JP2016151285A - Vehicular transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular transmission capable of removing iron powder from oil circulating in a transmission case.SOLUTION: A transmission 2 is provided with a partition wall 33 protruding from a partition wall 4B to a lower part of a counter gear 13 and a final gear 16 and extending from below a catch tank 30 along the lower edges of the counter gear 13 and the final gear 16 and extending below the final gear 16. In addition, there is provided the catch tank 30 arranged at the opposite side of the final gear 16 while holding a counter shaft 9 so as to store oil scraped up by the final gear 16. An end part of the catch tank 30 in an extending direction of the partition wall 33 is formed with an oil communication port 25a communicated with a lower oil discharging port 30B, an upper oil reservoir 25A and a lower oil reservoir 25B.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle transmission, and more particularly, to a vehicle transmission having a catch tank that temporarily stores oil.

  In a transmission mounted on a vehicle such as an automobile, oil that lubricates gear meshing portions and the like is stored inside a transmission case. In this transmission, when the amount of oil is large, the agitation resistance of the gear increases. Therefore, the agitation resistance due to the rotation of the gear is reduced by temporarily storing the oil during the rotation of the gear and lowering the oil level. A catch tank is provided to reduce this.

  The transmission also generates iron powder from the meshing portion of the gear, and this iron powder is mixed into the oil and is caught in the meshing portion of the gear, which may damage the gear. Need to be removed.

  Conventionally, as a transmission having a removing means for removing iron powder, a transmission in which a plurality of magnets for adsorbing iron powder contained in oil is installed inside a catch tank is known (for example, Patent Documents). 1).

  One of the magnets is disposed on a side wall in the vicinity of the coil end cooling hole of the catch tank, and this magnet adsorbs iron powder contained in oil immediately before being led out from the coil end cooling hole. Moreover, the other magnet is arrange | positioned at the bottom part of the catch tank, and this magnet adsorb | sucks the iron powder which precipitates on the bottom part of a catch tank.

JP 2005-83491 A

  In such a conventional transmission, since the magnet is provided inside the catch tank, there is a possibility that iron powder contained in oil that cannot be caught by the catch tank cannot be removed.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle transmission capable of removing iron powder from oil circulating in a transmission case. is there.

  The present invention includes a transmission case in which oil is stored, a first rotating shaft having a first gear that is rotatably provided in the transmission case and has a lower portion that is immersed in the oil, and a transmission case. There is a second gear that is rotatably provided and has a lower part that is immersed in oil, a second rotating shaft that extends parallel to the first rotating shaft, and a second rotating shaft that is sandwiched between the second rotating shaft and the inside of the transmission case. And a catch tank that stores oil scooped up by the first gear, and the catch tank has an upper oil introduction port through which oil is introduced and a lower oil that discharges oil. A vehicle transmission having a discharge port, which extends from below the catch tank along the lower edges of the second gear and the first gear, and includes a lower oil reservoir and an upper oil reservoir in the transmission case. Partition A cut wall and a magnet that is installed below the catch tank and adsorbs iron powder. At the end on the catch tank side in the extending direction of the partition wall, there are a lower oil discharge port, an upper oil reservoir, and a lower oil reservoir. An oil communication port is formed to communicate with the magnet, and the magnet is provided at least downstream of the oil flow direction from the position where the oil discharged from the oil communication port and the oil discharged from the lower oil discharge port merge. ing.

Thus, according to the present invention, the partition that extends from below the catch tank along the lower edges of the first gear and the second gear and partitions the inside of the transmission case into the lower oil reservoir and the upper oil reservoir. Has a wall.
Accordingly, the amount of oil immersed in the first gear and the second gear in the upper oil reservoir can be reduced, and the amount of oil stirred by the rotation of the first gear and the second gear can be reduced.

  In addition, an oil communication port communicating with the lower oil discharge port, the upper oil reservoir, and the lower oil reservoir is formed at the end on the catch tank side in the extending direction of the partition wall, and the magnet is discharged from the oil communication port. It is provided downstream in the oil flow direction from the position where the oil and the oil discharged from the lower oil discharge port merge.

  Thereby, the iron powder contained in the oil introduced into the catch tank and the iron powder contained in the oil flowing without passing through the catch tank along the partition wall by the rotation of the second gear are adsorbed to the magnet, Can be removed from the oil. For this reason, the iron powder contained in the oil flowing through the transmission case can be removed.

  Furthermore, since the partition wall extends along the lower edge of the second gear and the first gear from below the catch tank, the rotation of the second gear can smoothly guide oil to the oil communication port along the partition wall. The iron powder can be effectively removed from the oil that cannot be caught in the catch tank.

FIG. 1 is a diagram showing an embodiment of a vehicle transmission according to the present invention, and is a plan view of a front portion of a vehicle. FIG. 2 is a diagram showing an embodiment of a vehicle transmission according to the present invention, and is a schematic diagram in which the transmission is developed. FIG. 3 is a diagram showing an embodiment of the vehicle transmission of the present invention, and is a side view of the transmission as viewed from the light case side. FIG. 4 is a view showing an embodiment of the vehicle transmission of the present invention, and is a side view of the transmission as viewed from the left case side. FIG. 5 is a diagram showing an embodiment of a vehicle transmission according to the present invention, and is a diagram showing the flow of oil inside the transmission case. FIG. 6 is a diagram showing an embodiment of the vehicle transmission of the present invention, and is a configuration diagram of the catch tank and the periphery of the catch tank as viewed from the left case side with the plate member removed. 7 is a view showing an embodiment of the vehicle transmission of the present invention, and is a cross-sectional view taken along the line VII-VII in FIG.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle transmission according to the present invention will be described with reference to the drawings.
FIGS. 1-7 is a figure which shows the transmission for vehicles of one Embodiment which concerns on this invention.
First, the configuration will be described.
In FIG. 1, a vehicle 1 includes a vehicle body 1A, and a transmission 2 is mounted in an engine room 3 in front of the vehicle body 1A in the front-rear direction. 1 to 7, the directions indicated by up, down, right, and left are directions viewed from the driver's seat.

  The transmission 2 includes a right case 4 and a left case 5, and the right case 4 is connected to an engine 6 as an internal combustion engine. In FIG. 2, a clutch mechanism 7 is accommodated in the right case 4, and an input shaft 8 is accommodated in the left case 5.

  The clutch mechanism 7 transmits and cuts power from the crankshaft to the input shaft 8 by connecting and disconnecting a crankshaft (not shown) of the engine 6 and the input shaft 8 via a flywheel (not shown).

  In FIG. 3, the left case 5 accommodates an input shaft 8, counter shafts 9, 10 and a differential device 11, and the input shaft 8, counter shafts 9, 10 and the differential device 11 have rotational axes installed in parallel. Has been.

  In FIG. 1, the right case 4 includes a joint 4A, and the left case 5 includes a joint 5A that is joined to the joint 4A by bolting. The right case 4 has a partition wall 4B (see FIGS. 4 to 6), and the left case 5 is connected to the right case 4 so as to face each other with the partition wall 4B interposed therebetween.

  In FIG. 2, the partition 4 </ b> B partitions the interior of the transmission case 20 into a clutch chamber 22 that houses the clutch mechanism 7, and a transmission chamber 23 that houses the input shaft 8 and the counter shafts 9 and 10. The partition 4B may be provided in the left case 5.

  The input shaft 8 and the counter shaft 9 are rotatably attached to the partition wall 4B and the left case 5. The counter shaft 10 is also rotatably attached to the partition wall 4B and the left case 5.

  2 to 4, the input shaft 8 is provided with a plurality of input gears 12 in the axial direction of the input shaft 8. 3 and 4, the counter shaft 9 is installed below the input shaft 8. The counter shaft 9 is provided with a plurality of counter gears 13 in the axial direction of the counter shaft 9, and the counter gear 13 meshes with the input gear 12.

  The counter shaft 10 is installed above the input shaft 8. The counter shaft 10 is provided with a plurality of counter gears 14 in the axial direction of the counter shaft 10, and the counter gear 14 meshes with the input gear 12.

  The input gear 12 and the counter gears 13 and 14 are provided in a number corresponding to the shift speed (for example, 5 if the shift speed is 5), and the input gear 12 and the counter gear 13 corresponding to the shift speed are provided. , 14 are engaged, and the power is transmitted from the input gear 12 to the counter gear 13 or the counter gear 14 of a predetermined gear stage, so that the rotational speed of the input shaft 8 is changed to a rotational speed corresponding to the predetermined gear stage. It is transmitted to the shaft 10.

  In FIG. 2, the differential device 11 includes a differential gear case 15 and a final gear 16 attached to the differential gear case 15, and the final gear 16 meshes with a final drive gear 9 </ b> F provided on the counter shaft 9. The counter shaft 10 is also provided with a final drive gear (not shown), and this final drive gear meshes with the final gear.

  Inside the differential gear case 15 is a pair of gears that mesh with a pinion shaft 17 that rotates integrally with the differential gear case 15, a pair of pinion gears 18A and 18B that are rotatably supported at the front and rear ends of the pinion shaft 17, and a pinion gear 18A and 18B. Side gears 19A and 19B.

  One end portions of the drive shafts 21L and 21R are inserted at both ends in the vehicle width direction along the rotational axis of the differential gear case 15, and one end portions of the drive shafts 21L and 21R are fitted to the side gears 19A and 19B. .

  The rotating shaft of the differential device 11 is composed of drive shafts 21L and 21R. The drive shafts 21L and 21R constitute the first rotating shaft of the present invention, and the final gear 16 is the first of the present invention. Configure the gear. The counter shaft 9 constitutes the second rotating shaft of the present invention, and the counter gear 13 constitutes the second gear of the present invention.

  The drive shafts 21L and 21R are connected to the left and right drive wheels 24L and 24R, respectively (see FIG. 1). The pinion shaft 17 is attached to the differential gear case 15 so that its axial direction is perpendicular to the rotational axis of the differential gear case 15.

  The pair of pinion gears 18 </ b> A and 18 </ b> B revolves around the rotational axis of the differential gear case 15 and rotates around the axis of the pinion shaft 17 when the differential gear case 15 rotates.

  Further, the pair of side gears 19A and 19B are arranged coaxially with the rotation axis of the differential gear case 15 and opposed to the inside of the differential gear case 15, and along the rotation axis, the drive shafts 21L and 21R It has a plurality of spline teeth for spline joining one end.

  In the differential device 11 configured as described above, when the vehicle 1 travels straight on a flat road, the differential gear case 15 rotates when power is transmitted from the final drive gear 9F to the final gear 16.

  At this time, since the rolling distances of the left and right drive wheels 24L, 24R are equal, the pair of side gears 19A, 19B rotate at the same rotational speed, and the pinion gears 18A, 18B sandwiched between the side gears 19A, 19B rotate. First, the differential gear case 15, the pinion gears 18A and 18B, and the side gears 19A and 19B revolve together.

  When the vehicle 1 makes a curve, the rolling distance of one of the drive wheels 24L and 24R outside the curve is longer than the other of the drive wheels 24L and 24R inside the curve, so one of the side gears 19A and 19B outside the curve is It rotates faster than the other of the side gears 19A and 19B inside the curve.

  At this time, one of the side gears 19A, 19B outside the curve rotates faster than the differential gear case 15, and the other of the side gears 19A, 19B inside the curve rotates slower than the differential gear case 15.

  Accordingly, the pinion gears 18A and 18B sandwiched between the pair of side gears 19A and 19B not only revolve but also rotate, and the power from the differential gear case 15 is applied to the left and right side gears 19A and 19B rotating at different speeds. I can tell you.

  4 and 7, oil O is stored in the bottom of the right case 4 and the left case 5 that are the bottom of the transmission case 20. 4 and 7, the liquid level of the oil O is indicated by a broken line.

  Lower portions of the counter gear 13 and the final gear 16 of the present embodiment are immersed in the oil O. In other words, the oil O is stored at the bottom of the transmission case 20 by an amount that immerses the lower portions of the counter gear 13 and the final gear 16. Here, the state in which the lower portions of the counter gear 13 and the final gear 16 are immersed in the oil O only needs to be realized at least when the engine 6 is in an operation stop state, and may be realized both when the engine 6 is stopped and during operation. Good.

  3 to 5, a catch tank 30 is provided in the right case 4 and the left case 5, and the catch tank 30 is installed on the opposite side of the counter shaft 9 with respect to the input shaft 8. The catch tank 30 is attached to the partition wall 4B and a plurality of bolts 35 (see FIG. 3) to the partition wall 4B, and a U-shaped plate member 31 that forms a space 32 (see FIG. 2) between the partition wall 4B. The catch tank 30 stores the oil scraped up by the final gear 16.

  The catch tank 30 has an upper oil inlet 30A through which oil is introduced and a lower oil outlet 30B (see FIGS. 3 and 4) through which oil is discharged, and extends in the vertical direction along the partition wall 4B. That is, the plate member 31 extends in the vertical direction along the partition wall 4 </ b> B, and the region of the partition wall 4 </ b> B extending in the vertical direction facing the plate member 31 also forms the catch tank 30.

  2 to 7, a partition wall 33 is provided below the right case 4 and the left case 5, and the partition wall 33 is provided on the partition wall 33 </ b> A and the left case 5 provided on the right case 4. The partition wall 33B is provided. Here, the right case 4 and the left case 5 of the present embodiment constitute the transmission case 20 of the present invention.

  The partition wall 33A protrudes below the counter gear 13 and the final gear 16 from the partition wall 4B, and the partition wall 33B extends from the peripheral wall 5B (see FIGS. 1 and 3) of the left case 5 facing the partition wall 4B. Projecting downward, and its projecting end is in contact with the projecting end of the partition wall 33A (see FIG. 7).

  3 to 5, the partition wall 33 extends from below the catch tank 30 along the lower edges of the counter gear 13 </ b> A and the final gear 16 to the bottom of the final gear 16. The wall 33 is divided into an upper oil reservoir 25A and a lower oil reservoir 25B.

  In FIG. 2, the final gear 16 is provided at the end of the counter shaft 9 on the clutch mechanism 7 side and faces the catch tank 30 in the front-rear direction of the vehicle 1. Therefore, the oil scraped up by the final gear 16 is introduced into the catch tank 30 from the upper oil inlet 30A.

  3 to 5, the lower oil reservoir 25 </ b> B is installed below the lower oil discharge port 30 </ b> B of the catch tank 30. The lower oil reservoir 25B is a space partitioned from the transmission chamber 23 where the counter gear 13 and the final gear 16 are installed below the partition wall 33.

  4 and 6, an oil communication port 25a is formed at an end portion on the catch tank 30 side in the extending direction of the partition wall 33A. The oil communication port 25a includes the lower oil discharge port 30B and the upper oil reservoir 25A. Communicating with

An oil supply port 25b is formed at the end opposite to the end on the catch tank 30 side in the extending direction of the partition wall 33A. The oil supply port 25b opens toward the final gear 16 and is a lower oil reservoir. Oil is supplied to the final gear 16 from the section 25B.
Therefore, the oil communication port 25a of the present embodiment communicates with the lower oil discharge port 30B, the upper oil reservoir 25A, and the lower oil reservoir 25B.

  In FIG. 2, the countershaft 9 is provided with a meshing clutch 34. The meshing clutch 34 moves in the axial direction of the counter shaft 9 to connect the input gear 12 and the counter gear 13 constituting the gear stage, and rotates from the input shaft 8 to the counter shaft 9 according to the gear stage. Transmit power with numbers.

  In FIG. 2, only one of the meshing clutches 34 is shown. The input gear 12A constituting the first speed and the input gear 12B constituting the second speed are fixed to the input shaft 8, and the counter gear 13A constituting the first speed and the counter gear 13B constituting the second speed are The counter shaft 10 is rotatable relative to the counter shaft 10.

  The meshing clutch 34 is provided between the counter gear 13A and the counter gear 13B. When the first gear is established, the meshing clutch 34 moves to one of the axial directions of the counter shaft 10 (in the direction approaching the clutch mechanism 7), and the counter gear 13A and the counter shaft 9 are spline-fitted. As a result, power is transmitted from the input shaft 8 to the counter shaft 9 via the input gear 12A and the counter gear 13A.

  Further, when the second gear is established, the meshing clutch 34 moves to the other axial direction of the counter shaft 10 (a direction away from the clutch mechanism 7), and the counter gear 13A and the counter shaft 9 are spline-fitted. Let As a result, power is transmitted from the input shaft 8 to the counter shaft 9 via the input gear 12B and the counter gear 13B.

  Note that the countershaft 10 is also provided with a meshing clutch (not shown). The meshing clutch moves in the axial direction of the countershaft 10 to connect the input gear 12 and the counter gear 14 constituting the shift stage. Thus, power is transmitted from the input shaft 8 to the counter shaft 10 at a rotational speed corresponding to the gear position.

  3 to 5, the ceiling wall 4C of the right case 4 and the ceiling wall 5C of the left case 5 are composed of inclined portions 4a and 5a and curved portions 4b and 5b. The inclined portions 4a and 5a are inclined obliquely upward from the final gear 16 toward the counter shaft 10, and the curved portions 4b and 5b extend across the input shaft 8 from the inclined portions 4a and 5a. It is curved to face the upper oil inlet 30A.

  An extension portion 31 a extending downward from the lower portion of the plate member 31 is formed at the lower portion of the plate member 31. A magnet 36 for adsorbing iron powder is attached to the extending portion 31 a, and the magnet 36 is installed below the catch tank 30.

  Further, the magnet 36 of the present embodiment is provided downstream in the oil flow direction from the position where the oil discharged from the oil communication port 25a and the oil discharged from the lower oil discharge port 30B merge.

  That is, when the counter gear 13 of the present embodiment rotates in the clockwise direction when the vehicle 1 moves forward, the oil stored in the upper oil reservoir 25A flows along the partition wall 33 toward the oil communication port 25a. Therefore, the oil is discharged from the oil communication port 25a by the rotation of the counter gear 13.

  Further, the lower oil discharge port 30 </ b> B of the present embodiment is provided above the magnet 36, and the oil communication port 25 a is provided above the magnet 36. Accordingly, the oil discharged from the lower oil discharge port 30B and the oil communication port 25a is guided to the magnet 36 by the weight of the oil.

  In FIG. 3, collision walls 37A to 37C are formed below the partition wall 33B along the oil flowing direction. A gap 38 is formed between the vehicle width direction ends of the collision walls 37 </ b> A to 37 </ b> C and the partition wall 4 </ b> B of the light case 4, and oil flows through the gap 38 in the lower oil reservoir 25 </ b> B.

  An oil storage portion 39 is formed downstream of the lower oil discharge port 30B in the oil flow direction and downstream of the oil communication port 25a in the oil flow direction. A magnet 36 is installed in the oil storage portion 39. Has been.

  The oil accommodating portion 39 is surrounded by the collision wall 37A, a portion of the partition wall 33 upstream of the collision wall 37A in the oil flowing direction (hereinafter simply referred to as the upstream portion 33a), the partition wall 4B, and the bottom wall 5D of the left case 5. The oil storage portion 39 stores oil discharged from the lower oil discharge port 30B and the oil communication port 25a. 5 and 6, the collision wall 37A formed in the left case 5 is indicated by a virtual line.

  2 and 3, an oil passage 41 is formed in the left case 5, and the oil passage 41 includes a side wall 31 b of a plate member 31 that is a side wall of the catch tank 30 and a left case 5 that faces the side wall 31 b. It is formed between the peripheral wall 5E.

  The oil passage 41 communicates with the upper oil inlet 30A on the upstream side in the oil flow direction, and communicates with the lower oil reservoir 25B above the magnet 36 on the downstream side in the oil flow direction.

Next, the operation will be described.
3, 5, and 6, arrows O <b> 1 to O <b> 4 indicate the flow of oil.

  When the vehicle 1 moves forward, the rotation of the crankshaft of the engine 6 is transmitted to the input shaft 8 via the clutch mechanism 7, and when the input shaft 8 rotates in the counterclockwise direction R1 as shown in FIG. The counter shafts 9 and 10 are rotated in the clockwise direction R2 through the counter gears 13 and 14.

  At this time, power is transmitted from the final drive gear 9F to the final gear 16 and the differential gear case 15 rotates in the counterclockwise rotation direction R1, whereby the drive shafts 21L and 21R rotate in the counterclockwise rotation direction R1 and the vehicle 1 Advance.

  Since the lower portion of the final gear 16 is immersed in the oil O, the rotation of the final gear 16 causes the oil O to be lifted upward as indicated by the oil O1, and this oil O1 is applied to the ceiling walls of the right case 4 and the left case 5. Move forward through 4C and 5C.

  According to the transmission 2 of the present embodiment, the final gear protrudes from the partition wall 4B below the counter gear 13 and the final gear 16, and from below the catch tank 30 along the lower edges of the counter gear 13 and the final gear 16. A partition wall 33 extending below 16 is provided.

  As a result, the amount of oil immersed in the counter gear 13 and the final gear 16 in the upper oil reservoir 25A can be reduced, and the amount of oil stirred by the rotation of the counter gear 13 and the final gear 16 can be reduced.

  Further, according to the transmission 2 of the present embodiment, the catch tank 30 that is installed on the opposite side of the final gear 16 across the counter shaft 9 and stores the oil scooped up by the final gear 16 is provided.

  In addition to this, the ceiling walls 4C, 5C of the right case 4 and the left case 5 are inclined portions 4a, 5a inclined obliquely upward from the final gear 16 toward the counter shaft 10, and the input shafts from the inclined portions 4a, 5a. 8, and curved portions 4 b and 5 b that are curved to face the upper oil inlet 30 </ b> A of the catch tank 30.

  As a result, the oil O1 scraped upward by the final gear 16 can be reliably guided to the catch tank 30 along the inclined portions 4a, 5a and the curved portions 4b, 5b and stored in the catch tank 30.

Therefore, the amount of oil immersed in the counter gear 13 and the final gear 16 in the upper oil reservoir 25A can be further reduced, and the amount of oil stirred by the rotation of the counter gear 13 and the final gear 16 can be further reduced.
In addition, the rotation of the counter gear 13 causes the oil O2 to flow along the partition wall 33 toward the catch tank 30.

  On the other hand, the oil circulating in the transmission case 20 is mixed with iron powder generated by friction caused by the meshing portions of the input gear 12 and the counter gear 13, the meshing portions of the final drive gear 9F and the final gear 16, and the like. If this iron powder is caught in the meshing portion of each gear, each gear may be damaged, and it is necessary to remove this iron powder from the oil.

  According to the transmission 2 of the present embodiment, the oil communication that communicates with the lower oil discharge port 30B, the upper oil reservoir 25A, and the lower oil reservoir 25B at the end on the catch tank 30 side in the extending direction of the partition wall 33. The opening 25a is formed, and the magnet 36 is provided downstream in the oil flow direction from the position where the oil discharged from the oil communication port 25a and the oil discharged from the lower oil discharge port 30B merge.

  Thereby, the iron powder contained in the oil O1 introduced into the catch tank 30 and the oil O2 flowing along the partition wall 33 along the partition wall 33 without passing through the catch tank 30 due to the rotation of the counter gear 13 are included. Iron powder can be adsorbed to the magnet 36 and removed from the oil. For this reason, the iron powder contained in the oil flowing inside the transmission case 20 can be removed.

  Further, since the partition wall 33 extends from below the catch tank 30 along the lower edges of the counter gear 13 and the final gear 16, the oil is smoothly guided along the partition wall 33 to the oil communication port 25a by the rotation of the counter gear 13. The iron powder can be effectively removed from the oil that cannot be caught in the catch tank 30.

  Further, according to the transmission 2 of the present embodiment, the counter gear 13 causes the oil stored in the upper oil reservoir 25A by the rotation of the counter gear 13 to flow along the partition wall 33 toward the oil communication port 25a. The lower oil discharge port 30B of the catch tank 30 is provided above the magnet 36, and the oil communication port 25a is provided above the magnet 36.

  Thereby, the oil O3 discharged from the lower oil discharge port 30B of the catch tank 30 can be reliably guided to the magnet 36 and the iron powder can be adsorbed to the magnet 36. Further, by rotating the counter gear 13, the oil flowing toward the oil communication port 25 a along the partition wall 33 can be reliably guided to the magnet 36 and the iron powder can be adsorbed to the magnet 36.

  Further, according to the transmission 2 of the present embodiment, the lower oil discharge port 30B and the oil communication are provided downstream of the lower oil discharge port 30B in the oil flow direction and downstream of the oil communication port 25a in the oil flow direction. An oil storage part 39 for storing oil O3 discharged from the opening 25a is provided, and a magnet 36 is installed in the oil storage part 39.

  Thereby, since oil can be accommodated in the oil accommodating part 39, it can prevent that the flow velocity of oil becomes fast and can remove iron powder from oil O3 more effectively.

  Further, according to the transmission 2 of the present embodiment, the oil passage 41 through which the oil O4 flows is formed between the side wall 31b of the plate member 31 of the catch tank 30 and the peripheral wall 5E of the left case 5 facing the side wall 31b. The upstream side of the oil passage 41 in the direction of oil flow communicates with the upper oil inlet 30A, and the downstream side of the oil passage 41 in the direction of oil flow communicates with the lower oil reservoir 25B.

  Thereby, the oil overflowing from the catch tank 30 can be guided from the upper oil inlet 30A to the lower oil reservoir 25B, and iron powder can be removed from the oil O4. For this reason, iron powder can be reliably removed from the oil flowing inside the transmission case 20.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Transmission, 5C ... Ceiling wall, 5E ... Perimeter wall, 9 ... Counter shaft (second rotating shaft), 12 ... Input gear (second Gear), 16 ... final gear (first gear), 20 ... transmission case, 21L, 21R ... drive shaft (first rotating shaft), 25A ... upper oil reservoir, 25B ... Lower oil reservoir, 25a ... Oil communication port, 30 ... Catch tank, 30A ... Upper oil inlet, 30B ... Lower oil outlet, 33 ... Partition wall, 36. ..Magnet, 39 ... oil storage, 41 ... oil passage

Claims (4)

A transmission case in which oil is stored;
A first rotating shaft having a first gear rotatably provided inside the transmission case and having a lower part immersed in oil;
A second rotating shaft that is rotatably provided inside the transmission case and has a second gear whose lower part is immersed in oil, and extends parallel to the first rotating shaft;
A catch tank that is installed on the opposite side of the first rotating shaft across the second rotating shaft inside the transmission case and stores oil scooped up by the first gear;
The catch tank is a vehicle transmission having an upper oil introduction port through which oil is introduced and a lower oil discharge port through which oil is discharged,
A partition wall extending from below the catch tank along the lower edge of the second gear and the first gear, and partitioning the inside of the transmission case into a lower oil reservoir and an upper oil reservoir,
A magnet installed on the lower side of the catch tank and adsorbing iron powder;
An oil communication port communicating with the lower oil discharge port, the upper oil reservoir portion and the lower oil reservoir portion is formed at the end on the catch tank side in the extending direction of the partition wall,
A transmission for a vehicle, wherein the magnet is provided at least downstream in the oil flow direction from a position where oil discharged from the oil communication port and oil discharged from the lower oil discharge port merge. The second gear causes the oil stored in the upper oil reservoir portion by the rotation of the second gear to flow along the partition wall toward the oil communication port,
The lower oil discharge port of the catch tank is provided above the magnet;
The vehicle transmission according to claim 1, wherein the oil communication port is provided above the magnet. An oil storage portion that stores oil discharged from the lower oil discharge port and the oil communication port downstream of the lower oil discharge port in the direction of oil flow and downstream of the oil communication port in the direction of oil flow. Provided,
The vehicle transmission according to claim 1 or 2, wherein the magnet is installed in the oil storage portion. Forming an oil passage through which oil flows between a side wall of the catch tank and a peripheral wall of the transmission case facing the side wall of the catch tank;
4. An oil flow direction upstream side of the oil passage communicates with the oil introduction port, and an oil flow direction downstream side of the oil passage communicates with the lower oil reservoir. The vehicle transmission according to any one of the above.

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