JP2013185657A - Differential mechanism of transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a differential mechanism of a transmission for a vehicle which enhances assemblability, suppresses the occurrence of noise and vibrations by improving tooth contact of ring gears and improves durability.SOLUTION: In a differential mechanism 70 of a transmission for a vehicle, a differential case 82 consists of a plurality of cases including at least a first case 82a and second case 82b which can be divided in a direction of a rotary shaft (A) of a ring gear 72, and sandwiches an inner peripheral part 72b of the ring gear 72 by the first case 82a and second case 82b, wherein a middle point C in a direction of a rotary shaft (A) of a tooth crest part 72a formed on an outer peripheral side of the ring gear 72 is situated in a range G corresponding to the thickness in the direction of the rotary shaft (A) of the inner peripheral part 72b.

Description

  The present invention relates to a differential mechanism for a vehicle transmission, and more specifically to a ring gear and a differential case structure of the differential mechanism.

  Conventionally, it is inserted between a transmission mounted on a vehicle and a drive shaft of a wheel, and the output of a prime mover (for example, an internal combustion engine) shifted by the transmission is distributed to the left and right wheels via the drive shaft. Various differential mechanisms for transmission have been proposed, and the technique described in Patent Document 1 can be given as an example.

  As shown in FIG. 11 of Patent Document 1, the conventional differential mechanism is configured such that a differential case that first accommodates a pinion and a side gear is assembled, and a ring gear is attached thereto. To be precise, a ring gear is attached to the assembled differential case. The inner peripheral part of is configured to be fastened and fixed by a bolt or the like. The tooth tip surface portion of the ring gear at this time is formed offset in the direction of the rotation axis with respect to the inner peripheral portion for convenience of layout and the like.

  However, when the tooth tip surface portion of the ring gear is offset as described above, the separation distance from the end portion of the tooth tip surface portion in the rotation axis direction to the inner peripheral portion becomes longer. Therefore, when the ring gear rotates, the differential of the inner peripheral portion is increased. The bending moment acting on the portion in contact with the case is increased, which may cause a problem that the tooth contact of the ring gear is deteriorated to generate noise and vibration, and the durability is also lowered.

  Therefore, in the technique described in Patent Document 1, the ring gear is cast into the differential case and integrally formed, that is, the case and the ring gear are configured not to be fastened and fixed by bolts or the like. I try to avoid the occurrence of problems.

JP-A-8-320059 (paragraphs 0013, 0048, 0057, FIGS. 3, 7, 11, etc.)

  However, when configured as in the technique described in Patent Document 1, for example, finishing processing such as grinding of the tooth tip surface portion of the ring gear must be performed by lifting the ring gear whose weight is increased integrally with the differential case, As a result, there is an inconvenience that the burden of assembling the differential mechanism increases.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle transmission that solves the above-described problems, improves assembly, improves the tooth contact of the ring gear, suppresses noise and vibration, and further improves durability. It is to provide a differential mechanism.

  In order to achieve the above-described object, the present invention includes a ring gear that rotates when an output of a transmission that can be mounted on a vehicle is input, and a differential case that transmits the rotation output of the ring gear to a pinion. In the differential mechanism of the vehicle transmission that transmits the rotational output transmitted to the pinion to the wheels via the drive shaft, the differential case is divided into at least a first case and a second case that can be divided in the direction of the rotation axis of the ring gear. The rotation of the tip surface portion formed on the outer peripheral side of the ring gear with the inner peripheral portion of the ring gear sandwiched between the first case and the second case The midpoint in the axial direction is configured to be located within a range corresponding to the thickness of the inner peripheral portion in the rotational axis direction.

  In the differential mechanism for a vehicle transmission according to claim 2, a shim is interposed between the first case and the inner peripheral portion of the ring gear or between the second case and the inner peripheral portion of the ring gear. It was configured to insert.

  In the differential mechanism for a vehicle transmission according to claim 3, the first case and the second case are joined to form a space in which the pinion is to be accommodated and the joined first case. The first case and the second case are configured to form a gap that faces the space.

  In the differential mechanism for a vehicle transmission according to claim 1, the differential case includes a plurality of cases including at least a first case and a second case that can be divided in a rotation axis direction of the ring gear, and the ring gear. The inner peripheral portion of the inner peripheral portion is sandwiched between the first case and the second case, and the midpoint in the rotational axis direction of the tooth tip surface portion formed on the outer peripheral side of the ring gear corresponds to the thickness of the inner peripheral portion in the rotational axis direction. Since the configuration is such that the tooth tip surface portion of the ring gear is not offset in the rotational axis direction with respect to the inner peripheral portion, the inner peripheral portion from the end portion of the tooth tip surface portion in the rotational axis direction is configured. Since the distance until is shorter than that when offset, it acts on the part of the inner peripheral part that contacts the differential case when the ring gear rotates. That the bending moment can be reduced. By reducing the bending moment, the tooth contact of the ring gear can be improved to suppress the generation of noise and vibration (in other words, the NV (Noise and Vibration) performance can be improved), and the durability can also be improved.

  In addition, since the inner peripheral portion of the ring gear is configured to be sandwiched between the first case and the second case, the first and second cases, for example, after finishing processing such as grinding of the tooth tip surface portion of the ring gear is completed. Thus, it is possible to assemble the differential mechanism so as to be sandwiched between the two, so that it is not necessary to lift the ring gear integral with the differential case as in the technique described in Patent Document 1, and the assemblability can be improved.

  Further, since the ring gear is sandwiched between the first and second cases, the overall differential mechanism can be reduced in size and weight. Furthermore, in the prior art, it is configured to increase the weight of the ring gear in order to ensure rigidity against the bending moment acting on the ring gear, but the conventional rigidity is maintained because the bending moment can be reduced as described above. In addition, the ring gear can be further reduced in weight.

  In the differential mechanism for a vehicle transmission according to claim 2, a shim is interposed between the first case and the inner peripheral portion of the ring gear or between the second case and the inner peripheral portion of the ring gear. Since it comprised, in addition to the above-mentioned effect, assembly property can be improved further.

  That is, in the prior art, the clearance adjustment is performed by inserting a shim between the differential case and, more precisely, between the differential case and the side gear. It is possible to adjust the clearance at one place (more precisely, the part where the case and the ring gear are in contact), and therefore the assemblability of the differential mechanism can be further improved. In addition, since the shim between the differential case and the side gear can be removed, the degree of freedom of design inside the case can be improved accordingly.

  In the differential mechanism for a vehicle transmission according to claim 3, the first case and the second case are joined to form a space in which the pinion is accommodated, and the joined first case Since the gap that faces the space is formed on the surface of the second case, in addition to the above-described effect, it becomes possible to store the lubricating oil of the pinion and the side gear in the gap. In other words, the first case In addition, an oil reservoir can be provided at a position facing the space on the surface to be joined of the second case, so that toughness against wear of pinions and the like can be improved.

It is the schematic which shows the differential mechanism based on the Example of this invention whole including a transmission. It is sectional drawing of the differential mechanism of the transmission for vehicles shown in FIG. It is sectional drawing similar to FIG. 2 which shows the differential mechanism of the transmission for vehicles which concerns on a prior art.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a differential mechanism of a vehicle transmission according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing a differential mechanism including a transmission as a whole according to an embodiment of the present invention.

  In FIG. 1, the symbol T indicates a vehicle transmission. The vehicle transmission T includes a transmission mechanism 10, and the transmission mechanism 10 includes a twin clutch type automatic transmission mechanism that is mounted on a vehicle (not shown) and has eight forward speeds and one reverse speed. It has a range of D, P, R, and N.

  The transmission mechanism 10 includes an even-numbered input shaft 14 connected via a torque converter 12 to a drive shaft Ea connected to a crankshaft of an engine (internal combustion engine; prime mover) E, and is parallel to the even-numbered input shaft 14. The odd-stage input shaft 16 is provided. The engine E is composed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

  The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft Ea of the engine E, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of E is transmitted to the even-numbered input shaft 14 via the torque converter 12.

  An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 through the gear 14a and the gear 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 through the gear 16a and the gear 18a. The odd-numbered input shaft 16 and the idle shaft 18 rotate as the engine E rotates.

  Further, the first sub input shaft 20 and the second sub input shaft 22 are arranged coaxially and relatively rotatably on the outer circumferences of the odd-stage input shaft 16 and the even-stage input shaft 14, respectively.

  The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both hydraulically operated wet multi-plate clutches.

  An output shaft 28 is disposed between the even-stage input shaft 14 and the odd-stage input shaft 16 in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

  A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 are fixed to the auxiliary input shaft 22.

  The output shaft 28 has a first-speed to second-speed driven gear 48 that meshes with the first-speed drive gear 32 and the second-speed drive gear 40, and a third-speed to fourth-speed driven gear 50 that meshes with the third-speed drive gear 34 and the fourth-speed drive gear 42. A 5-speed-6-speed driven gear 52 that meshes with the 5-speed drive gear 36 and the 6-speed drive gear 44 and a 7-speed-8-speed driven gear 54 that meshes with the 7-speed drive gear 38 and the 8-speed drive gear 46 are fixed.

  On the idle shaft 18, an RVS (reverse) idle gear 56 that meshes with a first-speed / second-speed driven gear 48 fixed to the output shaft 28 is rotatably supported. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58.

  Like the first and second clutches 24 and 26, the RVS clutch 58 comprises a hydraulically operated wet multi-plate clutch, but has a smaller diameter and a smaller number of friction materials than the first and second clutches 24 and 26. The

  The odd-numbered input shaft 16 has a 1-3 speed sync mechanism 60 for selectively fixing the 1st speed drive gear 32 and the 3rd speed drive gear 34 to the first auxiliary input shaft 20, a 5th speed drive gear 36 and a 7th speed drive gear. A 5-7 speed sync mechanism 62 for selectively fixing 38 to the first auxiliary input shaft 20 is disposed.

  The even-numbered input shaft 14 has a 2-4 speed sync mechanism 64 for selectively fixing the 2nd speed drive gear 40 and the 4th speed drive gear 42 to the second auxiliary input shaft 22, a 6th speed drive gear 44 and an 8th speed drive gear. A 6-8 speed sync mechanism 66 for selectively fixing 46 to the second auxiliary input shaft 22 is disposed.

  The driving force of the engine E is transmitted from the odd-stage input shaft 16 to the first sub-input shaft 20 or from the even-stage input shaft 14 to the second sub-input shaft 22 when the first clutch 24 or the second clutch 26 is engaged. Further, it is transmitted to the output shaft 28 via the drive gear and the driven gear described above.

  During reverse travel, the driving force of the engine E is supplied to the output shaft 28 via the even-numbered input shaft 14, the gear 14 a, the gear 18 a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first speed-2 speed driven gear 48. Is transmitted to.

  A final drive gear 68 is provided on the output shaft 28, and the gear 68 is meshed with a ring gear (final driven gear) 72 of a differential mechanism (differential device) 70.

  The differential mechanism 70 converts the output of the output shaft 28 input through the gears 68 and 72 (more precisely, the output of the engine E shifted by the transmission T) to the left and right wheels through the drive shaft (axle shaft) 74. (Drive wheel) is distributed and transmitted to 76 and rotated. The structure of the differential mechanism 70 will be described in detail later.

  As illustrated, the transmission mechanism 10 and the differential mechanism 70 are accommodated in a transmission case 80. Specifically, the transmission case 80 includes a TC case (torque converter case) 80 a that houses the torque converter 12, and an M case (mission) that houses body parts such as the input / output shafts 14, 16, 28 and the differential mechanism 70. Case) A plurality of (specifically, two) cases including 80b.

  The transmission case 80 is liquid-tight by being fastened with a large number of bolts (not shown) while facing the joint sides 80a1 and 80b1 of the TC case 80a and the M case 80b via a sealing material (not shown). Closed. In the M case 80b, an L side cover 80c is fastened and fixed to a surface 80b2 opposite to the joint surface 80b1 with the TC case 80a by a large number of bolts (not shown), and the first and second L side covers 80c are fastened. The clutches 24 and 26 are covered.

  A transmission case 80 composed of a TC case 80a and an M case 80b stores lubricating or operating oil (lubricating oil / operating oil, not shown) of the transmission mechanism 10 downward in the direction of gravity when mounted on the vehicle. Configured to be possible. The “lubricating or operating oil for the speed change mechanism 10” is used for operating the first and second clutches 24 and 26, the RVS clutch 58, the synchro mechanisms 60, 62, 64, 66, and the first speed. It means oil for lubricating various gears such as the drive gear 32 and the differential mechanism 70, and is specifically made of ATF.

  FIG. 2 is a cross-sectional view of the differential mechanism 70 shown in FIG.

  As shown in FIG. 2, the differential mechanism 70 is engaged with the final drive gear 68 of the output shaft 28, and the ring gear 72 that rotates around the rotation axis A when the output of the transmission T is input and the ring gear 72 are attached. A differential case (hereinafter referred to as “differential case”) 82 that rotates integrally with the ring gear 72, a pair of pinions 84a and 84b accommodated in the differential case 82, and a pair of gears that are also accommodated in the differential case 82 and meshed with the pinions 84a and 84b. Side gears 86a and 86b are provided.

  The ring gear 72 is formed on a tooth tip surface portion 72a having teeth formed on the outer peripheral side, and on the inner peripheral side of the tooth tip surface portion 72a, and the thickness in the direction of the rotation axis A is thinner than that of the tooth tip surface portion 72a. It consists of a helical gear having an inner peripheral portion 72b. A plurality of bolt holes 72b1 through which the differential case mounting bolts 90 can be inserted are formed at appropriate positions on the inner peripheral portion 72b (only one is visible in FIG. 2).

  The differential case 82 includes a plurality of (specifically, two) cases including a first case 82 a and a second case 82 b that can be divided in the direction of the rotation axis A of the ring gear 72. Similar bolt holes 82a1 and 82b1 are formed at positions corresponding to the bolt holes 72b1 of the ring gear 72 in the first and second cases 82a and 82b. A female screw corresponding to the thread of the bolt 90 is screwed into one of the bolt holes 82a1 and 82b1, more precisely, the bolt hole 82b1 of the second case 82b.

  Drive shaft holes 82a2 and 82b2 through which the drive shaft 74 is inserted are formed in the vicinity of the rotation axis A of the first and second cases 82a and 82b. The second case 82b is provided with a pinion shaft hole 82b3 through which the pinion shaft 84c of the pinions 84a and 84b can be inserted in a direction orthogonal to the rotation axis A.

  The pinions 84a and 84b are rotatably attached to the pinion shaft 84c. The side gears 86a and 86b are provided with fitting holes 86a1 and 86b1 into which the drive shaft 74 is fitted. Both the pinions 84a and 84b and the side gears 86a and 86b are bevel gears.

  The differential mechanism 70 is manufactured by assembling the members configured as described above. Specifically, first, the pinions 84a and 84b and the side gears 86a and 86b are arranged in the space 92 inside the second case 82b, and the pinion shaft 84c is inserted into the pinion shaft hole 82b3 and fixed by a plurality of pins 94. To do.

  Next, the ring gear 72 that has finished finishing such as grinding of the tooth tip surface portion 72a is disposed on the opening side of the second case 82b, and the first case 82a is joined thereto. Specifically, the inner peripheral portion 72b of the ring gear 72 is sandwiched between the first case 82a and the second case 82b, and the bolt 90 is tightened while overlapping the bolt holes 72b1, 82a1, 82b1 in the sandwiched state. The ring gear 72 is fixed to the differential case 82 (first and second cases 82a and 82b). Thus, the pinions 84a and 84b and the side gears 86a and 86b are accommodated in the space 92 formed by joining the first case 82a and the second case.

  When this bolt is fastened, a shim 96 is inserted between the first case 82a and the inner peripheral portion 72a of the ring gear 72, and the clearance inside the differential case 82 is adjusted. In this embodiment, the shim 96 is interposed between the first case 82a and the inner peripheral portion 72a, but it may be between the second case 82b and the inner peripheral portion 72a.

  Further, as can be seen from FIG. 2, the first case 82a and the second case 82b have a ring gear 72 on the center side (rotation axis A side) of the surface where the ring gear 72 is inserted and joined. There is a surface that is joined without being inserted, and a gap 100 that faces the space 92 in which the pinions 84a and 84b are accommodated is formed on a joint surface in which the ring gear 72 is not inserted.

  One of the left and right drive shafts 74 is inserted into the drive shaft hole 82a2 of the first case 82a and the fitting hole 86a1 of the side gear 86a, and the other is fitted to the drive shaft hole 82b2 and the side gear 86b of the second case 82b. The drive shaft 74 is fitted to each side gear 86 by being inserted into the joint hole 86b1. The completed differential case 82 is rotatably supported by the M case 80 b via the rolling bearing 102.

  The operation of the differential mechanism 70 configured as described above will be described. First, when the output of the engine E is input to the ring gear 72 via the transmission T, the ring gear 72 rotates about the rotation axis A. The rotation output of the ring gear 72 is transmitted to the pinions 84a and 84b via the differential case 82.

  When the vehicle is traveling straight ahead, the rotational output transmitted to the pinions 84a and 84b is equally transmitted to the left and right side gears 86a and 86b and the drive shaft 74, so the left and right wheels 76 are driven at the same rotational speed. On the other hand, when a resistance difference occurs between the left and right wheels 76, such as when the vehicle travels on a curved or uneven road, the pinions 84a and 84b rotate, and the left and right side gears 86a and 86b and the drive shaft 74 produce a rotational difference. Driven. Since the operation of the differential mechanism 70 is well known, further explanation is omitted.

  Next, the tooth tip surface portion 72a and the inner peripheral portion 72b of the ring gear 72 will be described in more detail.

  Prior to the detailed description of the ring gear 72, the subject of the present invention will be re-explained. As described above, the conventional differential mechanism 170 includes a first case 182a and a second case 182b as shown in FIG. Are joined together to assemble the differential case 182, and the inner peripheral portion of the ring gear 172 outside the assembled differential case 182 (more precisely, the surface of the first case 182 a opposite to the surface joined to the second case 182 b) 172b is configured to be fastened and fixed by a bolt 90. The tooth tip surface portion 172a of the ring gear 172 is formed offset from the inner peripheral portion 172b in the direction of the rotation axis A (specifically, the right side in FIG. 3) for convenience of layout and the like.

  When the tooth tip surface portion 172a of the ring gear 172 is offset as described above, the separation distance D1 from the end portion 172a1 to the inner peripheral portion 172b in the rotation axis A direction of the tooth tip surface portion 172a is increased, and thus the ring gear 172 is rotated. When the load F acts on the end portion 172a1, the bending moment acting on the portion (indicated by reference numeral B1; fulcrum) of the inner peripheral portion 172b that contacts the differential case 182 increases. As a result, the tooth contact of the ring gear 172 deteriorates, and noise and vibration are generated, and there is a possibility that a problem that durability is deteriorated may occur. This invention makes it a subject to eliminate such a malfunction.

  In the case of the conventional differential mechanism 170, the clearance of the differential case 182 is adjusted by inserting a shim 196 inside the differential case 182, more precisely between the differential case 182 and the side gears 86a and 86b. Become.

  Returning to FIG. 2, the tooth tip surface portion 72a and the inner peripheral portion 72b of the ring gear 72 will be described. In this embodiment, the tooth tip surface portion 72a of the ring gear 72 is not offset in the direction of the rotation axis A with respect to the inner peripheral portion 72b. I made it. Specifically, the midpoint (intermediate position) C of the tooth tip surface portion 72a of the ring gear 72 in the direction of the rotation axis A is within a range corresponding to the thickness of the inner peripheral portion 72b in the direction of the rotation axis A (range indicated by reference sign G). The ring gear 72 is sandwiched between the first and second cases 82a and 82b as described above.

  Accordingly, the separation distance D2 from the end 72a1 to the inner peripheral portion 72b in the rotation axis A direction of the tooth tip surface portion 72a is shorter than the separation distance D1 (FIG. 3) when offset (D1>). D2) When the load F is applied to the end portion 72a1, the bending moment acting on the portion B2 (fulcrum) of the inner peripheral portion 72b in contact with the differential case 82 is reduced.

  As described above, in this embodiment, the output of the transmission T (transmission mechanism 10) that can be mounted on the vehicle is input to rotate, and the rotation output of the ring gear is transmitted to the pinions 84a and 84b. In the differential mechanism 70 of the vehicle transmission T, which includes a differential case (differential case) 82 and transmits the rotational output transmitted to the pinion to the wheels 76 via the drive shaft 74, the differential case 82 includes the ring gear 72. It consists of a plurality of cases including at least a first case 82a and a second case 82b that can be divided in the direction of the rotation axis A, and an inner peripheral portion 72b of the ring gear 72 is connected to the first case 82a and the second case 82b. A tooth tip surface portion 7 formed between the ring gear 72 and the outer peripheral side of the ring gear 72. The midpoint C in the rotation axis A of a configured as to be positioned in a range within G corresponding to the thickness of the rotational axis A of the inner peripheral portion 72b.

  As described above, since the tooth tip surface portion 72a of the ring gear 72 is configured not to be offset in the direction of the rotation axis A with respect to the inner peripheral portion 72b, the end portion 72a1 of the tooth tip surface portion 72a in the rotation axis A direction from the inner peripheral portion 72b. Is smaller than that (D1) when the ring gear 72 is rotated, so that the bending moment acting on the portion B2 of the inner peripheral portion 72b contacting the differential case 82 is reduced. Can be made. By reducing this bending moment, the tooth contact of the ring gear 72 can be improved to suppress the generation of noise and vibration (in other words, NV performance can be improved), and the durability can also be improved.

  In addition, since the inner peripheral portion of the ring gear 72 is sandwiched between the first case and the second case, for example, the first and second finishes after finishing such as grinding of the tooth tip surface portion 72a of the ring gear 72 are completed. As a result, the differential mechanism 70 can be assembled so as to be sandwiched between the two cases 82a and 82b. Therefore, it is not necessary to lift the ring gear integrated with the differential case as in the technique described in Patent Document 1, thereby improving the assemblability. Can be made.

  In addition, since the ring gear 72 is configured to be sandwiched between the first and second cases 82a and 82b, the differential mechanism 70 as a whole can be reduced in size and weight. Furthermore, in the prior art, it is configured to increase the weight of the ring gear in order to ensure rigidity against the bending moment acting on the ring gear, but the conventional rigidity is maintained because the bending moment can be reduced as described above. However, the ring gear 72 can be further reduced in weight.

  Further, as shown in FIG. 3, the conventional differential mechanism 170 requires the bolt 110 for fastening and fixing only the first case 182a and the second case 182b, but in this embodiment, Since the ring gear 72 is sandwiched between the first and second cases 82a and 82b, the bolt 110 can be eliminated, the number of parts can be reduced, the weight of the differential mechanism 70 can be further reduced, and the cost can be improved. is there.

  Further, since the shim 96 is interposed between the first case 82a and the inner peripheral portion 72b of the ring gear 72 or between the second case 82b and the inner peripheral portion 72b of the ring gear 72, assembly is performed. The property can be further improved.

  That is, in the prior art, the clearance adjustment is performed by inserting the shim 196 inside the differential case 170, more precisely, between the differential case 182 and the side gears 86a and 86b. Therefore, it is possible to adjust the clearance at one place outside the differential case 82 (more precisely, the portion where the case 82 and the ring gear 72 are in contact), and thus the assemblability of the differential mechanism 70 can be further improved. In addition, since the shim 196 between the differential case 82 and the side gears 86a and 86b can be removed, the degree of freedom of design inside the case can be improved accordingly.

  The first case 82a and the second case 82b are joined to form a space 92 in which the pinions 84a and 84b are to be accommodated, and the joined first case 82a and the second case Since the gap 100 facing the space 92 is formed on the surface of 82b, it becomes possible to store the lubricating oil of the pinions 84a and 84b and the side gears 86a and 86b in the gap 100, in other words, An oil sump portion can be provided at a position facing the space 92 on the surface where the second cases 82a and 82b are joined, so that toughness against wear of the pinions 84a and 84b and the like can be improved.

  In the above description, the transmission mechanism 10 has been described as a twin-clutch type automatic transmission mechanism. However, the twin-clutch type automatic transmission mechanism is not limited to the illustrated configuration, and any configuration may be used. An automatic transmission (AT), a manual transmission (MT), a continuously variable transmission (CVT), or the like may be used.

  Further, unlike a differential mechanism in which a ring gear is cast into a differential case and integrally molded as in the technique described in Patent Document 1, a differential mechanism in which a ring gear and a differential case (first and second cases) are made of different materials is used. Also, the configuration of the present application can be applied.

  Further, although the engine is exemplified as the prime mover mounted on the vehicle, the engine is not limited thereto, and may be a hybrid of the engine and the electric motor, or may be an electric motor.

  T Vehicle transmission (automatic transmission), A (ring gear) rotation shaft, C Midpoint of tooth tip surface in the rotation shaft direction, E engine (motor), E engine (motor), G Rotation shaft of inner peripheral part Range corresponding to the thickness in the direction, 10 speed change mechanism, 70 differential mechanism, 72 ring gear, 72a tooth tip surface portion, 72b inner peripheral part, 74 drive shaft, 76 wheels, 82 differential case (differential case), 82a first case, 82b second case, 84a, 84b pinion, 92 space, 96 shim, 100 gap

Claims (3)

  A ring gear that rotates when an output of a transmission that can be mounted on a vehicle is input, and a differential case that transmits the rotation output of the ring gear to a pinion, and the rotation output transmitted to the pinion is transmitted to a wheel via a drive shaft. In the differential mechanism for a vehicle transmission for transmission, the differential case includes a plurality of cases including at least a first case and a second case that can be divided in a rotation axis direction of the ring gear, and an inner periphery of the ring gear. A portion is sandwiched between the first case and the second case, and the midpoint of the tooth tip surface portion formed on the outer peripheral side of the ring gear in the rotational axis direction is the thickness of the inner peripheral portion in the rotational axis direction. A differential mechanism for a vehicular transmission, wherein the differential mechanism is located within a range corresponding to.   The vehicle transmission according to claim 1, wherein a shim is interposed between the first case and an inner peripheral portion of the ring gear or between the second case and the inner peripheral portion of the ring gear. Differential mechanism.   The first case and the second case are joined to form a space in which the pinion is to be accommodated, and a gap that faces the space is formed on the surfaces of the joined first case and the second case. The differential mechanism for a vehicle transmission according to claim 1, wherein the differential mechanism is formed.

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