lubrication groove 36A and the second lubrication groove 36B are arranged to extend from the wall-side-side region 4e, approaching the first partition-side return shaft bearing portion 13A and the second-side return shaft bearing portion 14A, respectively.

As can be seen from FIG. 3, FIG. 5 and FIG. 7, the first grease groove 36A and the second grease groove 36B are conveyed to communicate with the axial oil passage lOL in the first reference shaft 10 and the axial oil passage IIL in the second countershaft 11, respectively. The first grease groove 36A is disposed if necessary to extend within a range of levels lower than the second grease groove 36B, to pass below the bearing portion of the second diverting shaft on the bulkhead side. 14A.

Here, the term "wall face side region 4e (at the left wall face 4d of the wall 4A) facing the final driven gear 31" means, as can be seen from FIG. a surface region forming part of the covered wall face 4d with the final driven gear 31 (ie, hidden behind the final driven gear 31) in a left side view of the partition 4A constituting the right side wall of the housing transmission 5.

As shown in Fig. 5, at the wall 4A constituting the right side wall of the transmission housing 5, the partition side input shaft bearing portion 12A has a first notch 36C formed therein. Notch 36C is diagonally open upwardly from the inside of the bulkhead-side inlet shaft bearing portion 12A in FIG. 5, to communicate an interior of the inlet-shaft bearing portion partition 12A with voids in transmission housing 5.

As shown in FIG. 6, at the left side wall 5A of the transmission housing 5, the side wall inlet shaft bearing portion 12B, the first side shaft return shaft bearing portion 13B, and the bearing portion of the second side-wall return shaft 14B has a second notch 37A, a third notch 37B and a fourth notch 37C respectively formed therein.

The notches 37A, 37B, and 37C are each open diagonally upwardly from the inside of an associated bearing portion 12B, 13B, or 14B in Figure 6, to communicate an interior of the bearing portion of the bearing portion. side-wall-side inlet shaft 12B, first-side side-shaft return bearing portion 13B, or second-side side-wall return shaft bearing portion 14B with voids in transmission housing 5.

In addition, the sidewall-side input shaft bearing portion 12B has a fifth slot 37D formed in a lower portion thereof. The notch 37D is diagonally diagonally downwardly from the interior thereof, toward the third notch 37B in FIG. 6, to communicate an interior of the sidewall inlet portion 12B with voids in the transmission housing 5.

At the transmission housing 5, the left side wall 5A has a communication groove 38 formed of a concave section in a straight wall face thereof. The communication groove 38 is arranged, if necessary, to communicate an interior of the side wall inlet shaft bearing portion 12B and an interior of the first side shaft return shaft bearing portion 13B. the other, through the third notch 37B and the fifth notch 37D.

According to embodiments herein, the communication groove 38 constitutes a communication path according to the present invention.

As shown in FIG. 1, FIG. 2 or FIG. 4, the grease trough 51 has a bottom wall elongated transversely to the vehicle 51A as a bottom portion thereof, and a combination of front and rear side walls 51B and 51C extending upward from the front and rear side edges of the bottom wall 51 A. Specifically, the front side wall 51B extends upwardly from a forwardly connected edge portion having a front edge and a right end of the bottom wall 51 A. The rear side wall 51C extends upwardly from a rear-connected edge portion having a trailing edge and a left end of the bottom wall 51 A. It should be noted that the gutter 51, opening upwards, has no ceiling as the upper bottom thereof.

The gutter 51 is composed of an oil inlet portion 52 shaped to admit oil at an upstream end thereof, a connected oil passage portion 53 at an upstream end not shown therefrom at a non-illustrated downstream end of the oil inlet portion 52, and an oil outlet portion 54 connected to an upstream end not shown therefrom at a downstream end not shown downstream of the oil passage portion 53. It should be noted that the terms "upstream" and "downstream" here designate oil flows. It is therefore natural for an upstream end or a downstream end to be defined by a delimiting zone having a corresponding width.

As shown in FIG. 1 or FIG. 5, the oil inlet portion 52 is disposed if necessary so as to extend within a higher level range than the second oil passage 36B. , substantially in a longitudinal direction of the vehicle, along the left wall face 4d of the partition 4A. The oil inlet portion 52 has, at a front end constituting its upstream end, an open end 52a opening towards the final driven gear 31 of the differential device 8.

As shown in FIG. 1, the oil passage portion 53 is disposed, if necessary, so as to extend substantially in a transverse direction of the vehicle, within a higher range of levels than the second gear shaft. reference 11.

Specifically, the oil passage portion 53 extends from a straight end thereof (i.e., from the upstream end thereof to the downstream end of the inlet portion of the inlet portion. 52), towards a straight wall face at the left side wall 5A of the transmission casing 5 shown in FIG. 7. This wall face is arranged, if necessary, so as to face a left axial end (at namely, the aforesaid other end 10b) of the first countershaft 10, and a left axial end (i.e., the aforesaid other end 11b) of the second countershaft 11.

The oil outlet portion 54 is adapted to receive the oil streams directed therethrough through the oil inlet portion 52 and the oil passage portion 53, to supply them to the oil portion. bearing of first deflection shaft side wall side 13B and bearing portion of second deflection shaft side wall side 14B.

As shown in Figure 1, Figure 2, Figure 5 or Figure 8, the oil passage portion 53 has an upstream oil passage portion 53A extending downstream of the downstream end of the oil inlet portion 52, diagonally up and to the left.

As shown in Figure 1, Figure 2, or Figure 3, the oil passage portion 53 has an intermediate oil passage portion 53B. The intermediate oil passage portion 53B extends from a downstream end 53a (see FIG. 2) of the upstream oil passage portion 53A substantially in parallel with an axial direction of the second deflection shaft 11. slightly diagonally downwards towards the left side wall 5 A of the transmission casing 5.

Further, as shown in Figure 1, Figure 2, Figure 3, or Figure 6, the oil passage portion 53 further includes a downstream oil passage portion 53C. The downstream oil passage portion 53C extends forwardly from a downstream end 53b (see FIG. 2) of the intermediate oil passage portion 53B, intersecting the axial directions of the second countershaft 11, substantially at right angles to a plan view, declining downwards (see Figure 3).

As shown in FIG. 3, the oil outlet portion 54 includes a combination of a first, forward-opening oil outlet portion 54A and a second oil outlet portion 54B. opening to the left.

As shown in Fig. 6, the first oil outlet portion 54A protrudes forwardly from the downstream downstream oil passage portion 53C to vertically oppose the second notch 37A provided at the side shaft inlet shaft portion 12B.

As shown in FIG. 6, the second oil outlet portion 54B protrudes to the left from the downstream downstream oil passage portion 53C to vertically oppose the fourth notch 37A provided in FIG. level of the bearing portion of the second lateral shaft return shaft 14B.

It should be noted that the downstream oil passage portion 53C is disposed as necessary to connect the downstream end 53b of the intermediate oil passage portion 53B with the upstream ends of the first output portion of 54A oil and the second oil outlet portion 54B.

As shown in Figure 4 or Figure 5, the oil passage portion 53 has a relationship established between the upstream oil passage portion 53A and the intermediate oil passage portion 53B, such that a first angle of inclination Θ1 (see FIG. 5) formed by the upstream oil passage portion 53A with a reference horizontal plane (extending longitudinally with respect to the vehicle and transversely to the vehicle) El (as a horizontal plane having a horizontal axis) of the shift gear 2 is greater than a second inclination angle Θ2 (see FIG. 4) formed by the intermediate oil passage portion 53B with the horizontal reference plane El gear shift gear 2.

As shown in FIG. 7, the first countershaft 10 has a ring-shaped washer 71 mounted in an axial gap between the idler gear 10B for the gear train of 2 "speed and the gear of referral lO for the gear train of 3® "" ® speed provided thereon, and coupling holes 10m formed through the tubular wall of the first countershaft 10, at the upper and lower locations of this one corresponding to the washer 71.

The washer 71 has non-illustrated projections projecting radially inwards at an inner periphery thereof, the projections respectively mating respectively in a corresponding hole of the coupling holes 10m. In doing so, the washer 71 is attached to the first countershaft 10, and is unable to move in axial or circumferential directions thereof.

The washer 71 is abutted at a right side thereof on an axially left side of the idler gear lOB for the gear train of 2 "speed, and at a left side of the latter on an axially straight side of the idler gear lOC for the speed gear train, in doing so, the washer 71 is adapted to limit the axial movements of the idler gear lOB. for the speed gear train and the idler gear lOC for the 3 speed gear train.

Furthermore, the washer 71 is adapted to present determined gaps in axial directions of the first countershaft 10, if necessary, between the idler gear 10B for the gear train of 2 "speed and the LOC gearing gear for the 3® "" speed gear train, thus preventing undue interference between the gearing gear lOB for the gear train of 2® "® gear and the gearing gear lOC for the gear train of 3® "® gear.

As shown in FIG. 7, the second countershaft 11 has a spacer 72 as a distance piece mounted in an axial space between the idler gear 11B for the 5 "speed gear train and the drive sleeve. hub 22A provided thereon. As a result, the idler gear 11B for the speed gear train is axially adjacent to the reverse gear 11A, with the spacer 72 and the hub sleeve 22A interposed therebetween.

As shown in Fig. 7, the second countershaft 11 has a circlip 73 as a resilient ring mounted in axial spacing between the reverse gear IIA and the idler gear IIB for the gear train. 5 ~ "speed provided thereon, and coupling holes 11m formed through the tubular wall of the second countershaft 11, at upper and lower locations thereon corresponding to circlip 73.

The circlip 73 has radially projecting non-illustrated projections formed at an inner periphery thereof, the projections each mating respectively in a corresponding hole of the coupling holes 11m. In doing so, the circlip 73 is attached to the second countershaft 11, and is unable to move in the axial or circumferential directions thereof.

The circlip 73 is abutted at a left side thereof on an axially straight side of the idler gear IIB for the 5 "speed gear train, and at one side. the right of the latter on an axially left side of the spacer 72. In doing so, the circlip 73 is adapted to limit the axial movements of the idler gear IIB for the speed gear train, and cooperate with the spacer 72, to limit the axial movements of the reverse gear 11 A.

Furthermore, the circlip 73 cooperates with the spacer 72, to have a determined spacing in the axial directions of the second countershaft 11, if necessary, between the reverse gear IIA and the gearing gear IIB for the train speed gear, thereby preventing undue interference between the reverse gear IIA and the gear gear 1IB for the gear gear.

As can be seen from the foregoing, according to the first embodiment of the present invention (see FIG. 7), there is provided a gearshift gear (2) for vehicles comprising a gear case of change. gearbox (3) comprising a partition (4A) opposite to an internal combustion engine (1), a sidewall (5A) opposite the partition (4A), and a lower portion thereof configured to have flow streams (4A); oil (O) accumulated therein, an input shaft (9) housed in the shift gear case (3), and configured for a motive power of the internal combustion engine (1) it is transmitted to it, the input shaft (9) having an axially extending oil passage (9L), an input gear assembly (9A, 9B, 9C, 9D, 9E) provided on the input shaft (9), the input gear assembly (9A, 9B, 9C, 9D, 9E) including a first subassembly (9A, 9B) of it for a low speed gear train assembly, and a second subassembly (9C, 9D, 9E) thereof for a high speed gear train assembly having a lower gear ratio ratio range. the low speed gear assembly, a set of countershafts (10, 11) housed in the gear shift gear housing (3), and provided with an axial oil passage assembly ( lOL, IIL), a combination of a set of idler gears (10A, 10B, 10C, 11D, 11A, 11B, IIC) and a final drive gear assembly (10F, 11F) provided on the the return gear assembly (10A, 10B, 10C, 11A, 11B, 11C, IIC) including a first subassembly (10A, 10B, 11A) for low speed gear train assembly engaged with the first subassembly (9A, 9B) of the input gear assembly (9A, 9B, 9C, 9D, 9E), and a second subassembly ( lOC, lOD, IIB, IIC) for the high speed gear train assembly engaged with the second subassembly (9C, 9D, 9E) of the input gear assembly (9A, 9B, 9C, 9D, 9E), a the bulkhead side shaft bearing assembly (13A, 14A) provided at the bulkhead (4A), and configured to support an axial end assembly (10a, 11a) of the idler shaft assembly (10a, 11a); , 11) so that it can rotate, a side wall return shaft bearing portion assembly (13B, 14B) provided at the side wall (5A), and configured to support an axial end assembly opposing (10b, 11b) of the return shaft assembly (10, 11) so that it can rotate, a differential device (8) configured to transmit motor power to the left and right wheels (42L, 42R), and provided with a final drive gear (31) housed in the shift gear case (3), engaged with the gear assembly final drive (10F, 1IF), and dipped at a bottom portion (31a) thereof into oil (O), and a grease gutter (51) configured to admit flows of oil (O) scraped by rotation of the final driven gear (31), wherein the first subassembly (9A, 9B) of the input gear assembly (9A, 9B, 9C, 9D 9E) and the first subassembly (10A, 10B, 11A) of the return gear assembly (10A, 10B, 10C, 11D, 11A, 1IB, 1IC) are arranged to be closer of the partition (4A), than of the side wall (5A), the second subassembly (9C, 9D, 9E) of the input gear assembly (9A, 9B, 9C, 9D, 9E) and the second subassembly (IOC, IOD, IIB, IIC) of the return gear assembly (10A, 10B, 10C, 11D, 11A, IIB, IIC) are arranged to be closer to the wall lateral (5A) than the partition (4A), the partition (4A) comprises a groove assembly greasing conca ve (36A, 36B) formed in a wall face (4d) thereof opposite to the side wall (5A), the concave lubricating groove assembly (36A, 36B) extending from a face-side region of wall (4e) of the wall face (4d) facing the final driven gear (31), approaching the bulkhead return shaft bearing portion assembly (13A, 14A) to communicate with the assembly axial oil passage (lOL, 1 IL) of the return shaft assembly (10, 11), the lubricating trough (51) comprises an oil inlet portion (52) configured to feed oil (O), an oil passage portion (53) connected to the oil inlet portion (52), and an oil outlet portion (54) connected to the oil passage portion ( 53), the oil inlet portion (52) extends along the wall face (4d) of the partition (4A) within a higher level range than the groove assembly. concave greasing (36A, 36B), and pos sits an open end (52a) thereof opening toward the final driven gear (31), the oil passage portion (53) extends from the oil inlet portion (52), to the opposite axial end assembly (10b, 11b) of the return shaft assembly (10, 11), within a higher level range than the return shaft assembly (10, 11). ), and the oil outlet portion (54) is configured to have oil flows (O) conducted from the oil inlet portion (52) to the oil passage portion (53), and supplied to the entire side shaft return shaft bearing portion (13B, 14B).

According to one embodiment of the present invention, the gear shift gear (2) for vehicles is adapted to supply oil (O) between the return gears (10A, 10B, 10C, 11D, 11A , 11 B, IIC) and the countershafts (10, 11) to be lubricated at a vehicle traveling speed, allowing accumulation of a reduced amount of oil (O) in the gear case. speed (3).

We will now describe the operations and performance common to the gear shifting gears for vehicles according to the first embodiment of the present invention.

Figures 1 to 6 each show the direction of a forward rotation at the final driven gear 31 as the vehicle advances as a counterclockwise rotation R1. It should be noted that in FIG. 6 the direction RI is illustrated as a clockwise direction. A direction of rotation at the final driven gear 31 as the vehicle moves backward, i.e., the direction of a rearward rotation is shown as a clockwise rotation R2. It should be noted that in Figure 6 the direction R2 is illustrated as a counterclockwise direction.

When any gear train is established, among the four gear trains of the first speed to the fourth gear, the gearshift gear 2 has a corresponding gearing gear coupled. with the first countershaft 10, among the four return gearing gears 10A for the gear train of 1® * ® gear to the gearing gear lOD for the gearbox of 4® " "Speed prescribed on the first countershaft 10.

When the speed gear train or the 6® speed gear train is established, the gearshift gear 2 has a corresponding gear gear coupled to the second countershaft 11 between the gear gear 1IB for the speed gear train and the gear gear IIC for the gear train of 6® "speed provided on the second countershaft 11.

For example, when the gear train of speed is established, having the idler gear 10A for the speed gear train coupled with the first countershaft 10, a motive power can be provided. be transmitted from the input gear 9A for the gear train of 1® * ® gear, through the return gear 10A for the gear train of 1® * ® gear, to the first shaft of reference 10.

A driving power can be transmitted from the input gear 9A for the gear train of the speed gear to the idler gear 10A for the gear train of 1 "speed, accompanied by a state of the input gear 9A for the gear train of force speed forced on the idler gear 10A for the gear train of 1 "speed, thereby causing strong interferences between an inner circumference of the idler gear 10A for the gear 1 de "speed gear and an outer circumference of the first countershaft 10, involving concentrated stresses at the inner circumference of the gear 10A for the gear train of 1® * ® speed and the outer circumference of the first countershaft 10.

It is therefore necessary to supply oil between the inner circumference of the idler gear 10A for the first gear gear and the outer circumference of the first countershaft 10. to prevent the stress concentrations at the first gear. the internal circumference of the idler gear 10A for the gear train of 1® * ® speed and at the outer circumference of the first countershaft 10. On the other hand, when the vehicle is moving forward, the Final driven gear 31 is rotated forward, operating to scrape oil flows.

When the vehicle is traveling at a low speed, the final driven gear 31 has a lower revolutions number than the number of revolutions when the vehicle is traveling at high speeds. In doing so, a reduced amount of oil O (illustrated in FIG. 3 by two dot dotted lines representing a surface level) can be scraped by rotating the final driven gear 31 into a housing cavity. transmission 5, accompanying oil flows ο having increased tendencies to move in spatial regions (above the surface level) spaced downward from a ceiling 5B (see Figure 5 and Figure 6) as a upper part of transmission housing cavity 5.

In contrast, when the vehicle is traveling at a high speed, the final driven gear 31 has a greater number of revolutions than the number of revolutions when the vehicle is traveling at low speeds. By proceeding in this way, an increased amount of oil O can be scraped by rotating the final driven gear 31 in the transmission housing cavity 5, accompanying oil flows O having increased tendency to move along. (Specifically, through nearer spatial regions) of the ceiling 5B of the transmission case 5.

When the vehicle is moving at a low speed, as shown in Figure 5, oil flows 01 and 02 (illustrated by lower and upper discontinuous lines representing their currents) can be scraped by rotation of the final driven gear 31 , and conducted through regions spaced downwardly relative to the ceiling 5B of the transmission housing 5.

Such oil flows 01 and 02 are passed through the first concave lubricating groove 36A and the second concave lubricating groove 36B, respectively, and introduced mainly into the bearing portion of the first bulkhead return shaft 13A and the portion of the second return shaft 14A, respectively, a minor portion thereof being introduced into the gutter 51. That is, such oil flows 01 and 02 are introduced into the bearing portion of first deflection shaft 13A side wall and the bearing portion of the second return shaft partition side 14A, with the priorities given.

When the vehicle is traveling at a slow speed, the LO gear for the 1 * speed gear train or the LO gear for the 2 speed gear train is coupled with the first countershaft 10.

When the vehicle is traveling at a low speed, oil streams 01 can be introduced into the bearing portion of the first bulkhead return shaft 13A, and then introduced into the axial oil passage 1OL in the first countershaft 10. to flow inwardly in an axial direction from the first countershaft 10 to the side wall side 5A.

Oil flows 01 may flow into the axial oil passage 1OL, and be driven by centrifugal forces due to the rotation of the first countershaft 10, to the radial oil passages 1OR communicating with the passage of oil. axial oil lOL, to be supplied to the spaces between the first countershaft 10, and the idler gear 10A for the 1-speed gear train or the idler gear 10B for the gear train speed, depending on which is coupled to the first countershaft 10.

In doing so, oil streams 01 may serve as a lubricant between the first countershaft 10 and the idler gear 10A for the gear train of 1 "speed, or between the first gear shaft. Referral 10 and the idler gear 10B for the gear train of 2 "speed.

As a result, the stress concentrations can be prevented between the first countershaft 10 and the idler gear 10A for the speed gear 1, or between the first countershaft 10 and the gear. The idler gear 10A for the gear train of the speed is arranged to be closer to the partition 4A than the In this way, when the speed gear train is established, oil flows 01 can be supplied to the spindles. between the first countershaft 10 and the idler gear 10A for the gear train of 1 "speed, with a given priority with respect to the spaces between the first countershaft 10 and the idler gear 10B for the gear train of 2 ^ "® speed.

When the vehicle is reversing at a low speed, the gearshift gear 2 can often be actuated to switch from the reverse gear train to the gear train or to the 2 speed gear train, and In this respect, the reverse gear IIA for the reverse gear train is disposed at the bulkhead side 4A of the second countershaft 11. As a result, for the lubrication of the gearbox 11 A reverse, here used oil flows 02 introduced into the bearing portion of the second partition-side return shaft 14A, when the speed train or the train of 2® "speed is established.

Oil streams 02 can be introduced into the second return shaft bearing portion 14A, and then introduced into the axial oil passage IIL in the second return shaft 11, to flow inside. in an axial direction of the second countershaft 11, to the side wall side 5 A.

When the reverse gear train is established, oil streams 02 may flow into the axial oil passage IIL, and be driven by centrifugal forces due to rotation of the second countershaft 11 to the IIR radial oil passages communicating with the axial oil passage IIL, to be supplied therefrom to the spaces between the second countershaft 11 and the reverse gear 1A coupled to the second countershaft 11. The reverse gear 11A is arranged to be closer to the partition 4A than the gear gear 1IB for the gear gear and the gear gear 1IC for the gear train of speed. In doing so, when the reverse gear train is established, oil streams 02 may be supplied to the spaces between the second countershaft 11 and the reverse gear 11A, with a given priority. relative to the gaps between the second countershaft 11 and the idler gear 1IB for the speed gear train and at the spaces between the second countershaft 11 and the idler gear 1IC for the gear train of 6® "" ® speed.

In doing so, oil streams 02 can serve as a lubricant between the second countershaft 11 and the reverse gear 11 A. As a result, the stress concentrations can be prevented between the second countershaft 11 and the reverse gear 11 A.

When the vehicle is traveling at a high speed, the idler gear lOC for the 3-speed gear train or the idler gear lOD for the 4-speed gear train is coupled with the first idler shaft 10, or the idler gear 11B for the 5® speed gear train or the idler gear IIC for the 6 speed gear train is coupled with the second shaft of referral 11.

When the vehicle is traveling at a high speed, as shown in FIG. 5, oil streams 03 may be scraped by rotation of the final driven gear 31 in the transmission housing cavity 5, and ducts (as illustrated by FIGS. continuous lines representing the currents), along the ceiling 5B of the transmission case 5.

Such oil streams 03 are for the most part introduced through the oil inlet portion 52 of the lubricating trough 51 into the upstream oil passage portion 53A of the oil passage portion 53 Oil streams 03 may be introduced into the upstream oil passage portion 53A, and passed through the intermediate passage portion 53B of the oil passage portion 53, to the downstream passage portion 53C of the oil passage portion 53, to be introduced therefrom into the first oil outlet portion 54A and the second oil outlet portion 54B of the oil outlet portion 54.

As shown in FIG. 6, oil streams 03 can be introduced into the first oil outlet portion 54A of the oil outlet portion 54, and exit as oil flow 04 from the first oil outlet portion 54A to the second notch 37A for insertion into the side wall inlet shaft bearing portion 12B.

Oil streams 04 may be introduced into the side wall inlet shaft bearing portion 12B, and introduced therefrom into the axial oil passage 9L in the input shaft 9, to flow in an axial direction from the input shaft 9 to the partition side 4A.

Oil flows 04 can flow into the axial oil passage 9L, and be driven by the centrifugal forces due to the rotation of the input shaft 9 in the radial oil passages 9R communicating with the passage 9L, to be provided to the spaces between the input shaft 9 and the input gear 9C for the gear train of 3® "speed, to the spaces between the input shaft 9 and the 9D input gear for the 5® "speed gear, and the spaces between the input shaft 9 and the 9E input gear for 4®" ® gear sets speed and speed.

By proceeding in this manner, oil streams 04 may serve as a lubricant for the fluted portions having the fluted teeth between the input shaft 9 and the input gear 9C for the 3 "gear train. Speed, the splined teeth between the input shaft 9 and the input gear 9D for the gear train of 5 "speed, and the spline teeth between the input shaft 9 and the 9E input gear for 4® "® gear and speed gear trains.

The side shaft side shaft bearing portion 12B communicates with the first side shaft return shaft bearing portion 13B, through the communication groove 38. In doing so, oil streams 04 may be introduced into the side shaft inlet shaft bearing portion 12B, and as shown in FIG. 6, emerging as oil flow 05 from the fifth notch 37D, through the communication groove 38, to the third notch 37B, to be introduced from the notch 37B into the bearing portion of the first side wall return shaft 13B.

Oil streams 05 may be introduced into the first side-wall return shaft bearing portion 13B, and then introduced into the axial oil passage 1OL in the first countershaft 10, to flow in one direction. axial axis of the first deflection shaft 10, towards the partition side 4A.

Oil streams can flow into the axial oil passage 1OL, and be driven by the centrifugal forces due to the rotation of the first countershaft 10, in the radial oil passages 1OR communicating with the air passage. oil lOL, to be supplied therefrom to the spaces between the first countershaft 10, and the idler gear lOC for the gear train of 3® "" speed or the idler gear lOD for the gearbox of 4® "speed, according to that which is coupled with the first countershaft 10.

By proceeding in this way, oil streams can be used as a lubricant between the first countershaft and the idler gear for the 3-speed gear train, or between the first countershaft. 10 and the idler gear lOD for the 4 "speed gear train.

As a result, stress concentrations between the first countershaft 10 and the idler gear lOC for the gear train of 3 "speed, or between the first countershaft 10 and the idler gear lOD for 4® "gear gears can be prevented. The idler gear lOD for the 4 "speed gear train is arranged to be closer to the sidewall 5A than the idler gear lOC for the gear train of 3" speed. . In doing so, when the speed gear train is established, oil flows can be supplied to the spaces between the first countershaft and the idler gear for the gear train. 4 speed gears, with a given priority with respect to the gaps between the first countershaft 10 and the idler gear lOC for the gear train of 3 "speed.

In addition, oil streams 01 may be introduced from the first partition-side return shaft bearing portion 13A into the axial oil passage lOL, and provided therefrom to the spaces between the first countershaft 10 and the idler gear lOC for the gear train of 3 "" speed, with a given priority with respect to the spaces between the first countershaft 10 and the idler gear lOD for the gear train of 4® "" ® speed. On the other hand, oil streams 03 may be introduced into the second oil outlet portion 54B of the oil outlet portion 54, and as shown in Figure 6, exit as a flow of oil. oil 06 from the second oil outlet portion 54B, to the fourth notch 37C, to be introduced therefrom into the second side shaft return shaft bearing portion 14B.

Oil streams 06 may be introduced into the second side-side return shaft bearing portion 14B, and then introduced into the axial oil passage 11L in the second return shaft 11, to flow into a axial direction of the second countershaft 11, towards the partition side 4A.

Oil flows 06 may flow into the axial oil passage IIL and be driven by centrifugal forces due to the rotation of the second countershaft 11, to radial oil passages IIR communicating with the passage of oil 1 IL, to be supplied therefrom to the spaces between the second countershaft 11, and the gear IIB for the gear train S® * "speed or the gear gear IIC for the gear train of 6 "speed, according to that which is coupled to the second countershaft 11.

In doing so, oil streams 06 may serve as a lubricant between the second countershaft 11 and the idler gear IIB for the 5® speed gear train, or between the second countershaft. 11 and the IIC gearing gear for the 6® "speed gear.

As a result, the stress concentrations between the second countershaft 11 and the return gear 1IB for the speed gear train, or between the second countershaft 11 and the countershaft gear IIC for the 6® "" ® speed gear train can be prevented. The idler gear IIC for the speed gear train is arranged to be closer to the sidewall 5A than the idler gear 11B for the 5 "" gear set. ® speed. In doing so, when the gear train of 6 "" speed is established, oil flows 06 can flow into the passage 1 IL, and be provided from it to the spaces between the second countershaft 11 and the return gear IIC for the gear train of 6 "speed, with a given priority relating to the spaces between the second countershaft 11 and the return gear 1IB for the train speed gears.

In addition, oil streams O2 may be introduced from the bearing portion of the second partition-side deflection shaft 14A into the axial oil passage IIL of the second countershaft 11, and supplied therefrom to the spaces. between the second countershaft 11 and the gear gear IIB for the gear gear, with a given priority with respect to the spaces between the second countershaft 11 and the gearing gear 1IC for the gear train. speed gears.

That being the case, according to embodiments herein, the gearshift gear 2 presents the low speed gear train assembly (involving the input gear 9A for the gear train of the gearbox). speed, the input gear 9B for the speed gear train, the return gear 10A for the gear train of 1 "speed, the gearing gear 10B for the a gear train of 2 ^ "® speed, and the reverse gear IIA for the gear reverse gear train) arranged to be closer to the partition 4A than the side wall 5 A. The gear 2 presents the high speed gear assembly (involving the 9C input gear for the gear gear, the 9D input gear for the gear gear, the input gear 9E for the 4® "" ® gear and 6® "® gear train the idle gear, the id gear for the 3 speed gear train, the id gear for the 4 speed gear train, the idler gear for the gear train of 5® "" speed, and the gearing gear IIC for the 6® "speed gear train) arranged to be closer to the side wall 5A than the partition 4A.

In addition, the transmission housing 5 has the first concave grease groove 36A and the second concave grease groove 36B formed in the wall face 4d of the partition 4A opposite the side wall 5A thereof. The first concave grease groove 36A and the second concave grease groove 36B extend from the wall face side region 4e of the wall face 4d facing the final driven gear 31, approaching the bearing portion of the housing. first partition side return shaft 13A and the second partition side return shaft bearing portion 14A, to communicate with the axial oil passage lOL of the first countershaft 10 and the axial oil passage IIL of the second countershaft 11, respectively.

On the other hand, according to embodiments herein, in the gearshift gear 2, the gutter 51 is formed having the oil inlet portion 52, the oil passage portion 53 and the oil outlet portion 54. The oil inlet portion 52 extends along the wall face 4d of the partition 4A within a higher level range than the first lubrication groove. concave 36A and the second concave lubrication groove 36B, and has an open end 52a opening towards the final driven gear 31.

The oil passage portion 53 extends from the oil inlet portion 52 toward the opposite axial end 11b of the second countershaft 11 within a higher level range than the second countershaft 11.

The oil outlet portion 54 is constructed such that oil streams 03 are conducted from the oil inlet portion 52 to the oil passage portion 53, and supplied therefrom to the first side shaft return shaft bearing portion 13B and the second side shaft side shaft return bearing portion 14B.

According to embodiments herein, the gearshift gear 2 having such a configuration is adapted so that oil flows 01 and 05 or 02 and 06 are positively supplied to a first set of spaces between the first shaft. 10 and the four return gears 10A, 10B, 10C, and 11D, the four gear trains being the gear trains of 1® * speed and 4® "" speed, as provided for in FIG. first countershaft 10, and a second set of spaces between the second countershaft 11 and the idler gear IIB for the gear train of 5® "speed and the gearing gear IIC for the gear train. The first and second sets of spaces may be supplied with oil, if necessary, for lubrication to be ensured in accordance with the speed of rotation. vehicle vehicle or the number of revolutions eng final driven rebar 31, regardless of whether the vehicle is traveling at a low speed or at a high speed.

It is therefore possible to reduce the amount of oil O accumulated in the transmission case 5, thus lowering the surface level of the oil O immersing the final driven gear 31. As a result, the gear change gear Speed 2 is adapted to have reduced resistance to agitation of the final driven gear 31, thus allowing reduced oil build-up to lighten the gearshift gear 2.

Further, according to embodiments herein, the gearshift gear 2 includes the first countershaft 10 disposed within a lower range of levels than the input shaft 9, and the second countershaft 11 disposed within a range of levels higher than the first countershaft 10.

The first countershaft 10 is provided with return gears for the low speed gear train assembly, involving the idler gear 10A for the gear train of 1 "speed, and the gearing gear 1B gearbox for the gearbox of the speed gearbox 2. The second countershaft 11 is provided with return gears for the high speed gear train assembly, involving the idler gear IIB for the gear train. speed gears, and the idler gear links for the 6® "speed gear train, which is a gear train of the highest gear that has a gearshift ratio the lowest among the associated gear trains.

At the first countershaft 10, the idler gear 10A for the gear train of the speed is arranged to be axially closer to the partition 4A than the idler gear 10B for the gear train of 2® "" ® speed. At the second countershaft 11, the return gear IIC for the gear train of 6 "speed is arranged to be axially closest to the side wall A, among the gearing gears involved. .

By proceeding in this way, even when the vehicle is traveling at a low speed, accompanying a reduced amount of oil scraped by rotation of the final driven gear 31, oil flows 01 can be introduced into the oil passage. axial lOL through the axial end 10a in question of the first countershaft 10 which is disposed within a level range lower than the second countershaft 11.

As a result, oil streams 01 can be supplied through the axial oil passage 1OL for lubricating the idler gear 10A for the speed gear train and gear. 1B gearbox for the gearbox of 2 "speed, allowing a fast and successful oil supply.

In addition, when the vehicle is traveling at a high speed, the oil flows 03 can be scraped by the final driven gear 31, and driven along the ceiling 5B of the transmission casing 5, to be collected with success at the level of the gutter 51.

By proceeding in this way, oil streams 06 can be introduced into the axial oil passage IIL, through the opposite axial end 11b of the second countershaft 11 which is disposed within a range of levels higher than the first countershaft 10.

As a result, oil streams 06 may be supplied through the axial oil passage IIL for lubricating the idler gear IIC for the gear train of 6 "speed, allowing a fast oil feed and successful.

Furthermore, the gearshift gear 2 has a set of countershafts (10, 11) consisting of two countershafts being the first countershaft 10 and the second countershaft 11. This configuration allows Lubrication channel 51 has a shortened length thereof in a direction parallel to the axes of the first countershaft 10 and the second countershaft 11, allowing a simplified configuration of the lubricating groove 51, as well as shortened lengths of the axial oil passages lOL and IIL.

By proceeding in this way, oil streams 03 can be collected by the lubricating trough 51, and quickly supplied to the idler gear IIC for the 6 "speed gear train.

In addition, according to embodiments herein, the shift gear 2 has a third subassembly (10A, 10B, 10C, 10D) of a set of idler gears , 11A, IIB, IIC) provided on the first countershaft 10, the third subassembly (10A, 10B, 10C, 10D) involving constituent elements thereof arranged to be identified in the order of the LOA gearbox for the gearbox gear, the gearbox gearbox for the gearbox gear, the gearbox gearbox for the gearbox gearbox. 3 '' speed, and the idler gear lOD for the 4 '' speed gear train, with an identification point moving from the partition 4A to the side wall 5A, in an axial direction of the first return shaft 10.

In addition, the shift gear 2 has a fourth subassembly (11A, 11B, IIC) of the return gear assembly (10A, 10B, 10C, 11D, 11A, 11B, IIC). provided on the second countershaft 11, the fourth subassembly (11A, 11B, IIC) involving constituent elements thereof arranged to be identified in the order of the reverse gear IIA for the gearing reverse gear train, the gear gear IIB for the speed gear train, and the gear gear 1IC for the gear gear gear, when an identification point moves from the partition 4A to the side wall 5 A, in an axial direction of the second countershaft 11.

In the fourth subassembly (11A, IIB, IIC), the idler gear IIB for the gear train of 5 "speed and the gear gear IIC for the gear train of 6 The speed is arranged to be closer to the side wall 5A, than an axially central portion C of the second countershaft 11, and the reverse gear IIA for the reverse gear train is arranged to be closer to the partition 4A than the axially central portion C of the second countershaft 11.

By proceeding in this way, when the vehicle moves at a low speed, oil flows 01 can be scraped by rotation of the final driven gear 31, and driven from the first concave lubricating groove 36A, through the portion of the first return shaft 13A to the axial oil passage lOL in the first countershaft 10, thus allowing a quick feed for lubricating the oil passage lOL to the return gear 10A for the 1® * ® gear train and the idler gear lOB for the 2® "" ® gear train.

In addition, when the vehicle is traveling at a high speed, oil flows 03 can be scraped by rotation of the final driven gear 31, and driven from the lubricating groove 51, as a flow of oil 06 to through the bearing portion of the second side-wall return shaft 14B, to the axial oil passage 1 IL in the second countershaft 11, thereby allowing a quick feed for lubricating the oil passage IIL to the gearing gear. referral IIB for the 5® speed gear train and the 1IC gearing gear for the 6® speed gear.

On the other hand, when the vehicle is reversing, gearshift operations may take place between the gear trains of the speed and the speed gear and the gear train of reverse gear, for oil flows 02 are passed through the bearing portion of the second bulkhead return shaft 14A to the axial oil passage IIL in the second countershaft 11 and accumulated therein to be available when reversing, allowing a fast and successful feed for lubricating the 11 A reverse gear.

In addition, according to embodiments herein, the gearshift gear 2 has the wall face 4d of the partition 4A having: the first deflection shaft-side bearing portion 13A for supporting the axial end 10a the first countershaft 10 so that it can rotate; the second partition-side return shaft bearing portion 14A for supporting the axial end 11a of the second countershaft 11 so that it can rotate; and the bulkhead-side inlet shaft bearing portion 12A for supporting the axial end 9a of the input shaft 9 so that it can rotate.

According to embodiments herein, the gearshift gear 2 has a set of concave lubrication grooves (36A, 36B) involving "the first concave grease groove 36A extending from the wall face side region 4e of the wall face 4 facing the final driven gear 31, approaching the bearing portion of the first bulkhead return shaft 13A, to communicate with the axial oil passage 1OL in the first countershaft 10 ", and" the second concave grease groove 36B extending from the wall face side region 4e of the wall face 4 facing the final driven gear 31, approaching the bearing portion of the second bulkhead return shaft 14A, to communicate with the axial oil passage 1 IL in the second return shaft 11 ".

The first concave grease groove 36A is formed within a lower level range than the second concave grease groove 36B, to pass below the bearing portion of the second bulkhead return shaft 14A.

By proceeding in this way, when the vehicle moves at low speed, even if the amount of oil O scraped by rotation of the final driven gear 31 is insufficient, oil flows 01 and 02 can be introduced effectively from the first concave grease groove 36A and the second concave grease groove 36B through the first partition-side return shaft bearing portion 13A and the second partition-side return shaft bearing portion 14A toward the oil passage axial lOL in the first countershaft 10 and the axial oil passage IIL in the second countershaft 11, respectively.

As a result, oil streams 01 and 02 can be successfully supplied for lubrication to the first subassembly (10A, 10B, 11A) of the return gear assembly (10A, 10B, 10C, 11D, 11A). , IIB, IIC) which involves the reverse gear gear IIA for the reverse gear train, the reverse gear gear 10A for the gear train of the gear, and the gear gear 1B for the gear train of 2® "speed, each serving for the low speed gear train assembly.

Further, according to embodiments herein, in the gearshift gear 2, the grease gutter 51 has the oil passage portion 53 having the upstream diagonally extending oil passage portion 53A. upwards from the oil inlet portion 52.

Further, at the level of the gutter 51, the oil passage portion 53 has the intermediate passage portion 53B extending diagonally downwardly from the downstream end 53a of the oil passage portion. upstream 53 A, along an outer side of the second countershaft 11, to the side wall 5 A of the transmission casing 5.

On the other hand, at the level of the gutter 51, the oil passage portion 53 has the downstream oil passage portion 53C extending downwardly from the downstream end 53b of the intermediate passage portion. 53B, to join the oil outlet portion 54.

Further, according to embodiments herein, in a side view of the gear shift gear 2, the first inclination angle Θ1 (which forms the upstream oil passage portion 53A with respect to the plane horizontal reference E1 of the shift gear 2) is defined as greater than the second tilt angle Θ2 (formed by the intermediate oil passage portion 53B with respect to the horizontal reference plane E1 of the gear shift gear 2).

By proceeding in this way, when the vehicle is traveling at a low speed, oil flows 03 can be introduced, through the oil inlet portion 52 of the lubricating groove 51, to the passage portion of the engine. oil upstream 53A, and returned therefrom to the end of the final driven gear 31, along an inclined surface of the upstream oil passage portion 53A which has the angle d tilt Θ1 the largest.

As a result, when the vehicle is traveling at a low speed, the oil streams 03 may have reduced tendencies to flow through the lubricating trough 51 to the first side-wall return shaft bearing portion 13B and the bearing part of the second lateral shaft return shaft 14B.

Accordingly, when the vehicle is traveling at a low speed, oil flows 01 and 02 may be introduced into the first return shaft bearing portion 13A and the bearing portion of the second bulkhead return shaft. 14A, according to the given priorities, respectively, allowing most of the oil flows 01 and 02 to be supplied to the idler gear 10A for the 1st gear gear, the idler gear lOB for the 2nd gear gear train, and the reverse gear gear IIA for the reverse gear train train which constitute the first subassembly (10A, 10A, 11A) of the gear assembly (AO, 10, 10, 11, 11A, 11B, IIC).

In addition, according to embodiments herein, the gearshift gear 2 has the sidewall 5A of the transmission housing 5 including: the first side-side deflection shaft bearing portion 13B for supporting the axial end opposite 10b of the first countershaft 10 so that it can rotate; the second side-side side shaft return bearing portion 14B for supporting the opposite axial end 1 Ib of the second countershaft 11 so that it can rotate; and the side wall inlet shaft bearing portion 12B for supporting the opposite axial end 9b of the input shaft 9 so that it can rotate.

The gutter 51 has the oil outlet portion 54 having the first oil outlet portion 54A opening toward the side wall inlet shaft bearing portion 12B, and the second outlet portion of 54B oil opening to the bearing portion of the second lateral shaft side return shaft 14B. In addition, the side wall 5 A has the communication groove 38 formed therein for communicating the side shaft side inlet shaft bearing portion 12B with the first side shaft side return shaft bearing portion 13B .

By proceeding in this way, in the gearshift gear 2 which has the return shaft assembly (10, 11) composed of the two countershafts being the first countershaft 10 and the second countershaft 11, the The groove 51 may be of simplified configuration so that the oil flows 05 and 06 are introduced from the first side shaft return shaft bearing portion 13B and the second side shaft return shaft portion 14B to the axial oil passage lOL in the first countershaft 10 and the axial oil passage 1 IL in the second countershaft 11, respectively.

According to embodiments herein, the gearshift gear 2 has the first countershaft 10 provided with the four return gears 10A, 10B, 10C, and 10D for the low gear gear trains being the gear trains. from the 1 ® ® ® speed to the 4 ® ® speed. However, the first countershaft 10 may have at least the idler gear 10A for the gear train of the speed provided thereon.

Further, according to embodiments herein, the second countershaft 11 is provided with the reverse gear 11A, the gear 1IB for the gear train of 5 "speed, and the 1IC spur gear for the 6® speed gear. However, the second countershaft 11 may be provided with at least the combination of the reverse gear IIA and the idler gear 1IC for the gear train of 6 "speed.

In addition, according to embodiments herein, the gearshift gear 2 has the gear gear IIC for the gear train of 6 "speed as a gear gear for a gear train. gears of the highest speed. However, the shift gear 2 may have one or more return gears added thereto for one or more high speed gear trains greater than the speed of 6, to select a gear. referral for the highest gear train in the gear rank, as a return gear for a gear train of the highest speed.

Further, as illustrated in Figure 8 or Figure 9, at the oil passage portion 53, the upstream oil passage portion 53A may be provided with a branching passage portion 53D ( see Figure 8). In Fig. 8, the lubricating trough 51 has the branch branch portion 53D branched from the upstream oil passage portion 53A, to extend therefrom to the second concave lubricating groove 36B, declining diagonally downward.

In such a configuration, when the vehicle is traveling at a low speed, oil streams 03 may be introduced from the oil inlet portion 52 into the upstream oil passage portion 53A, and returned from a portion along an inclined surface of the upstream oil passage portion 53A to the oil inlet portion 52, and secondly, as oil flows 07 shown in FIG. and Figure 8, along an inclined surface of the branching passage portion 53D, to the second concave lubricating groove 36B.

In doing so, when the vehicle is traveling at a low speed, oil streams 07 can be returned along the inclined surface of the branching passage portion 53D, and routed through the second oil passage. 36B, to the bearing portion of the second bulkhead return shaft 14B, thereby allowing most of the oil streams 02 to be supplied for lubrication to the reverse gear 11 A. (Second Embodiment)

Figure 10 co-operates with Figures 1 to 9 to illustrate gear shift gears for vehicles according to the second embodiment of the present invention.

We will now describe a gear shift gears configuration for vehicles according to the second embodiment of the present invention. The second embodiment has elements or members identical to those of the first embodiment, which are designated by reference numbers identical to those of the first embodiment, thereby omitting a redundant description.

As shown in FIG. 10, according to the present embodiment, a gearshift gear 2 has a set of deflection shafts (10, 11) composed of a first countershaft 10 and a second countershaft. reference 11.

The first countershaft 10 has a pair of left and right axial oil passages lOL and lOL separated from each other by a partition wall 75 serving as a passage separator. In other words, the first countershaft 10 has a structure comprising a single axial oil passage lOL according to the first embodiment, and the partition wall 75 formed integrally with a tubular wall at the level of an axially intermediate or central part of the only axial oil passage lOL. The partition wall 75 serves to block or stop the single axial oil passage lOL, at an axially intermediate or central portion of the first countershaft 10. In doing so, two axial oil passages lOL and lOL are formed with the partition wall 75 between them, to be independent on the left and the right.

The dividing wall 75 is interposed between a gear gear lOB for a gear train gear which is a gear gear for a low speed gear train assembly, and a gear gear lOC for a gear gear train. which is a return gear for a high speed gear train assembly, and has a wall thickness if necessary in an axial direction of the first countershaft 10.

The partition wall 75 is arranged to be closer to a left side wall 5A of a transmission housing 5 than the idler gear 10B for the gear speed gear, and closer to a partition. 4A constituting a right side wall of the transmission housing 5 as the idler gear lOC for the speed gear train.

According to embodiments herein, the left and right axial oil passages 1OL and 1OL form a first subset of the axial oil passage assembly of the present invention. In addition, according to embodiments herein, the partition wall 75 constitutes a partition wall assembly and a first partition wall according to the present invention.

The second countershaft 11 has a pair of left and right axial oil passages IIL and IIL separated from each other by a partition wall 76 serving as a passage separator. In other words, the second countershaft 11 has a structure comprising a single axial oil passage 1 IL according to the first embodiment, and the partition wall 76 formed integrally with a tubular wall at the level of an axially intermediate or central portion of the single axial oil passage 1 IL. The partition wall 76 serves to block or stop the single passage of axial oil IIL, at an axially intermediate or central portion of the second return shaft 11. By proceeding in this way, two axial oil passages 1 IL and 1 IL are formed with the partition wall 76 between them, to be independent on the left and the right.

The pair of left and right axial oil passages lOL and lOL of the first countershaft 10 and the pair of left and right axial oil passages IIL and IIL of the second countershaft 11 constitute an axial oil passage assembly ( lOL, 1 IL) of the return shaft assembly (10, 11).

The partition wall 76 is arranged to be closer to the left side wall 5A than a reverse gear 11A, and closer to the partition 4A than a deflection gear 1IB for a gear train. speed.

According to embodiments herein, the left and right axial oil passages IL and IL are a second subset of the set of axial oil passages according to the present invention. Further, according to embodiments herein, the partition wall 76 constitutes the partition wall assembly as well as a second partition wall according to the present invention.

The first countershaft 10 has a ring-shaped washer 71 mounted in an axial gap between the idler gear lOB for the speed gear train and the idler gear lOC for the gear train provided on this one.

For this arrangement, the first countershaft 10 has, at upper and lower locations on an outer circumference of the partition wall 75 corresponding to the washer 71, coupling holes 75m formed therein for radially projections. towards the inside of the washer 71 mate with them. By this coupling, the washer 71 is attached to the partition wall 75, and unable to move in axial or circumferential directions thereof.

The washer 71 is abutted at a right side thereof on an axially left side of the idler gear lOB for the gear gear, and at a left side of the gear gear. on an axially straight side of the idler gear lOC for the gear gear. In doing so, the washer 71 is adapted to limit the axial movements of the idler gear lOB for the gear train 2® "speed and the idler gear lOC for the gear set of 3 ® "" ® speed.

Furthermore, the washer 71 is adapted to have fixed gaps in the axial directions of the first countershaft 10, if necessary, between the idler gear lOB for the speed gear train and the idler gear lOC for the speed gear train, thus preventing undue interference between the gearing gear lOB for the gear train of 2® "" speed and the gearing gear lOC for the gear set of 3® " ® speed.

At the second deflection shaft 11, the partition wall 76 has a circlip 73 mounted thereon. For this arrangement, the partition wall 76 has mating holes 76m formed at the upper and lower locations on a circumference thereof corresponding to the circlip 73, and projections of the circlip 73 radially inward are inserted into the coupling holes 76m. In doing so, the circlip 73 is attached to the partition wall 76 of the second countershaft 11, and unable to move in axial or circumferential directions thereof.

The circlip 73 is abutted at a left side thereof on an axially straight side of the idler gear IIB for the 5 "speed gear train, and at one side. The circlip 73 is adapted to limit the axial movements of the idler gear 1IB for the 5 "" gear train in this manner. ® speed, and cooperate with the spacer 72, to limit the axial movements of the reverse gear 11 A.

Furthermore, the circlip 73 cooperates with the spacer 72 to obtain a predetermined spacing in the axial directions of the second countershaft 11, if necessary, between the reverse gear IIA and the gearing IIB for the gear train. 5® speed gears, thus preventing undue interference between the reverse gear IIA and the idler gear IIB for the 5® speed gear.

According to embodiments herein, the washer 71 constitutes a first restriction member according to the present invention, and the circlip 73 constitutes a second restriction member according to the present invention. In addition, the coupling holes 75m constitute a first fastening portion according to the present invention, and the coupling holes 76m constitute a second fastening portion according to the present invention.

As can be seen from the foregoing, according to the second embodiment of the present invention (see FIG. 10), there is provided a gearshift gear (2) for vehicles comprising a gear case of change. gear (3) comprising a partition (4A) opposite to an internal combustion engine (1), a side wall (5A) opposite the partition (4A), and a lower portion configured to present oil flows (O). ) accumulated therein, an input shaft (9) housed in the shift gear case (3), and configured so that the motive power of the internal combustion engine (1) is transmitted, the input shaft (9) having an axially extending oil passage (9L), an input gear assembly (9A, 9B, 9C, 9D, 9E) provided on the shaft input gear (9), the input gear assembly (9A, 9B, 9C, 9D, 9E) comprising a first subassembly (9A, 9B) thereof for a low speed gear train assembly, and a second subassembly (9C, 9D, 9E) thereof for a high speed gear train assembly having a gear ratio ratio range of a lower speed than the low speed gear train assembly, a set of deflection shafts (10, 11) housed in the shift gear case (3), and provided with a passage assembly of axial oil (lOL, 1 IL), a combination of a set of idler gears (10A, 10B, 10C, 11D, 11A, 11B, IIC) and a final drive gear assembly (10F, 11F) provided on the return shaft assembly (10, 11), the return gear assembly (10A, 10B, 10C, 11D, 11A, 11B, IIC) including a first subassembly (10A, 10B). 11A) thereof for the low speed gear train assembly engaged with the first subassembly (9A, 9B) of the input gear assembly (9A, 9B, 9C, 9D, 9E), and a second sub-e together (IOC, IOD, IIB, IIC) thereof for the high speed gear train assembly engaged with the second subassembly (9C, 9D, 9E) of the input gear assembly ( 9A, 9B, 9C, 9D, 9E), a bulkhead side shaft bearing portion assembly (13A, 14A) provided at the bulkhead (4A), and configured to support an axial end assembly (10a). 11a, 11a) of the deflection shaft assembly (10, 11) so that it can rotate, a side-wall-side deflection shaft bearing portion assembly (13B, 14B) provided at the side wall (5A ), and configured to support an opposite axial end assembly (10b, 11b) of the return shaft assembly (10, 11) so that it can rotate, a differential device (8) configured to transmit a driving power to the left and right wheels (42L, 42R), and provided with a final drive gear (31) housed in the shift gear case (3), engaged with the final drive gear assembly (10F, 11F), and dipped at a lower portion (31a) thereof in oil (O), and a gutter of greasing device (51) configured to feed scraped oil streams (O) by rotation of the final driven gear (31), wherein the first subassembly (9A, 9B) of the gear assembly; inlet (9A, 9B, 9C, 9D, 9E) and the first subassembly (10A, 10B, 11A) of the return gear assembly (10A, 10B, 10C, 11D, 11A, 11B, IIC) are arranged to be closer to the partition (4A) than to the side wall (5A), the second subassembly (9C, 9D, 9E) of the input gear assembly (9A, 9B, 9C, 9D, 9E) and the second subassembly (IOC, IOD, IIB, IIC) of the return gear assembly (10A, 10B, 10C, 11D, 11A, 11B, IIC) are arranged so to be closer to the side wall (5A), than the partition (4A), the partition (4A) comprises a concave grease groove (36A, 36B) formed in a wall face (4d) thereof opposite the side wall (5A), the concave lubricating groove assembly (36A, 36B) extending from a wall face side region (4e) of the wall face (4d) facing the final driven gear (31), approaching the bulkhead return shaft bearing portion assembly (13A, 14A), for communicating with the axial oil passage assembly (lOL, IIL) of the return shaft assembly (10, 11), the lubricating trough (51) includes an oil inlet portion (52) configured to make entering oil (O), an oil passage portion (53) connected to the oil inlet portion (52), and an oil outlet portion (54) connected to the passage portion of oil (53), the oil inlet portion (52) extends along the wall face (4d) of the partition (4A) within a higher level range than the whole groove of grais a concave end (36A, 36B), and has an open end (52a) thereof opening toward the final driven gear (31), the oil passage portion (53) extends from the end portion oil inlet (52) towards the opposite axial end assembly (10b, 11b) of the return shaft assembly (10, 11), within a range of levels higher than the the return shaft assembly (10, 11), and the oil outlet portion (54) is configured so that the oil streams (O) are conveyed from the oil inlet portion (52) to the oil passage portion (53), and supplied to the side-wall-side shaft-bearing bearing portion assembly (13B, 14B), wherein the deflection shaft assembly (10, 11) comprises a wall assembly separator (75, 76) configured to axially separate the axial oil passage assembly (lOL, IIL), and the partition wall assembly (75, 76) is interposed between the first subassembly (10A, 10B, 11A). ) and the second subassembly (IOC, IOD, IIB, IIC) of the return gear assembly (10A, 10B, 10C, 11D, 11A, 11B, IIC).

According to such an embodiment of the present invention also, the gear shift gear (2) for vehicles is adapted to supply oil (O) between the return gears (10A, 10B, 10C, 11D, 11B). A, IIB, IIC) and the countershafts (10, 11) to be lubricated according to a speed of movement of the vehicle, allowing the accumulation of a reduced amount of oil (O) in the crankcase. gear shift gear (3).

We will now describe the operations and performance common to the gearshift gears for vehicles according to the second embodiment of the present invention.

When the vehicle is traveling at a low speed, if the 1-speed gear train is established, the idler gear 10A for the gear train of the speed is coupled to the first countershaft. 10, or if the gear train of 2® "speed is set, the idler gear lOB for the gear train of 2" speed is coupled to the first countershaft 10. When the gear of reverse gear is established, the reverse gear IIA is coupled to the second countershaft 11.

When the vehicle is traveling at a low speed, the final driven gear 31 has a lower number of revolutions than when traveling at a high speed, and oil streams 01 and 02 can be scraped by rotating the rotor. final driven gear 31, and introduced through the first concave lubricating groove 36A and the second concave lubricating groove 36B, to the first partition-side return shaft bearing portion 13A and the second-side bearing return shaft bearing portion. 14A, respectively, with the given priorities, with respect to the gutter 51.

When the vehicle is traveling at a low speed, oil flows 01 can be introduced into the bearing portion of the first bulkhead return shaft 13A, and ducted to the axial oil passage 1OL in the first countershaft 10. to flow in an axial direction from the first countershaft 10 to the side wall side 5A.

Oil flows 01 may flow into the axial oil passage 1OL, and be driven by the centrifugal forces due to the rotation of the first countershaft 10, to the radial oil passages 1OR communicating with the passage of oil. axial oil lOL, for feeding therefrom spaces between the first countershaft 10, and the idler gear 10A for the gear train of 1® * speed or the idler gear lOB for the gear train of 2 "speed, according to that which is coupled to the first countershaft 10.

In doing so, oil streams 01 may serve as a lubricant between the first countershaft 10 and the idler gear 10A for the 1-speed gear train, or between the first countershaft 10 and the idler gear lOB for the gear train of 2 "speed.

Oil streams 02 may be introduced into the second partition-side return shaft bearing portion 14A, and conducted to the axial oil passage IIL in the second idler shaft 11, to flow in an axial direction of the second countershaft 11, towards the side wall side 5 A.

Oil flows 02 may flow into the axial oil passage IIL, and be driven by the centrifugal forces due to the rotation of the second countershaft 11, to the radial oil passages IIR communicating with the passage of oil. axial oil IIL, for feeding therefrom the spaces between the second countershaft 11, and the reverse gear 1AA coupled to the second countershaft 11.

At the first countershaft 10, if the axial oil passage lOL does not have a partition wall 75, oil flows 01 will flow into the axial oil passage lOL, and will be led to the passages of radial oil lOR communicating with the oil passage lOL, and supplied therefrom to the spaces between the first countershaft 10 and the idler gear lOC for the gear train of 3® "" ® speed, as well as the spaces between the first countershaft 10 and the idler gear lOD for the gear train of 4® "® speed.

In addition, at the level of the second countershaft 11, if the axial oil passage IIL does not have a partition wall 76, oil flows O2 will flow in the axial oil passage lOL, and will be driven to the radial oil passages 1IR communicating with the oil passage 1 IL, and supplied therefrom to the spaces between the second countershaft 11 and the idler gear IIB for the gear train of gear as well as the spaces between the second countershaft 11 and the idler gear 1IC for the gear gear.

In cold weather or the like, if the vehicle is left idle for a long time or stopped for a long time, oil O is cooled by the cold outside air, having an increased viscosity. If highly viscous oil is supplied to the spaces between the first countershaft 10 and the idler gear lOC for the gear gear or spaces between the first countershaft 10 and the idler gear lOD for the speed gear train, there will be increased slip resistance between the first countershaft 10 and the idler gear lOC for the gear gear or between the first countershaft 10 and the gearing. iOD gearbox for the 4® "" ® speed gearbox.

Further, if highly viscous oil is supplied to the spaces between the second idler shaft 11 and the idler gear 1IB for the speed gear train or the spaces between the second idler shaft 11 and the idler gear IIC for the 6® speed gear train, there will be increased slip resistances between the second countershaft 11 and the idler gear IIB for the 5® gear train. "" ® speed or between the second countershaft 11 and the gear 1IC for the gear train of 6® "" ® speed.

As a result, increased loads will have to be supported during the rotation of the first countershaft 10 or the second countershaft 11, thus giving rise to an increase in the fuel consumption so that the engine 1 drives the rotation of the first gear shaft. return 10 or the second countershaft 11 with increased loads.

According to embodiments herein, in the gearshift gear 2, the axial oil passage lOL in the first countershaft 10 includes the partition wall 75 separating the passage lOL into a pair of left and right axial passages. right lOL and lOL, blocking communication between them.

The partition wall 75 is arranged, in an axial direction of the first countershaft 10, to be interposed between the idler gear 1B for the gear train 2 '"speed and the idler gear 1C for the 3 "speed gear train, and disposed closer to the side wall 5A than the idler gear lOB for the gear train of 2®" speed.

By proceeding in this way, in the vehicle which has been left idle for a long time or stopped for a long time in cold weather, when the engine 1 is started, highly viscous oil streams 01 can be blocked by the partition wall 75, and can not leave the right axial oil passage lOL (communicating with the spaces between the first countershaft 10 and the idler gear 10A for the gear train 1 ^ "^ speed, and the spaces between the first return shaft 10 and the idler gear lOB for the gear gear) to the side of the left axial oil passage lOL (communicating with the spaces between the first countershaft 10 and the idler gear lOC for the speed gear train, and the spaces between the first countershaft 10 and the idler gear lOD for the gear gear).

Therefore, following the start of the engine 1, when the vehicle is moving at a low speed, it is possible to prevent the sliding resistances from increasing between the first countershaft 10 and the idler gear lOC for the gear train. speed gears, as well as between the first countershaft 10 and the idler gear lOD for the 4 "speed gear train.

Further, according to embodiments herein, in the gearshift gear 2, the axial oil passage 1L1 in the second countershaft 11 includes the partition wall 76 separating the IIL passageway into a pair of left and right axial passages 1 IL and 1 IL, blocking communication between them.

The partition wall 76 is arranged, in an axial direction of the second countershaft 11, so as to be interposed between the reverse gear 11A for the reverse gear train and the gear gear IIB for the train 5® "speed gears, and disposed closer to the partition 4A than the 1IB gear gear for the 5®" speed gear train.

By proceeding in this way, in the vehicle which has remained inactive for a long time or has been stopped for a long time in cold weather, when the engine 1 is started, highly viscous oil flows 02 can be blocked by the partition wall 76 and can not exit from the right axial oil passage 1 IL side (communicating with the spaces between the second countershaft 11 and the reverse gear 11 A) towards the left axial oil passage side IIL (communicating with the spaces between the second countershaft 11 and the idler gear IIB for the gear train of 5® "speed, and the spaces between the second countershaft 11 and the idler gear IIC for the train speed gears).

Therefore, when the vehicle is moving backwards, it is possible to prevent the slip resistances from increasing between the second countershaft 11 and the idler gear IIB for the gear set gear, as well as between the second idler shaft 11 and the idler gear 1IC for the gear train of 6 "speed.

As a result, when the vehicle is moving backward, a load increase to be supported during rotation of the first countershaft 10 or the second countershaft 11 can be prevented, thereby preventing the increase of the fuel consumption rate. of the engine 1.

In addition, according to embodiments herein, in the gearshift gear 2, the first countershaft 10 is provided with a washer 71 to limit the movements of the idler gear lOB for the gear train. gears of 2® "speed and the idler gear lOC for the gear train of 3®" speed in axial directions of the first countershaft 10.

In addition, the second countershaft 11 is provided with a circlip 73 for limiting the movements of the reverse gear IIA and the idler gear 11B for the gear train of 5 "speed in axial directions of the second countershaft 11.

Furthermore, the partition wall 75 is provided with the coupling holes 75m to attach the washer 71 thereto. The partition wall 76 is provided with the coupling holes 76m to secure the circlip 73 thereto.

The partition walls 75 and 76 have high rigidities, so that the first countershaft 10 and the second countershaft 11 can have their stiffnesses preserved, if necessary, even with the coupling holes 75m and 76m formed in them. partition walls 75 and 76.

In addition, the dividing wall 75 is formed between the idler gear 1B for the speed gear train and the idler gear 1C for the gear train of 3 "speed, and the partition wall 76 is formed between the reverse gear IIA and the idler gear IIB for the speed gear train, thereby allowing the partition wall 75 and 76 to be arranged axially. at axially central portions of the first countershaft 10 and the second countershaft 11, respectively.

By proceeding in this way, it is possible to prevent a deformation of the first countershaft 10 in a direction perpendicular to the axial directions thereof, when transmitting torques of rotation of the input shaft 9 to the first one. return shaft 10, through a combination of an input gear assembly (9A, 9B, 9D, 9E) and a return gear assembly (10A, 10B, 10C, 11D) .

On the other hand, it is possible to prevent the second countershaft 11 from being deformed in a direction perpendicular to axial directions thereof, when transmitting torque from the input shaft 9 to the second 11, via a combination of a set of input gears (9A, 9C, 9E), the gear 10E as a dedicated reverse gear, the gear of 11 A reverse, and a set of return gears (IIB, IIC).

As a result, at the first countershaft 10 and the second countershaft 11, oil flows can flow into the axial oil passage 1OL or 1L, and their withdrawal in the oil passage lOL or 1 IL can be prevented, with unstable behavior.

As a result, oil streams can be regularly supplied to spaces between the first countershaft 10 and the idler gear 10A, 10B, 10C, or 10D, or spaces between the second countershaft 11 and the reverse gear IIA or the idler gear lOB or lOC.

After describing embodiments of the present invention, it is obvious that those skilled in the art could make changes to it without departing from the scope of the invention.

Claims (11)

A gear shift gear for vehicles (2) comprising: a shift gear case (3) comprising a partition (4a) opposite to an internal combustion engine, a side wall (5a) opposite the bulkhead (4a), and a lower portion thereof configured to have accumulated oil flows therein; an input shaft (9) housed in the shift gear case (3), and configured for driving power of the internal combustion engine to be transmitted to it, the input shaft (9) having an oil passage (lOL, IIL) extending axially; an input gear assembly (9A, 9B, 9C, 9D, 9E) on the input shaft (9), the input gear assembly (9A, 9B, 9C, 9D, 9E) comprising a first subassembly thereof for a low speed gear train assembly, and a second subset thereof for a high speed gear train assembly having a lower gear ratio ratio range than the gear train low speed; a return shaft assembly (10, 11) housed in the shift gear case (3), and provided with an axial oil passage assembly (lOL, IIL); a combination of a return gear assembly (10A, 10B, 10C, 11D) and a final drive gear assembly (10F, 11F) provided on the idler shaft assembly (10, 11), return gear assembly (10A, 10B, 10C, 11D) including a first subassembly thereof for the low speed gear train assembly engaged with the first subset of the set of gear sets input gears (9A, 9B, 9C, 9D, 9E), and a second subassembly thereof for the high speed gear train assembly engaged with the second subset of the assembly of input gears (9A, 9B, 9C, 9D, 9E); a bulkhead return shaft bearing portion assembly (13A, 14A) provided at the bulkhead (4a), and configured to support an axial end assembly (10a, 10b) of the idler assembly ( 10, 11) so that it can rotate; a sidewall side shaft bearing portion assembly (13B, 14B) provided at the side wall (5a), and configured to support an opposite axial end assembly (10b, 11b) of the return so that it can turn; a differential device (8) configured to transmit driving power to the left and right wheels, and provided with a final drive gear housed in the shift gear case (3), engaged with the assembly final drive gear (10F, 11F), and dipped at a lower portion thereof in oil; and a grease gutter (51) configured to admit the scraped oil streams by rotation of the final driven gear (31), wherein the first subset of the input gearset and the first one subassembly of the return gear assembly (10A, 10B, 10C, 11D) are arranged to be closer to the partition (4a) than to the side wall (5a), the second subset of the input gear assembly and the second subassembly of the return gear assembly (10A, 10B, 10C, 11D) are arranged to be closer to the side wall (5a) than to the partition (4a), the partition (4a) comprises a grease groove assembly (36A, 36B) formed in a wall face (4d) thereof opposite the side wall (5a), the grease groove assembly (36A, 36B) extending from a wall face side region of the wall face (4d) facing the final driven gear (31), approaching the bulkhead bearing shaft bearing portion (13A, 14A) for communicating with the axial oil passage assembly (1OL, 1 IL) of the deflection shaft assembly (10, 11), the gutter (51) comprises an oil inlet portion (52) configured to admit oil, an oil passage portion (53) connected to the oil inlet portion (52), and ), and an oil outlet portion (54) connected to the oil passage portion (53), the oil inlet portion (52) extends along the wall face (4d) of the partition (4a) within a higher level range than the grease groove assembly (36A, 36B), and has an open end opening towards the final driven gear (31), the an oil passage portion (53) extends from the oil inlet portion (52) to the opposite axial end assembly (10b, 11b) of the return shaft assembly (10, 11). ), inside a pla higher than the deflection shaft assembly (10, 11), and the oil outlet portion (54) is configured to have oil flows conveyed from the oil inlet portion (52). ) to the oil passage portion (53), and supplied to the entire side shaft return shaft bearing portion (13B, 14B). The gearshift gear for vehicles (2) according to claim 1, wherein the deflection assembly (10, 11) comprises a partition wall assembly (75, 76) configured to axially separate the passageway assembly from axial oil (lOL, IIL), and the partition wall assembly (75, 76) is interposed between the first subassembly and the second subassembly of the return gear assembly (10A, 10B, 10C). , lOD). The gearshift gear for vehicles (2) according to claim 1 or claim 2, wherein the deflection assembly (10, 11) includes a first countershaft (10) disposed within a lower level range than the input shaft, and a second countershaft (11) disposed within a higher level range than the first countershaft (10), the first sub-shaft the set of return gears (10A, 10B, 10C, 11D) has a gear gear for a gear train of 1® * speed, and a gear gear for a gear set of 2 ® "" ® speed, and the first countershaft (10) is provided with either one or both of the gear gear for the gear train of 1® * ® gear and the gearing gear for the gear train of 2 "" speed, the second subassembly of the gear set gear (10A, 10B, 10C, 11D) comprises gearboxes for the high-speed gear train assembly, and the second countershaft (11) is provided with a gear gear for a highest gear gearwheel of the gearwheels for the transmission gear. high-speed gear train, the gear gear for the gear train of 1® * ® gear is arranged to be closer to the bulkhead (4a) than the gear gear for the gear train 2 'speed gears, in directions parallel to the first idler shaft (10), and the idler gear for the highest speed gearbox is arranged to be closest to the the side wall (5a) among the return gears for the high speed gear train assembly, in parallel directions to the second countershaft (11). The gearshift gear for vehicles (2) according to claim 2, wherein the deflection assembly (10, 11) includes a first countershaft (10) disposed within a range of levels. lower than the input shaft, and a second countershaft (11) disposed within a higher level range than the first countershaft (10), the axial oil passage assembly (lOL, IIL) has a first subassembly thereof formed in the first countershaft (10), and a second subassembly thereof formed in the second countershaft (11), the whole separation wall (75, 76) has a first partition wall provided at the first deflection shaft (10), and a second partition wall provided at the second deflection shaft (11), the first partition wall is arranged to be closer to the side wall (5a) than a subset of the first subassembly of the return gear assembly (10A, 10B, 10C, 11D) provided on the first countershaft (10), and the second partition wall is arranged to be closer to the partition (4a), a subset of the second subassembly of the return gear set (10A, 10B, 10C, 11D) provided on the second countershaft (11). The shift gear for vehicles (2) according to claim 3, wherein the return gear assembly (10A, 10B, 10C, 11D) comprises a third subassembly thereof provided on the first deflection shaft (10), the third subassembly having return gears arranged to be identified in an order of the return gear for the gear train of 1® * speed, the gear gear for the a gear train of 2 "" speed, a gear gear for a gear train of 3 "speed and a gear gear for a gear gear, with an identification point moving in an axial direction from the first deflection shaft (10) of the partition (4a) to the side wall (5a), the return gear assembly (10A, 10B, 10C, 10D) comprises a fourth subassembly of the latter provided on the second countershaft (11), the fourth subassembly comprising eng return sheaves arranged to be identified in reverse gear order for a reverse gear train, a gear gear for a gear train of 5 "speed and a gear return gear for a gear train of 6 "speed, with an identification point moving in an axial direction from the second deflection shaft (11) of the partition (4a) to the side wall (5a), the spur gear for the 5 "speed gear train and the spur gear for the 6 speed gear train being the highest gear gear set are arranged to be closer to the side wall (5a) than an axially central portion of the second countershaft (11), and the reverse gear of the reverse gear train is arranged to be closer of the partition (4a) that the axially central part of the second shaft of referral (11). The gearshift gear for vehicles (2) according to claim 4, wherein the return gear assembly (10A, 10B, 10C, 10D) comprises a third subset thereof provided on the first shaft (10), the third assembly comprising a gear gear for a gear train of 2 "speed, and a gear gear for a gear train of 3" speed, the first partition wall is interposed between the gearing gear for the gear train of 2® "speed and the gearing gear for the gear train of 3®" speed, the gear set of return (10A, 10B, 10C, 11D) includes a fourth subassembly thereof provided on the second countershaft (11), the fourth subassembly including a reverse gear for a reverse gear train , and a gear gear for a gear train of 5® "speed, and the second partition wall is interposed between the reverse gear for the reverse gear train and the gear gear for the gear gear. The gearshift gear for vehicles (2) according to claim 1, wherein the deflection assembly (10, 11) includes a first countershaft (10) disposed within a range of levels. lower than the input shaft, and a second countershaft (11) disposed within a range of levels higher than the first countershaft (10), the bearing portion assembly of deflection shaft (13A, 14A) has a first bulkhead return shaft bearing portion configured to support a first axial end of the first deflection shaft (10) so that it can rotate, and a second portion of the diverting shaft bearing to support a first axial end of the second countershaft (11) so that it can rotate, the lubricating groove assembly (36A, 36B) has a first lubrication groove (36A ) extending from the wall face side region of e the final driven gear (31) facing the wall face (4d), approaching the first diverting shaft bearing portion, and a second lubricating groove (36B) extending from the side region. wall face of the final driven gear (31) facing the wall face (4d), approaching the second bulkhead shaft bearing portion, and the first lubrication groove (36A) is disposed so to extend within a lower level range than the second lubrication groove (36B), passing beneath the bulkhead return shaft bearing portion. The gearshift gear for vehicles (2) according to claim 7, wherein at the level of the lubricating trough (51), the oil passage portion (53) comprises an upstream oil passage portion. (53A) extending diagonally upwardly from the oil inlet portion (52), an intermediate oil passage portion (53B) extending from an end downstream of the oil passage portion upstream (53A), substantially parallel to an axial direction of the second countershaft (11), diagonally downward, to the sidewall (5a), and a downstream oil passage portion (53C) declining toward bottom to extend from one end downstream of the intermediate oil passage portion (53B) to the oil outlet portion (54), and the upstream oil passage portion (53A) has an angle of inclination with respect to a horizontal reference plane of the gear shift gear, finished to be larger than an inclination angle formed by the portion of intermediate oil passage with respect to the horizontal plane of reference of the gear shifting. The gearshift gear for vehicles (2) according to claim 8, wherein the gutter (51) has a branched branching passage portion of the upstream oil passage portion (53A) for s extend from it to the second concave lubrication groove (36B), declining diagonally downward. The shift gear for vehicles according to claim 3, wherein the side-wall-side-shaft-return bearing portion assembly (13B, 14B) has a side-wall-mounted first forward-shaft bearing portion configured to supporting an opposite axial end of the first countershaft (10) so as to be rotatable, and a second side shaft return shaft bearing portion configured to support an opposite axial end of the second countershaft (11); so that it can rotate, the side wall (5a) comprises a side wall input shaft support portion configured to support an axial end of the input shaft so that it can rotate, the portion oil outlet (54) includes a first oil outlet portion opening to the side wall inlet shaft bearing portion, and a second oil outlet portion opening to the bearing portion of second side-wall return shaft, and the side wall (5a) having a communication path formed therein for communicating the shaft bearing portion of Sidewall side inlet with the bearing part of the first sidewall side return shaft. The shift gear for vehicles (2) according to claim 4, wherein the return gear assembly (10A, 10B, 10C, 11D) comprises a third subset thereof provided on the first deflection shaft (10), the third subassembly comprising a gear gear for a gear set of gear and a gear gear for a gear set of gear, the gear set gear (10A, lOB, lOC, lOD) comprises a fourth subassembly thereof provided on the second countershaft (11), the fourth subassembly comprising a reverse gear for a reverse gear train, and a gearing gear for a gear train of 5® "" speed, the first countershaft (10) is provided with a first restriction element configured to limit the movements of the gearing gear for the gear train. gears of 2® "speed and the gearing gear for the t 3 '' speed gear shaft in axial directions of the first countershaft (10), the second countershaft (11) is provided with a second restriction member configured to limit the movements of the gear shaft reversing gear for the reverse gear train and the gearing gear for the gear train 5 ^ "® speed in axial directions of the second countershaft (11), the first partition wall is provided with a first attachment portion configured to secure the first restriction member, and the second partition wall is provided with a second attachment portion configured to attach the second restriction member.