JP2011137493A - Lubricating structure of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase an oil supply amount to a section to be lubricated and to simplify a lubricating structure with regard to the lubricating structure of a transmission which collects oil scraped up by a final driven gear and a transmission gear train by an oil gutter and supplies the oil to the section to be lubricated. <P>SOLUTION: In the lubricating structure of a transmission in which oil scraped up by the final driven gear and the transmission gear train provided inside a transmission case is collected by the oil gutter and guided to the lubricated section, a partition wall, which is structured integrally with a first catching surface that receives the oil scraped up by the final driven gear and a second catching surface that receives the oil scraped up by the transmission gear train, is formed on the oil gutter. A first oil passage, which makes the oil caught by the first catching surface flow, and a second oil passage, which makes the oil caught by the second catching surface, are formed by dividing with the partition wall, so that the oil flowing in these oil passages is made to join at the end of the partition wall and supplied to the section to be lubricated. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a transmission lubrication structure, and in particular, in a lubrication structure for a transmission in which oil driven by a final driven gear and a transmission gear train is collected by an oil gutter and supplied to the lubricated part, the oil supply to the lubricated part The present invention relates to a lubricating structure for a transmission that increases the amount and simplifies the lubricating structure.

Conventionally, the lubrication structure to the lubricated part, which is a 5-speed sync mechanism arranged on the input shaft, has the final gear as the main, and the oil pumped up by the 1-speed and 2-speed counter gear as an auxiliary is collected by the oil gutter, The oil is led from the end of the input shaft into the input shaft and supplied to the lubricated part.
That is, as shown in FIG. 9, in the transmission 101, the input shaft 103 and the counter shaft 104 are provided in parallel in the transmission case 102.
A first-speed input gear 108, a first-speed counter gear 119, a second-speed counter gear 151 of a transmission gear train 106 that rotates in conjunction with the input shaft 103 in the transmission case 102, and a final driven gear 107 that rotates when the vehicle travels. And.
At this time, an oil gutter 121 is disposed in the upper part of the transmission case 102 and the oil is collected by the oil gutter 121.
There are two types of oil collected by the oil gutter 121: oil that is pumped up only when the vehicle travels as shown by a thick arrow in FIG. 9 and oil that is pumped up when the vehicle travels and idles as shown by a thin arrow in FIG. .

JP-A-57-140965 JP 2005-69299 A

However, in the above-described lubrication structure, when the final gear is not rotating (idling state when the vehicle is stopped), the oil is pumped up only with the counter first and second gears, and the pumped oil to the oil gutter There is a problem that the amount is not sufficient and therefore the lubrication to the 5-speed sync mechanism is not sufficiently performed.
In particular, when the lever synchro mechanism is adopted as the 5-speed synchro mechanism, there is a problem that if the synchro lever is not sufficiently lubricated, a catch occurs at the time of reverse shift and the shift feeling is deteriorated.
In order to solve the above-described problem, the above-mentioned Patent Document 1 includes a first path for guiding oil pumped up by a final driven gear to an oil gutter and a second path for guiding oil pumped up by a transmission gear train. The oil carried in the first passage and the second passage is gathered and supplied to the target portion.
However, an opening is formed between the first passage and the second passage, and the oil pumped up by the transmission gear train passes through the opening and adheres to the transmission case. Due to the structure leading to the two passages, the structure of the transmission case is complicated, and the amount of oil that can be collected in the second passage may be reduced.

  The present invention relates to a lubrication structure for a transmission that collects oil driven up by a final driven gear and a transmission gear train by an oil gutter and supplies the lubricated part to the lubrication structure. The purpose is to simplify.

  Accordingly, in order to eliminate the above-described disadvantages, the present invention includes a transmission gear train that rotates in conjunction with the input shaft and a final driven gear that rotates when the vehicle travels, and the final driven gear and the transmission gear train. In the lubrication structure of the transmission that collects the oil to be pumped up by the oil gutter disposed at the upper part in the transmission case and guides it to the lubricated part, the oil gutter extends vertically downward from the vicinity of the ceiling wall of the transmission case, and A groove having a first capture surface that receives the oil lifted by the final driven gear and a second capture surface that receives the oil lifted by the transmission gear train is formed on the front and back sides, and a vertical wall is provided on the outer edge. A first oil that divides the inside of the member by the partition wall and flows oil captured by the first capturing surface. A passage and a second oil passage through which oil captured by the second capturing surface flows are formed, and the oil flowing through these oil passages is merged at the end portion of the partition wall and supplied to the lubricated portion. It is characterized by.

As described in detail above, according to the present invention, the transmission case includes the transmission gear train that rotates in conjunction with the input shaft and the final driven gear that rotates when the vehicle travels, and the oil driven by the final driven gear and the transmission gear train. In the lubrication structure of the transmission that collects the oil by the oil gutter arranged in the upper part of the transmission case and guides it to the lubricated part, the oil gutter extends vertically downward from the vicinity of the ceiling wall of the transmission case, and the final driven gear is lifted up A partition wall having a first capture surface for receiving oil and a second capture surface for receiving oil raised by the transmission gear train is formed on the front and back sides, and the interior of the groove member having a vertical wall at the outer edge is partitioned by the partition wall Then, the oil captured by the first capturing surface and the oil captured by the second capturing surface are allowed to flow. Forming a second oil passage, and is supplied to the lubrication target site is combined oil through these oil passages at the end of the partition wall.
Therefore, even if the vehicle is stopped and the final driven gear is not rotating, if the input shaft is rotating, oil can be continuously supplied to the lubricated portion, and the lubricating performance of the transmission can be improved.
Also, since the oil driven up by the final driven gear and the transmission gear train can be directly and simultaneously captured by hitting one partition wall, the amount of oil captured can be increased while simplifying the structure of the oil gutter.
Further, when the final driven gear rotates, the amount of oil flowing through the first oil passage is larger than the amount of oil flowing through the second oil passage, but flows through the first oil passage by appropriately selecting the arrangement of the partition walls and the position of the end portion. Oil can be prevented from flowing into the second oil passage, and the amount of oil supplied to the lubricated part can be increased.

FIG. 1 is a plan view of an oil gutter in a transmission showing a first embodiment of the present invention. Example 1 2A and 2B show a transmission, in which FIG. 2A is a schematic sectional view of the transmission, and FIG. 2B is a schematic enlarged sectional view of a lubricated portion of the transmission. Example 1 FIG. 3 is an arrangement view of oil gutters in the transmission. Example 1 FIG. 4 is a perspective view of an oil gutter portion having a stepped portion. Example 1 FIG. 5 is an enlarged sectional view of the oil gutter taken along line V-V in FIG. Example 1 FIG. 6 is a rear view of the oil gutter. Example 1 FIG. 7 is a front view of the oil gutter. Example 1 FIG. 8 is a schematic enlarged view of an oil gutter showing a second embodiment of the present invention. (Example 2) FIG. 9 is an arrangement view of oil gutters in a transmission showing the prior art of the present invention.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

1 to 7 show a first embodiment of the present invention.
In FIG. 2, 1 is a transmission.
In the transmission 1, an input shaft 3, a counter shaft 4, and a reverse idler shaft 5 are provided in parallel in a transmission case 2.
The transmission case 2 includes a transmission gear train 6 that rotates in conjunction with the input shaft 3 and a final driven gear 7 that rotates when the vehicle travels.
That is, as shown in FIGS. 1 and 4, the transmission 1 includes a first-speed input gear 8, a reverse gear 9, 2, 2, and 2, of the transmission gear train 6 from the input side to the output side of the input shaft 3. A high-speed input gear 10, a 3-speed input gear 11, a 4-speed input gear 12, a 5-speed input gear 13, and a 5-speed sync mechanism 14 are sequentially provided.
At this time, as shown in FIG. 2B, the 5-speed sync mechanism 14 includes a sync hub 15 attached to an end portion on the output side of the input shaft 3, and a sync position located on the outer peripheral portion of the sync hub 15. A sleeve 16, a cone portion 17 formed on the 5-speed input gear 13, and a synchronizer ring 18 disposed on the outer periphery of the cone portion 17 are provided.
Then, the synchronizer ring 18 is pressed against the cone portion 17 of the 5-speed input gear 13 in accordance with the movement of the sync sleeve 16 toward the 5-speed input gear 13 side, and the 5-speed input gear 13 is synchronized.
The countershaft 4 provided in parallel to the input shaft 3 has a first speed of the transmission gear train 6 that meshes with the first speed input gear 8 of the transmission gear train 6 as shown in FIGS. A counter gear 19 and the final drive gear 20 are provided, and the final driven gear 7 is engaged with the final drive gear 20.
At this time, the oil driven up by the final driven gear 7 and the transmission gear train 6 in the transmission case 2 is collected by the oil gutter 21 disposed in the upper part of the transmission case 2 and guided to the lubricated portion. .
That is, as shown in FIGS. 1 and 3, the oil gutter 21 is disposed at an upper portion in the transmission case 2, and the oil driven by the final driven gear 7 and the transmission gear train 6 (see FIGS. 1 and 3). 3, see the thick arrow in FIG. 4), and the oil collected by the oil gutter 21 is collected at the output side end of the input shaft 3 as shown in FIGS. To the oil passage 22 in the input shaft 3 and led to a lubricated part such as the 5-speed sync mechanism 14.

Then, oil that extends vertically downward from the vicinity of the ceiling wall 23 of the transmission case 2 to the oil gutter 21 and receives the oil lifted by the final driven gear 7 and the oil that the transmission gear train 6 lifts. A partition wall 26 having a second capture surface 25 for receiving the front and back is formed integrally, and the interior of a groove member 28 having a vertical wall 27 at the outer edge is partitioned by the partition wall 26 and captured by the first capture surface 24. The first oil passage 29 for flowing the oil and the second oil passage 30 for flowing the oil trapped by the second trapping surface 25 are formed, and the oil flowing through these oil passages 29, 30 is passed through the end portion of the partition wall 26. So as to be joined to each other and supplied to the lubricated part.
More specifically, the partition wall 26 is formed in the oil gutter 21 so as to extend vertically downward from the vicinity of the ceiling wall 23 of the transmission case 2 as shown in FIG.
As shown in FIG. 1, the partition wall 26 includes a first catching surface 24 that receives the oil lifted up by the final driven gear 7, and a second catching surface 25 that receives the oil lifted up by the transmission gear train 6. With both sides.
As shown in FIGS. 1 and 4, the oil gutter 21 is formed by a groove member 28 having a vertical wall 27 on the outer edge, and the inside of the groove member 28 is partitioned by the partition wall 26, and the first A first oil passage 29 through which oil captured by the first capturing surface 24 flows and a second oil passage 30 through which oil captured by the second capturing surface 25 flows are formed.
At this time, the end portion 26e of the partition wall 26 that divides the first and second oil passages 29 and 30 as these oil passages is formed at the outer edge portion of the oil gutter 21 as shown in FIGS. Since it is separated from the vertical wall 27, the downstream vicinity of this separated portion becomes the merge portion 31, and the oil in the first and second oil passages 29 and 30 merges and is supplied to the lubricated portion. Become.
The oil gutter 21 has a final driven gear oil inlet 32 upstream of the first oil passage 29 and is upstream of the second oil passage 30 as shown in FIGS. 1 and 4 to 7. A transmission gear train oil inlet 33 is formed.
Then, as shown in FIGS. 1, 4, and 7, an oil supply passage portion 34 is formed in a downstream portion of the joining portion 31 where the first and second oil passages 29 and 30 of the oil gutter 21 join, A first oil supply port 35 for supplying oil between the third speed gear 11 and the fourth speed gear 12, a fifth speed input gear 13, and a fifth speed are branched by branching the downstream end of the oil supply passage 34. A second oil supply port 36 that supplies oil to and from the synchro mechanism 14, a third oil supply port 37 that supplies oil to the outer peripheral portion of the 5-speed synchro mechanism 14, and an output side end of the input shaft 3 A fourth oil supply port 38 is formed for guiding the oil from the portion to the oil passage 22 in the input shaft 3 and leading to the lubricated portion such as the 5-speed sync mechanism 14.
Therefore, even if the vehicle is stopped and the final driven gear 7 is not rotating, if the input shaft 3 is rotating, oil can be continuously supplied to the lubricated portion, and the lubricating performance of the transmission 1 is improved. Can be made.
In addition, the oil driven by the final driven gear 7 and the transmission gear train 6 can be directly and simultaneously captured by hitting one partition wall 26, so that the amount of oil captured can be reduced while simplifying the structure of the oil gutter 21. Can be increased.
Furthermore, when the final driven gear 7 rotates, the amount of oil flowing through the first oil passage 29 is larger than the amount of oil flowing through the second oil passage 30, but the arrangement of the partition wall 26 and the position of the end portion 26e should be appropriately selected. Thus, the oil flowing through the first oil passage 29 can be prevented from flowing into the second oil passage 30, and the amount of oil supplied to the lubrication target portion can be increased.

The second oil passage 30 has a bottom wall 30b that is vertically higher than the bottom wall 29b of the first oil passage 29 and is inclined downward toward the bottom wall 29b of the first oil passage 29. Shape.
That is, in the oil gutter 21, when the first oil passage 29 is formed in the right portion of FIG. 5 and the second oil passage 30 is formed in the left portion of FIG. 5, as shown in FIG. The bottom wall 29b is formed in a horizontal state.
The bottom wall 30b of the second oil passage 30 is formed to be inclined downward from the left side of FIG. 5 toward the right side, that is, toward the bottom wall 29b of the first oil passage 29.
Therefore, when the amount of oil flowing through the first oil passage 29 is larger than the amount of oil flowing through the second oil passage 30 due to the shape of the bottom wall 30b of the second oil passage 30, the oil flowing through the first oil passage 29 is the first. 2 It can prevent more reliably that it flows into the oil passage 30.

The second oil passage 30 includes a step portion 39 that prevents the oil from flowing from the first oil passage 29 to the second oil passage 30 upstream of the joining portion 31 with the first oil passage 29.
That is, in the oil gutter 21, as shown in FIGS. 1, 4 and 5, the partition wall 26 is disposed in parallel to the input shaft 3, while the end which is the downstream end of the partition wall 26 The portion 26e is bent toward the first oil passage 29, the second oil passage 30 is joined to the first oil passage 29 in an oblique direction, and the back flow of oil from the first oil passage 29 to the second oil passage 30 is achieved. Is preventing.
The step 39 is formed at the bottom of the second oil passage 30 at the point where the partition wall 26 starts to bend toward the end 26e.
At this time, the stepped portion 39 is formed so that the height on the side from the stepped portion 39 toward the junction 31 with the first oil passage 29 is lower than the height on the second oil passage 30 side. Yes.

  Therefore, when the amount of oil flowing through the first oil passage 29 is greater than the amount of oil flowing through the second oil passage 30 by the step portion 39, the oil flowing through the first oil passage 29 flows into the second oil passage 30. It can be prevented more reliably.

  Next, the operation will be described.

When the vehicle is traveling, the input shaft 3 and the counter shaft 4 are rotating, and the transmission gear train 6 and the final driven gear 7 of the input shaft 3 scoop up oil.
Then, the oil pumped up by the final driven gear 7 is captured by the first capturing surface 24 of the oil gutter 21 and travels toward the junction 31 through the first oil passage 29.
The oil pumped up by the transmission gear train 6 is captured by the second capture surface 25 of the oil gutter 21 and travels toward the junction 31 through the second oil passage 30.
At this time, the bottom wall of the second oil passage 30 is inclined near the bottom wall 29 b of the first oil passage 29 in the vicinity of the junction 31 of the first oil passage 29 and the second oil passage 30. 30b shape and the said level | step-difference part 39 are formed, and the flow into the 2nd oil path 30 of the oil which flows through the 1st oil path 29 is prevented reliably.
Then, the oil that has reached the junction 31 between the first oil passage 29 and the second oil passage 30 passes through the oil supply passage 34 and reaches the first to fourth oil supply ports 35 to 38.
At this time, the first oil supply port 35 supplies oil between the third speed input gear 11 and the fourth speed input gear 12.
The second oil supply port 36 supplies oil between the 5-speed input gear 13 and the 5-speed sync mechanism 14.
The third oil supply port 37 supplies oil to the outer peripheral portion of the 5-speed sync mechanism 14.
The fourth oil supply port 38 guides oil from the output-side end portion of the input shaft 3 to the oil passage 22 in the input shaft 3 and guides it to a lubricated portion such as the 5-speed sync mechanism 14.

When the vehicle is stopped, the final driven gear 7 is not rotating.
However, even if the vehicle is stopped, the input shaft 3 is rotating, and the transmission gear train 6 attached to the input shaft 3, that is, the first speed input gear 8 pumps up the oil.
For this reason, the oil pumped up by the first-speed input gear 8 of the transmission gear train 6 is captured by the second capturing surface 25 of the oil gutter 21 and travels toward the junction 31 by the second oil passage 30.
At this time, the bottom wall of the second oil passage 30 is inclined near the bottom wall 29 b of the first oil passage 29 in the vicinity of the junction 31 of the first oil passage 29 and the second oil passage 30. 30b shape and the said level | step-difference part 39 are formed, and it can prevent reliably that oil flows backward in the 2nd oil channel | path 30. FIG.
The oil that has reached the junction 31 between the first oil passage 29 and the second oil passage 30 passes through the oil supply passage 34 and reaches the first to fourth oil supply ports 35 to 38.
Therefore, even if the vehicle is stopped and the final driven gear 7 is not rotating, if the input shaft 3 is rotating, oil is continuously supplied to the lubricated portion, and the lubricating performance of the transmission 1 is improved. I am letting.

FIG. 8 shows a second embodiment of the present invention.
In the second embodiment, portions that perform the same functions as those of the first embodiment will be described with the same reference numerals.

  This second embodiment is characterized by the fact that the first catching surface 24 on the first oil passage 29 side and the second catching surface 25 on the second oil passage 30 side are arranged on both sides of the partition wall 26 of the oil gutter 21. 1 and the second magnets 41 and 42 are arranged.

That is, as shown in FIG. 8, the first magnet 41 is disposed on the first capturing surface 24 and the second magnet 42 is disposed on the second capturing surface 25 so as to sandwich the partition wall 26 of the oil gutter 21.
At this time, when the first and second magnets 41 and 42 are disposed, the first and second ribs 43 for holding the first magnet 41 and the second magnet 42 in the oil gutter 21 as shown in FIG. , 44 are provided, and the first and second magnets 41, 42 are held by the first and second ribs 43, 44, respectively.

Then, the first and second magnets 41 and 42 arranged so as to sandwich the partition wall 26 of the oil gutter 21 can adsorb foreign matters such as metal powder mixed in the oil, and the foreign matters circulate inside the transmission 1. The problem of doing can be solved.
In addition, when the first and second magnets 41 and 42 are arranged on the oil gutter 21, respectively, by using the first and second ribs 43 and 44, compared to a fixing policy using screws, The fixing structure can be simplified, the surface areas of the first and second magnets 41 and 42 can be maintained as large as possible, and the foreign matter adsorption performance by the first and second magnets 41 and 42 can be improved. Is possible.

DESCRIPTION OF SYMBOLS 1 Transmission 2 Transmission case 3 Input shaft 4 Counter shaft 6 Transmission gear train 7 Final driven gear 8 1st speed input gear 14 5th speed synchronization mechanism 19 1st speed counter gear 20 Final drive gear 21 Oil gutter 22 Oil passage 23 Ceiling wall 24 1st Capture surface 25 Second capture surface 26 Partition wall 26e Termination portion 27 Vertical wall 28 Groove member 29 First oil passage 29b Bottom wall 30 Second oil passage 30b Bottom wall 31 Merge portion 34 Oil supply passage portion 39 Step portion

Claims (3)

  The transmission case includes a transmission gear train that rotates in conjunction with the input shaft and a final driven gear that rotates when the vehicle travels, and the oil driven by the final driven gear and the transmission gear train is disposed in an upper portion of the transmission case. In the lubricating structure of the transmission that is collected by the oil gutter and guided to the lubricated part, a first trapping surface that extends vertically downward from the vicinity of the ceiling wall of the transmission case to the oil gutter and that receives the oil lifted up by the final driven gear. And a second capture surface that receives the oil lifted up by the transmission gear train is formed as a partition wall, and the interior of a groove member having a vertical wall at the outer edge is defined by the partition wall. A first oil passage for flowing oil captured by the capture surface and a second flow for flowing oil captured by the second capture surface Yl a passage formed, lubrication structure of a transmission, characterized in that the oil flowing through these oil passages so as to supply to the lubrication target site are merged at the end of the partition wall.   The second oil passage has a shape in which a bottom wall is vertically higher than a bottom wall of the first oil passage and is inclined downward toward the bottom wall of the first oil passage. The lubrication structure of the transmission according to claim 1.   The said 2nd oil channel | path is provided with the level | step-difference part which prevents the inflow of the oil from a 1st oil channel | path to a 2nd oil channel | path upstream from the confluence | merging part with a said 1st oil channel | path. Gearbox lubrication structure.

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