JP2006176036A - Transmission with brake - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission with a brake capable of enhancing rotation of the brake and cooling efficiency of a fixed brake plate by effectively utilizing a lubrication oil for a speed reducer. <P>SOLUTION: A first oil reservoir chamber 61 for storing a large diameter bevel gear 30 and a second oil reservoir chamber 62 for surrounding a periphery of a driven shaft 27 such that a rear end surface of a driving shaft 26 is faced to it are provided provided on a transmission case 25. A communication port 65 for introducing an oil O scooped up by rotation of the large diameter bevel gear 30 in the first oil reservoir chamber 61 to the second oil reservoir chamber 62 is provided between the first and second oil reservoir chambers 61, 62. An inlet oil passage 70 for guiding the oil O introduced to the second oil reservoir chamber 62 to the driving shaft 26 and a spline fitting part of the rotation brake plate 42 is provided on the driving shaft 26. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention rotatably supports a drive shaft disposed in the front-rear direction of the vehicle and a driven shaft disposed in the left-right direction of the vehicle behind the drive shaft in the transmission case. A brake housing, which is connected to a shaft via a reduction gear consisting of a small-diameter bevel gear on the drive shaft side and a large-diameter bevel gear on the driven shaft side, is formed integrally with the transmission case and surrounds the drive shaft, and the brake housing A plurality of rotary brake plates that are spline-fitted to the drive shaft so as to be axially slidable, and these rotary brake plates are alternately stacked and spline-fitted to the inner peripheral wall of the brake housing. A plurality of fixed brake plates, a pressure receiving portion provided on the brake housing to support one side of the rotating and fixed brake plate group, and Is, the other side of the rotary and stationary brake plate group constituted brake with an actuating means for pressing against the pressure receiving portion, an improvement of braking with transmission.

In such a transmission device with a brake, the one in which the rotation of the brake and the cooling of the fixed brake plate are performed using the lubricating oil of the reduction gear is already known as disclosed in Patent Document 1 below. It has become.
Japanese Patent No. 3052075

  In a conventional transmission device with a brake, the oil stored in the bottom of the transmission case is scraped up by the rotation of the large-diameter bevel gear and supplied to the outer periphery of the rotating and fixed brake plate. It is designed to cool. However, in such a case, during the rotation of the drive shaft, much of the oil supplied to the outer periphery of the drive brake is spun off by the rotary brake plate that rotates with the drive shaft. Improvement is desired.

  The present invention has been made in view of such circumstances, and effectively uses the lubricating oil for the speed reducer to improve the rotation efficiency of the brake and the cooling efficiency of the fixed brake plate. It is an object to provide an attached transmission.

  In order to achieve the above object, the present invention provides a transmission case that rotatably supports a drive shaft disposed in the front-rear direction of the vehicle and a driven shaft disposed in the left-right direction of the vehicle behind the drive shaft. In addition, the drive shaft and the driven shaft are connected to each other via a reduction device comprising a small-diameter bevel gear on the drive shaft side and a large-diameter bevel gear on the driven shaft side, and are integrally formed with the transmission case and surround the drive shaft. A brake housing, a plurality of rotary brake plates that are spline-fitted to the drive shaft in the brake housing so as to be axially slidable, and the rotary brake plates that are alternately stacked to slide on the inner peripheral wall of the brake housing. A plurality of fixed brake plates movably spline-fitted, and a pressure receiving portion provided on the brake housing to support one side of the rotating and fixed brake plate group; In the transmission device with a brake provided in the brake housing and configured by a brake with an operating means for pressing the other side surface of the rotating and fixed brake plate group against the pressure receiving portion, the transmission case includes a large-diameter bevel gear. And a second oil reservoir chamber surrounding the driven shaft so that the rear end surface of the drive shaft faces, and a first oil reservoir is provided between the first and second oil reservoir chambers. A communication port is provided for introducing oil scraped up by the rotation of the large-diameter bevel gear in the reservoir chamber into the second oil reservoir chamber, and the oil introduced into the second oil reservoir chamber is splined to the drive shaft and the rotary brake plate. A first feature is that an inlet oil passage for guiding to the fitting portion is provided in the drive shaft.

  The vehicle corresponds to a buggy according to an embodiment described later of the present invention.

  In addition to the first feature, the present invention has a second feature that the volume of the second oil sump chamber is set smaller than that of the first oil sump chamber.

  Furthermore, in addition to the first or second feature, the present invention provides the second oil sump chamber in an annular groove formed on the outer periphery of the driven shaft and the transmission case so as to cover the periphery of the annular groove. A third feature is that the annular wall is formed, and the annular wall is provided with the communication port and a partition plate adjacent to the inner end surface of the annular groove on the large-diameter bevel gear side. To do.

  According to the first feature of the present invention, when the large-diameter bevel gear starts rotating, even if the oil stored in the first oil reservoir chamber does not fill the second oil reservoir chamber, the large-diameter bevel gear starts to rotate. , The oil stored in the first oil sump chamber is scraped up, and a part of the oil is supplied to the meshing portion of the large-diameter bevel gear and the small-diameter bevel gear for lubrication, and other oil is supplied from the communication port to the second oil. It is introduced into the reservoir chamber and fills the chamber. Since the inlet oil passage of the drive shaft is opened in the second oil sump chamber, the oil filling the second oil sump chamber naturally flows into the inlet oil passage, and the spline fit between the drive shaft and the rotary brake plate After being supplied to the joint and lubricated, the oil scatters to the surroundings due to the centrifugal force caused by the rotation of the drive shaft and the rotating brake plate, and the space between the rotating brake plate and the fixed brake plate is changed from the inner peripheral side to the outer peripheral side. Therefore, the entire rotary brake plate and fixed brake plate can be effectively cooled.

  Further, according to the second feature of the present invention, after the rotation of the large-diameter bevel gear is started, the second oil sump chamber can be quickly filled with oil, and the oil level drop in the first oil sump chamber can be suppressed to a minimum. Therefore, it is possible to quickly supply oil to the inlet oil passage and maintain a good lubrication state of the meshing portions of the large-diameter bevel gear and the small-diameter bevel gear.

  Furthermore, according to the third feature of the present invention, the partition plate can prevent the oil accumulated in the second oil sump chamber from leaking into the first sump chamber from between the driven shaft and the annular wall as much as possible. .

  Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

  1 is a schematic side view of a buggy vehicle equipped with a transmission with a brake according to the present invention, FIG. 2 is a schematic plan view of the buggy vehicle, FIG. 3 is an enlarged sectional view taken along line 3-3 in FIG. 4 is a sectional view taken along line 5-5 in FIG. 4, FIG. 6 is a sectional view taken along line 6-6 in FIG. 5, FIG. 7 is a sectional view taken along line 7-7 in FIG. 4 is a sectional view taken along line 8-8 in FIG. 4, and FIG. 9 is a sectional view taken along line 9-9 in FIG.

  First, in FIG.1 and FIG.2, the code | symbol 1 shows a buggy vehicle. A pair of left and right front wheels 3 and 3 and rear wheels 4 and 4 are attached to the front and rear of the body frame 2 so as to be movable up and down via a suspension device. Each wheel 3 and 4 has a wide width generally called a balloon tire. Low-pressure tires are installed. A power unit 7 including an engine 5 and a transmission 6 is mounted at the center of the body frame 2, a fuel tank 8 and a seat 9 are disposed above the power unit 7, and a pair of left and right steps 10, 10 are disposed below the power unit 7. Is provided.

  The rear suspension 11 for the rear wheels 4 and 4 includes a pair of left and right rear forks 13 and 14 connected to the vehicle body frame 2 via a horizontal pivot 12 so as to be swingable up and down. The fork 13 supports the left middle part of the rear axle 15 extending in the left-right direction, and the right rear fork 14 is connected to a transmission case 25 that supports the rear axle 15. A pair of rear wheels 4, 4 are attached to both ends of the rear axle 15, and a cushion unit 18 is attached between the transmission case 25 and the vehicle body frame 2.

  Next, a transmission device from the power unit 7 to the rear wheels 4 and 4 will be described with reference to FIGS.

  As shown in FIGS. 2 and 3, a propulsion shaft 21 extending in the front-rear direction of the vehicle is connected to the output shaft 20 of the power unit 7 via a universal joint 22. It is connected to the rear axle 15 via a device 23 and a driven shaft 27. At that time, the bending point of the universal joint 22 is arranged on the axis of the pivot 12 so that the transmission between the output shaft 20 and the propulsion shaft 21 is performed regardless of the vertical swing of the left and right rear forks 13 and 14. It has become.

  As shown in FIG. 4, the drive shaft 26 includes a front drive shaft half 26a in which the rear end of the propulsion shaft 21 is connected by spline fitting to the inner periphery, and a rear of the front drive shaft half 26a. The rear drive shaft half 26b is connected by spline fitting to the inner periphery of the end portion, and a small-diameter bevel gear 29 is integrally formed at the intermediate portion of the rear drive shaft half 26b. The front drive shaft half body 26 a is supported on the front end wall of the transmission case 25 via the first ball bearing 31 at the intermediate portion thereof, and the rear drive shaft half body 26 b is disposed in front of and behind the small-diameter bevel gear 29. It is supported by an intermediate portion of the transmission case 25 via a ball bearing 32 and a bush 35.

  The driven shaft 27 is supported on both left and right side walls of the transmission case 25 via third and fourth ball bearings 33 and 34 at both ends thereof. A large-diameter bevel gear 30 that meshes with the small-diameter bevel gear 29 is integrally formed in the intermediate portion of the driven shaft 27 in the vicinity of the left third ball bearing 33. The small-diameter and large-diameter bevel gears 29, 30 are integrally formed. Thus, the reduction gear 23 is configured.

  Outside the first, third and fourth bearings 31, 33, 34, oil seals 36, 37, 38 which are in close contact with the outer peripheral surfaces of the front drive shaft half 26 a and the driven shaft 27 are mounted on the transmission case 25. Is done. An O-ring 39 is interposed in the fitting portion between the propulsion shaft 21 and the front drive shaft half 26a. In this way, the inside of the transmission case 25 that houses the reduction gear 23 is kept oil-tight.

  The driven shaft 27 is configured to be hollow, and the rear axle 15 is disposed so as to penetrate the hollow portion and is spline-fitted to the inner periphery of the hollow portion.

  3 and 4, a multi-plate brake 40 capable of applying a braking force to the rear wheels 4 and 4 through the front drive shaft half 26a and the like is provided around the front drive shaft half 26a. . A brake housing 41 of the brake 40 is formed so as to bulge a part of the transmission case 25 around the front drive shaft half 26a, and a plurality of rotary brake plates 42 are disposed in the front of the brake housing 41. A plurality of fixed brake plates 43, which are slidably fitted on the outer periphery of the drive shaft half 26a and are alternately stacked with the rotary brake plates 42, are slidably fitted on the inner peripheral wall of the brake housing 41. Is done.

  The brake housing 41 includes a pressure receiving portion 44 for receiving the fixed brake plate 43 positioned at the rearmost of the group of rotation and fixed brake plates 42 and 43, and the rotary brake plate 42 and the fixed brake plate 43 group for the pressure receiving portion 44. The brake housing 41 is provided with an actuating means 45 that can press the fixed brake plate 43 located at the foremost part of the brake housing 41.

  The actuating means 45 is rotatably supported on the inner peripheral wall of the brake housing 41, and an annular cam plate 46 rotatably disposed between the front end wall 41a of the brake housing 41 and the fixed brake plate 43 at the foremost part. The cam plate 46 and the front end wall 41a are formed on opposite surfaces of the cam groove 47 and 48, respectively. A plurality of pairs of cam grooves 47 and 48 forming a pair are provided on the opposing surfaces of the cam plate 46 and the front end wall 41a at equal intervals in the circumferential direction. Each pair of cam grooves 47 and 48 extends in the circumferential direction of the cam plate 46 and the front end wall 41a, and is formed such that the bottom of each groove becomes shallower toward the opposite end. Usually, the cam grooves 47 and 48 are placed in a state in which the deepest portions thereof are opposed to each other and the ball 49 is sandwiched therebetween so that the cam plate 46 is close to the front end wall 41a. When the cam grooves 47 and 48 are rotated in the direction B in which the cam grooves 47 and 48 are opposed to each other on the shallow side, a thrust is generated on the ball 49 and the cam plate 46 is separated from the front end wall 41a. The pressure is applied to the pressure receiving portion 44 side, and a braking force due to friction is generated between the rotating and fixed brake plates 42 and 43.

  As shown in FIGS. 7 to 9, the cam plate 46 integrally has a radially outwardly driven arm 50 on its outer peripheral surface, and an operating shaft 52 provided with a drive arm 51 that can drive the driven arm 50. Is supported by the brake housing 41. One end of the operating shaft 52 protrudes outside the brake housing 41, and the operating lever 55 is serrated to the protruding end. The actuating lever 55 is provided with first and second connection elongated holes 56 and 57 extending in the rotation direction. The first connection elongated hole 56 is provided with a first brake wire 58 connected to a brake lever (not shown). The connection terminal 58a and the second connection long hole 57 are slidably fitted with connection terminals 59a of a second brake wire 59 connected to a parking brake lever (not shown), respectively. Regardless of which one of 59 is pulled, the operating lever 55 is rotated so that the driven arm 50, that is, the cam plate 46 can be rotated in the B direction by the drive arm 51. At this time, the one brake wire 58 or 59 that is at rest does not prevent the operation lever 55 from rotating by sliding the connection terminal 58a or 59a into the corresponding connection long hole 56 or 57. The brake housing 41 is provided with a stopper 54 that defines the retracted position of the operating lever 55, and a return spring 60 that biases the operating lever 55 toward the stopper 54 is connected to the operating lever 55.

  Now, the lubrication of the reduction gear 23 and the cooling of the brake 40 will be described with reference to FIGS.

  The transmission case 25 is provided with a first oil reservoir chamber 61 that houses the large-diameter bevel gear 30 and a second oil reservoir chamber 62 that surrounds the driven shaft 27. The second oil sump chamber 62 includes an annular groove 63 formed on the outer periphery of the driven shaft 27, and an annular wall 64 formed integrally with the transmission case 25 so as to surround the annular groove 63. The volume is defined to be smaller than the volume of the first oil sump chamber 61. The first oil sump chamber 61 faces the inner surface of the third ball bearing 33, and the second oil sump chamber 62 faces the rear end surface of the rear drive shaft half 26 b and the inner surface of the fourth bow bearing 34. Is facing.

  The annular wall 64 is provided with a communication port 65 that communicates between the first and second oil sump chambers 62 at an upper portion thereof, preferably a portion immediately above the rear end portion of the rear drive shaft half body 26b. In addition, a part of the inner surface of the first oil sump chamber 61 facing the tooth surface of the large-diameter bevel gear 30 is formed on a slope 66 that is inclined toward the communication port 65. Further, a flange 67 projecting forward is connected to the front edge of the communication port 65. On the inner periphery of the annular wall 64, an annular partition plate 68 adjacent to the inner end surface of the annular groove 63 on the large-diameter bevel gear 30 side is attached by a circlip or the like. Thus, the stored oil O in the first oil sump chamber 61 is scraped up by the rotation of the large-diameter bevel gear 30 in the direction of arrow A and is introduced into the second oil sump chamber 62.

  On the other hand, an inlet oil passage 70 opening from the rear end surface toward the second oil sump chamber 62 is formed at the center of the rear drive shaft half 26b, and an inlet oil passage is formed in the front drive shaft half 26a. Is provided with a plurality of oil supply holes 71, 71... That communicate with the front drive shaft half 26 a and the spline fitting portion of the rotary brake plate 42, and the oil O stored in the second oil sump chamber 62 is supplied to the inlet oil passage 70. Through the oil supply holes 71, 71...

  As shown in FIG. 5, the transmission case 25 is provided with a substantially horizontal outlet oil passage 72 that communicates the bottom portion of the brake housing 41 with the first oil sump chamber 61, and the oil O accumulated in the brake housing 41 The oil is returned to the first oil sump chamber 61 through the oil passage 72.

  Further, on one side wall of the transmission case 25, an oil injection hole for injecting the lubricating oil O into the first oil sump chamber 61 and a drain hole for discharging the stored oil O in the first oil sump chamber 61 (both shown) Are usually closed by caps and drain bolts. The amount of oil O to be injected from the oil supply hole into the first oil sump chamber 61 is such that the lower part of the large-diameter bevel gear 30 is reduced in consideration of minimizing the stirring resistance of the oil O due to the rotation of the large-diameter bevel gear 30. It is set to such an extent that it is immersed in the oil O, and the second oil sump chamber 62 does not have to be filled when the large-diameter bevel gear 30 is stopped rotating.

  1 and 3, reference numeral 77 denotes a breather pipe that enables breathing inside the transmission case 25.

  Next, the operation of this embodiment will be described.

  When the buggy 1 is stopped, that is, the rotation of the large-diameter bevel gear 30 is stopped, the oil O stored in the first oil reservoir 61 of the transmission case 25 does not fill the second oil reservoir 62 as described above. However, when the buggy 1 is in a running state, the power of the power unit 7 is transmitted to the rear axle 15 through the propulsion shaft 21, the drive shaft 26, the small-diameter bevel gear 29, the large-diameter bevel gear 30 and the driven shaft 27 in order. Since the rear wheels 4 and 4 are driven, in the transmission case 25, the stored oil O in the first oil sump chamber 61 is scraped up by the rotation of the large-diameter bevel gear 30 in the direction of arrow A, and a part of the oil O has a large diameter. The oil is supplied to the meshing portion of the bevel gear 30 and the small-diameter bevel gear 29 and used for lubrication. The other oil O is guided toward the communication port 65 by the inclined surface 66 and the flange portion 67, and the second oil sump chamber 62 is set. It becomes plus it.

  Since the inlet oil passage 70 of the drive shaft 26 is opened in the second oil reservoir chamber 62, the oil O filling the second oil reservoir chamber 62 naturally flows into the inlet oil passage 70 and has a plurality of oil supply holes. 71, 71... Are supplied to the spline fitting portion between the drive shaft 26 and the rotary brake plate 42 and lubricated. Then, the oil O is applied by centrifugal force due to the rotation of the drive shaft 26 and the rotary brake plate 42. Since the air scatters around and reliably passes between the rotary brake plate 42 and the fixed brake plate 43 from the inner peripheral side toward the outer peripheral side, the entire rotary brake plate 42 and the entire fixed brake plate 43 are effectively used. Can be cooled.

  Incidentally, since the volume of the second oil sump chamber 62 is set smaller than that of the first oil sump chamber 61, the second oil sump chamber 62 is quickly filled with the oil O after the large-diameter bevel gear 30 starts to rotate. The oil level in the first oil sump chamber 61 can be suppressed to a small extent. Accordingly, the supply of the oil O to the inlet oil passage 70 can be made quick, and a good lubrication state of the meshing portions of the large diameter bevel gear 30 and the small diameter bevel gear can be maintained.

  The oil O that has finished cooling the rotary brake plate 42 and the fixed brake plate 43 group in this way naturally returns to the first oil reservoir 61 through the outlet oil passage 72, whether or not it accumulates at the bottom of the brake housing 41. Thereafter, the oil O in the first oil sump chamber 61 repeats the same circulation.

  During such traveling, if the first brake wire 58 is pulled by operating a brake lever (not shown) and the operating lever 55 is rotated, the drive arm 51 moves the cam plate 46 in the direction of arrow B via the driven arm 50. Since the pair of cam grooves 47 and 48 rotate relative to each other so that the shallow sides face each other, the cam plate 46 is rotated and fixed in cooperation with the pressure receiving portion 44 by the thrust generated on the ball 49. The brake plates 42 and 43 can be clamped and the input shaft 24 can be braked by the friction brake torque generated between the brake plates 42 and 43. Accordingly, the input shaft 24 can be used via the speed reducer 23 and the rear axle 15. Both rear wheels 4 and 4 are braked.

  By the way, the brake torque applied to the input shaft 24 at the upper side of the speed reducer 23 is smaller than that at the rear axle 15 at the lower side of the speed reducer 23. 42 and the fixed brake plate 43 bear almost evenly, and the load on each brake plate 42, 43 is further reduced. Therefore, the fixed brake plate 43 and the rotary brake plate 42, and thus the brake 43 as a whole, can be greatly reduced in diameter, and the ground clearance can be greatly increased. This makes it possible to prevent the brake 43 from interfering with projections on the ground. It is possible to easily run through leveling.

  Since the brake 43 is housed in the brake housing 41, it is protected from intrusion of earth and sand, muddy water, etc., but the frictional heat generated in the rotary brake plate 42 and the fixed brake plate 43 is dissipated by the brake housing 41 during braking. The rotary brake plate 42 and the fixed brake plate 43 are effectively cooled using the centrifugal force by the lubricating oil O as described above, so that their durability is improved. Can be secured.

  The first oil sump chamber 61 faces the inner surface of the third ball bearing 33 that supports the driven shaft 27 on the back side of the large-diameter bevel gear 30, and the second oil sump chamber 62 has teeth of the large-diameter bevel gear 30. Since the inner side surface of the fourth ball bearing 34 that supports the driven shaft 27 faces the surface side, the third ball bearing 33 and the second oil sump chamber 62 are caused by the oil O scattered in the first oil sump chamber 61. The fourth ball bearings 34 can be effectively lubricated by the oil O that satisfies the above.

  The second oil sump chamber 62 includes an annular groove 63 formed on the outer periphery of the driven shaft 27 and an annular wall 64 formed integrally with the transmission case 25 so as to cover the outer periphery of the annular groove 63. An annular partition plate 68 that is close to the inner end surface of the annular groove 63 on the large-diameter bevel gear 30 side is attached to the inner periphery of the annular wall 64 so that the annular wall 64 is accumulated in the second oil reservoir chamber 62. The oil O can be prevented from leaking from the space between the driven shaft 27 and the annular wall 64 to the first oil sump chamber 61 by the partition plate 68 as much as possible. The scattered oil O in the first oil sump chamber 61 can prevent the second oil O The oil sump chamber 62 can be reliably filled, and the amount of oil O flowing into the inlet oil passage 70, that is, the amount of supply to the rotary brake plate 42 and the fixed brake plate 43 can be sufficiently secured.

  The stored oil O in the second oil sump chamber 62 gradually leaks into the first oil sump chamber 61 from the gap between the annular wall 64 and the mounting portion of the partition plate 68 when the buggy 1 is stopped. Since the sump chamber 62 will eventually become empty, only the stored oil O in the first sump chamber 61 needs to be discharged when the oil is changed.

  As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary. For example, in order to adjust the leak amount of the oil O from the second oil sump chamber 62 to the first oil sump chamber 61, a leak hole can be provided in the lower portion of the annular wall 64. The operating means 45 of the brake 40 can also be configured hydraulically.

The schematic side view of the buggy vehicle provided with the transmission with a brake of the present invention. The schematic plan view of the buggy car. FIG. 3 is an enlarged sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 4. FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. 8.

Explanation of symbols

1 ... Vehicle (Buggy car)
23 ... Reduction gear 25 ... Transmission case 26 ... Drive shaft 27 ... Drive shaft 29 ... Small bevel gear 30 ... Large bevel gear 40 ... Brake 41 ... Brake housing 42 ... Rotary brake plate 43 ... Fixed brake plate 44 ... Pressure receiving part 45 ... Operating means 61 ... First oil sump chamber 62 ... Second oil sump chamber 63... Annular groove 64... Annular wall 65... Communication port 68.

Claims (3)

A drive shaft (26) disposed in the front-rear direction of the vehicle (1) in the transmission case (25), and a driven shaft (27) disposed in the left-right direction of the vehicle (1) behind the drive shaft (26) And a small-diameter bevel gear (29) on the drive shaft (26) side and a large-diameter bevel gear (30) on the driven shaft (27) side between the drive shaft (26) and the driven shaft (27). A brake housing (41) that is connected to a transmission case (25) and surrounds the drive shaft (26), and is connected to the drive case (25). A plurality of rotary brake plates (42) that are spline-fitted to the shaft (26) so as to be axially slidable, and these rotary brake plates (42) are alternately stacked on the inner peripheral wall of the brake housing (41). Spline slidably A plurality of fixed brake plates (43) to be combined, a pressure receiving portion (44) provided on the brake housing (41) to support one side of the rotation and fixed brake plate (42, 43) group, A brake (40) is constituted by an operating means (50) provided on the brake housing (41) and pressing the other side surface of the rotating and fixed brake plate (42, 43) group against the pressure receiving portion (44). In the transmission with brake,
A first oil sump chamber (61) that houses the large-diameter bevel gear (30) and a second end that surrounds the driven shaft (27) so that the rear end surface of the drive shaft (26) faces the transmission case (25). An oil sump chamber (62) is provided, and the first oil sump chamber (61) is scraped up by rotation of the large-diameter bevel gear (30) between the first and second sump chambers (61, 62). A communication port (65) for introducing oil (O) into the second oil reservoir chamber (62) is provided, and the oil (O) introduced into the second oil reservoir chamber (62) is supplied to the drive shaft (26) and the A transmission with a brake, characterized in that an inlet oil passage (70) for guiding to a spline fitting portion of a rotary brake plate (42) is provided in the drive shaft (26). The apparatus of claim 1,
The transmission with brake, wherein the volume of the second oil sump chamber (62) is set smaller than that of the first oil sump chamber (61). The apparatus according to claim 1 or 2,
The second oil sump chamber (62) is formed in the transmission case (25) so as to cover the annular groove (63) formed on the outer periphery of the driven shaft (27) and the periphery of the annular groove (63). The annular wall (64) is adjacent to the communication port (65) and the inner end surface of the annular groove (63) on the large-diameter bevel gear (30) side. A transmission device with a brake, characterized in that a partition plate (68) is provided.

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