JP2017180504A - Lubrication structure for speed change gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lubrication structure for speed change gear capable of sufficiently reducing agitation resistance of oil.SOLUTION: In a speed change gear 1, a clutch 13 for odd-numbered stage is provided with a cover member 60, which covers the clutch 13 for odd-numbered stage at least from below. The cover member 60 has a cylindrical cylinder part 61 which radially faces the clutch 13 for odd-numbered stage, and a flat plate-like plate part 62 which axially faces the clutch 13 for odd-numbered stage. The plate part 62 is arranged between an oil reservoir part 40A and the clutch 13 for odd-numbered stage, and partitions off the oil reservoir part 40A and the clutch 13 for odd-numbered stage. The oil reservoir part 40A is formed of a partition wall part 44 and the plate part 62.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a lubricating structure for a transmission having a wet multi-plate clutch.

  A transmission mounted on a vehicle such as an automobile has a transmission mechanism such as a rotating shaft and gears housed in a transmission case, and the transmission mechanism scoops up oil stored in the bottom of the transmission case to control each part. Lubricated.

  Conventionally, what was described in patent document 1 is known as this kind of transmission. In the transmission described in Patent Document 1, a transmission mechanism including a plurality of wet multi-plate clutches is covered from below by a baffle plate. In this transmission, an oil reservoir is formed below the baffle plate, and the amount of oil stirred by the transmission mechanism is limited by the baffle plate, thereby reducing oil agitation resistance.

Japanese Patent No. 4509636

  However, in a conventional transmission, when a plurality of wet multi-plate clutches are arranged apart from each other, or when a synchronization mechanism or a shift fork is arranged at a position where it interferes with the baffle plate, only the baffle plate is used for the entire transmission mechanism. It is difficult to cover from below. For this reason, a lot of oil flows from the oil reservoir to the transmission mechanism side. Therefore, the conventional transmission cannot sufficiently limit the amount of oil stirred by the speed change mechanism, and there is a possibility that the oil stirring resistance cannot be sufficiently reduced.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide a lubricating structure for a transmission that can sufficiently reduce oil agitation resistance.

  The present invention includes a transmission mechanism and a transmission case that houses the transmission mechanism, and the transmission mechanism includes an input shaft connected to a drive source, a counter shaft disposed in parallel with the input shaft, A wet multi-plate clutch installed on the counter shaft and transmitting or shutting off the power of the input shaft to the counter shaft, and rotates in the opposite direction to the counter shaft, and on one side of the transmission case when the vehicle moves forward And a final gear that scoops up oil along the countershaft, wherein the countershaft is disposed adjacent to the final gear in the horizontal direction and has a lubricating structure, and is provided at the bottom of the transmission case. A storage part, a partition part extending from the bottom surface of the transmission case and partitioning between the oil storage part and the counter shaft, and a cover member covering at least the wet multi-plate clutch from below. For example, the cover member includes a partition portion for partitioning between the wet multiple disk clutch and said oil reservoir portion, and forming the oil reservoir and the partition wall portion by said partition portion.

  As described above, according to the present invention, since the oil storage portion is formed by the partition wall portion of the transmission case and the cover member that covers the periphery of the wet multi-plate clutch, the oil in the oil storage portion is supplied to the wet multi-plate. Stirring of the speed change mechanism such as a clutch can be prevented, and oil stir resistance due to the speed change mechanism can be reduced. As a result, the oil stirring resistance can be sufficiently reduced.

FIG. 1 is a diagram showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a side view of the transmission. FIG. 2 is a diagram showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a cross-sectional view taken along the line II-II of the transmission of FIG. FIG. 3 is a view showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a perspective view of an odd-numbered clutch and a cover member. 4 is a diagram showing an embodiment of a lubrication structure for a transmission according to the present invention, and is a cross-sectional view taken along the line IV-IV of the transmission of FIG. FIG. 5 is a view showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a top view of a cover member. FIG. 6 is a view showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a side view of a cover member. FIG. 7 is a view showing an embodiment of a lubricating structure for a transmission according to the present invention, and is a front view of a cover member.

  Hereinafter, embodiments of a transmission according to the present invention will be described with reference to the drawings.

  1-7 is a figure which shows the transmission of one Embodiment which concerns on this invention. 1 to 7, the left and right front-rear direction represents the left and right front-rear direction of the vehicle as viewed from the driver's seat.

  First, the configuration will be described.

  1 and 2, a transmission 1 mounted on a vehicle such as an automobile is configured as a dual clutch transmission, and has seven forward speeds and one reverse speed.

  The transmission 1 includes a transmission mechanism 3 and a transmission case 40 that houses the transmission mechanism 3. The transmission mechanism 3 includes an input shaft 5, an odd-numbered counter shaft 6, an even-numbered counter shaft 7, a driven shaft 8, and a reduction shaft 9.

  The input shaft 5 is connected to a crankshaft of an engine (not shown) via a torque converter (not shown). The odd-numbered counter shaft 6 is installed in parallel with the input shaft 5. The even-numbered counter shaft 7 is installed in parallel to the odd-numbered counter shaft 6.

  The driven shaft 8 is installed in parallel with the odd-numbered counter shaft 6 and the even-numbered counter shaft 7. The even-numbered counter shaft 7 is disposed adjacent to the final driven gear 37 in the horizontal direction and upward. The reduction shaft 9 is installed in parallel with the odd-numbered counter shaft 6 and the even-numbered counter shaft 7 and transmits power to the differential device 10.

  The input shaft 5 is rotatably supported by the transmission case 40 of the transmission 1. A driving gear 11 is fixed to the input shaft 5, and the driving gear 11 is always meshed with an odd-numbered driven gear 12 of the odd-numbered counter shaft 6 and an even-numbered driven gear 21 of the even-numbered counter shaft 7.

  The odd-stage driven gear 12 is attached to the odd-stage clutch 13. The odd-numbered clutch 13 is a wet multi-plate clutch. The odd-numbered stage clutch 13 is installed on the odd-numbered stage counter shaft 6, and the odd-numbered stage clutch 13 allows the odd-numbered driven gear 12 to be connected to or disconnected from the odd-numbered stage countershaft 6 depending on whether or not hydraulic pressure is supplied. .

  Thus, when hydraulic pressure is introduced into the odd-numbered clutch 13, the odd-numbered driven gear 12 is connected to the odd-numbered counter shaft 6, and the power of the input shaft 5 is used for the drive gear 11, the odd-numbered driven gear 12, and the odd-numbered gear. It is transmitted to the odd-numbered counter shaft 6 via the clutch 13.

  On the other hand, when the hydraulic pressure is released from the odd-numbered clutch 13, the odd-numbered driven gear 12 is released from the odd-numbered counter shaft 6, and the power of the input shaft 5 is not transmitted to the odd-numbered counter shaft 6. That is, the power of the input shaft 5 is cut off.

  The odd-numbered counter shaft 6 has a first-speed driving gear 14, a third-speed driving gear 15, a fifth-speed driving gear 16 and a seventh-speed driving gear 17 as an odd-numbered odd-numbered driving gear train 20A in the gear ratio order. The high-speed drive gear 14, the third-speed drive gear 15, the fifth-speed drive gear 16 and the seventh-speed drive gear 17 are rotatable relative to the odd-numbered counter shaft 6.

  The odd-numbered counter shaft 6 and the odd-numbered clutch 13 are rotatably supported by the transmission case 40 by bearing portions 29A and 29B. The odd-numbered counter shaft 6 and the odd-numbered clutch 13 rotate in the direction of the arrow R0 in FIG.

  The odd-numbered counter shaft 6 is provided with a 1st-3rd shift sleeve 18 and a 5th-7th shift sleeve 19. The 1st-3rd shift sleeve 18 and the 5th-7th shift sleeve 19 are attached to the odd-numbered counter shaft 6 so as to be movable in the axial direction of the odd-numbered countershaft 6 and to rotate integrally in the rotational direction. It has been.

  The 1st to 3rd shift sleeve 18 and the 5th to 7th shift sleeve 19 are shift maps set in a controller (not shown) when a shift lever (not shown) operated by the driver is shifted to the drive range. Is driven by hydraulic pressure supplied from an oil pump (not shown) that has received an instruction from the controller.

  The first-speed to third-speed shift sleeve 18 is moved from the neutral position to the first-speed drive gear 14 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be the first speed based on the shift map. Moving. As a result, the odd-numbered counter shaft 6 and the first-speed drive gear 14 are connected.

  The first-speed / third-speed shift sleeve 18 is moved from the neutral position to the third-speed drive gear 15 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be the third speed based on the shift map. Moving. As a result, the odd-numbered counter shaft 6 and the third speed drive gear 15 are connected.

  When the shift speed 19 for the 5th to 7th gears is determined to be the 5th speed stage based on the shift map, the hydraulic pressure supplied from the oil pump moves the neutral position to the 5th speed drive gear 16 side in FIG. Moving. As a result, the odd-numbered counter shaft 6 and the fifth speed drive gear 16 are connected.

  The shift sleeve 19 for the 5th to 7th gears is moved from the neutral position to the 7th speed drive gear 17 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be the 7th speed based on the shift map. Moving. As a result, the odd-numbered counter shaft 6 and the seventh speed drive gear 17 are connected.

  When the 1st-3rd shift sleeve 18 and the 5th-7th shift sleeve 19 are moved to the neutral position, the odd-numbered counter shaft 6 is connected to the 1st speed drive gear 14, 3rd speed drive gear 15, 5th speed drive gear. It is not connected to any of the 16th and 7th speed drive gears 17.

  Accordingly, power is not transmitted between the odd-numbered counter shaft 6 and the first speed drive gear 14, the third speed drive gear 15, the fifth speed drive gear 16, and the seventh speed drive gear 17.

  The odd-numbered counter shaft 6, the odd-numbered driven gear 12, the odd-numbered clutch 13, the first-speed driving gear 14, the third-speed driving gear 15, the fifth-speed driving gear 16, the seventh-speed driving gear 17, and the first-speed-3. The speed shift sleeve 18 and the fifth speed-7th speed shift sleeve 19 constitute an odd-stage transmission mechanism 20.

  The even-stage driven gear 21 is provided in the even-stage clutch 22. The even-stage clutch 22 is a wet multi-plate clutch. The even-numbered stage clutch 22 allows the even-numbered driven gear 21 to be connected to or released from the even-numbered counter shaft 7 depending on whether or not hydraulic pressure is supplied.

  Thus, when the hydraulic pressure is introduced into the even-numbered clutch 22, the even-numbered driven gear 21 is connected to the even-numbered counter shaft 7, and the power of the input shaft 5 is used for the drive gear 11, the even-numbered driven gear 21 and the even-numbered gear. It is transmitted to the even-numbered counter shaft 7 via the clutch 22.

  On the other hand, when the hydraulic pressure is released from the even-stage clutch 22, the even-stage driven gear 21 is released from the even-stage counter shaft 7, and the power of the input shaft 5 is not transmitted to the even-stage counter shaft 7. That is, the power of the input shaft 5 is cut off.

  The even-numbered counter shaft 7 includes a second-speed driving gear 23, a fourth-speed driving gear 24, a sixth-speed driving gear 25, and a reverse-speed driving gear 26 as an even-numbered even-numbered driving gear train 30A in the gear ratio order. The high speed drive gear 23, the fourth speed drive gear 24, the sixth speed drive gear 25 and the reverse speed drive gear 26 are rotatable relative to the even-numbered counter shaft 7.

  The even-numbered counter shaft 7 and the even-numbered clutch 22 are rotatably supported by the transmission case 40 by bearings 29C and 29D. The even-numbered counter shaft 7 and the even-numbered clutch 22 rotate in the direction of the arrow R0 in FIG.

  The even-numbered counter shaft 7 is provided with a shift sleeve 27 for second speed-reverse speed and a shift sleeve 28 for fourth speed-6 speed. The second speed-reverse speed shift sleeve 27 and the fourth speed-6 speed shift sleeve 28 are movable on the even-numbered counter shaft 7 so as to be movable in the axial direction of the even-numbered counter shaft 7 and rotate integrally therewith. It has been.

  The second speed-reverse speed shift sleeve 27 and the fourth speed-6 speed shift sleeve 28 are instructed by the controller based on the position of the shift lever or the shift map when the shift lever is shifted to the reverse range or the drive range. It is driven by the hydraulic pressure supplied from the received oil pump.

  When the shift lever is shifted to the reverse range and the gear position is determined to be the reverse speed, the second speed-reverse speed shift sleeve 27 is moved from the neutral position by the hydraulic pressure supplied from the oil pump in FIG. Move to the 26th side. As a result, the even-numbered counter shaft 7 and the reverse drive gear 26 are connected.

  The second speed-reverse speed shift sleeve 27 is moved from the neutral position to the second speed drive gear 23 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be the second speed based on the shift map. Moving. As a result, the even-numbered counter shaft 7 and the second-speed drive gear 23 are connected.

  The shift sleeve 28 for the 4th to 6th speeds is moved from the neutral position to the 4th speed drive gear 24 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be the 4th speed based on the shift map. Moving. As a result, the even-numbered counter shaft 7 and the fourth speed drive gear 24 are connected.

  The shift gear 28 for 4th-6th shifts from the neutral position to the 6th speed drive gear 25 side in FIG. 2 by the hydraulic pressure supplied from the oil pump when the shift speed is determined to be 6th speed based on the shift map. Moving. As a result, the even-numbered counter shaft 7 and the sixth speed drive gear 25 are connected.

  When the second speed-reverse speed shift sleeve 27 and the fourth speed-6 speed shift sleeve 28 are moved to the neutral position, the even-numbered counter shaft 7 is connected to the second speed drive gear 23, the fourth speed drive gear 24, and the sixth speed drive gear. 25 and the reverse speed drive gear 26 are not connected. As a result, power is not transmitted between the even-numbered counter shaft 7 and the second speed drive gear 23, the fourth speed drive gear 24, the sixth speed drive gear 25, and the reverse speed drive gear 26.

  The even-numbered counter shaft 7, the even-numbered driven gear 21, the even-numbered clutch 22, the second-speed drive gear 23, the fourth-speed drive gear 24, the sixth-speed drive gear 25, the reverse-speed drive gear 26, and the second-speed-reverse. The speed shift sleeve 27 and the 4th-6th speed shift sleeve 28 constitute an even speed change mechanism 30.

  The driven shaft 8 includes a first speed driven gear 31, a second speed-3 speed driven gear 32, a fourth speed-5 speed driven gear 33, and a sixth speed-7 speed driven gear 34 that constitute a driven gear train 39. 8 is rotatably supported by the transmission case 40 by bearings 29E and 29F.

  The 2nd-3rd driven gear 32 meshes with the 3rd-speed drive gear 15 and the 2nd-speed drive gear 23, and the 2nd-3rd driven gear 32 receives power from the 3rd-speed drive gear 15 or the 2nd-speed drive gear 23. Communicated.

  The 4-speed-5-speed driven gear 33 meshes with the 5-speed drive gear 16 and the 4-speed drive gear 24, and the 4-speed-5-speed driven gear 33 receives power from the 5-speed drive gear 16 or the 4-speed drive gear 24. Communicated.

  The 6-speed-7-speed driven gear 34 meshes with the 7-speed drive gear 17 and the 6-speed drive gear 25, and the 6-speed-7-speed driven gear 34 receives power from the 7-speed drive gear 17 or the 6-speed drive gear 25. Communicated.

  The reduction shaft 9 has an output gear 35 at one end and a final drive gear 35A at the other end, and is rotatably supported by the transmission case 40 via a bearing portion (not shown). The output gear 35 meshes with the first speed driven gear 31 and the reverse speed drive gear 26, and power is transmitted to the output gear 35 from the first speed driven gear 31 or the reverse speed drive gear 26.

  The final drive gear 35 </ b> A meshes with the final driven gear 37 of the differential device 10. Thus, power is transmitted from the reduction shaft 9 to the differential device 10 via the final drive gear 35A and the final driven gear 37, and to the left and right drive wheels (not shown) via drive shafts (not shown) connected to the left and right sides of the differential device 10, respectively. Power is transmitted. The final driven gear 37, the drive shaft, and the drive wheels rotate in the direction of arrow R1 in FIG. 1 when the vehicle moves forward.

  An odd stage counter shaft 6 is installed below the input shaft 5, and an even stage counter shaft 7 is installed above the input shaft 5. The reduction shaft 9 is installed behind the direction orthogonal to the axial direction of the even-numbered counter shaft 7 and above the axial line of the final driven gear 37.

  The aforementioned final driven gear 37 constitutes the final gear in the present invention. Further, the odd-numbered counter shaft 6 constitutes a counter shaft in the present invention.

  Next, the power transmission path and operation at each gear stage will be described.

  The power of the engine is transmitted to the input shaft 5 through the torque converter, and is transmitted to the odd-numbered driven gear 12 and the even-numbered driven gear 21 through the drive gear 11. When the vehicle is stopped, the odd-numbered clutch 13 and the even-numbered clutch 22 are disengaged, and the power of the odd-numbered driven gear 12 and the even-numbered driven gear 21 is transmitted to the odd-numbered counter shaft 6 and the even-numbered counter shaft 7. Not.

(Power transmission path when the gear position is 1st gear)
When the driver shifts the shift lever to the drive range in order to move the vehicle forward, the odd speed transmission mechanism 20 is controlled by the hydraulic pressure supplied from the oil pump according to the instruction of the controller when the odd speed clutch 13 is in the released state. The speed-3 speed shift sleeve 18 moves from the neutral position to the first speed drive gear 14 side. As a result, the first-speed drive gear 14 is connected to the odd-numbered counter shaft 6 to enter the first-speed standby state.

  When the driver operates an accelerator (not shown) in order to advance the vehicle from this state, the hydraulic pressure supplied from the oil pump is supplied to the odd-numbered clutch 13 by an instruction from the controller. It will be in a connected state through a half-clutch state.

  Thereby, the power of the odd-numbered driven gear 12 is transmitted to the odd-numbered counter shaft 6. During this time, the even-numbered clutch 22 is in a released state. Further, the even speed change mechanism 30 is configured such that the second speed-reverse speed shift sleeve 27 is moved from the neutral position to the second speed drive gear by the hydraulic pressure supplied from the oil pump in accordance with an instruction from the controller when the even speed clutch 22 is disengaged. Move to the 23 side. As a result, the second-speed drive gear 23 is connected to the even-numbered counter shaft 7 to enter the second-speed standby state.

  The power transmitted to the input shaft 5 is the drive gear 11, the odd-numbered driven gear 12, the odd-numbered clutch 13, the odd-numbered counter shaft 6, the first-speed drive gear 14, the first-speed driven gear 31, the output gear 35, and the reduction shaft. 9 and the final driven gear 37 through the final drive gear 35A. Then, it is transmitted from the differential device 10 to the drive wheel through the drive shaft. As a result, the vehicle moves forward and enters the first speed traveling state.

(Power transmission path when the gear stage is 2nd gear)
When the controller determines that the vehicle travels at the second speed according to a shift instruction based on the shift map or an instruction from the driver, the hydraulic pressure supplied to the odd-numbered clutch 13 is discharged according to the instruction from the controller, The hydraulic pressure is no longer applied to the clutch 13 and the odd-numbered clutch 13 is released.

  On the other hand, when the oil pressure supplied from the oil pump is supplied to the even-numbered clutch 22 in accordance with an instruction from the controller, the even-numbered clutch 22 is connected. In the region where the vehicle travels at the second speed, since the hydraulic pressure does not act on the odd-numbered clutch 13, the odd-numbered clutch 13 is released and the hydraulic pressure is supplied to the even-numbered clutch 22. The clutch 22 is engaged.

  As a result, the power of the even-stage driven gear 21 is transmitted to the even-stage counter shaft 7. During this time, the odd-numbered clutch 13 is in a released state. Further, the odd speed transmission mechanism 20 is configured such that when the odd speed clutch 13 is in the disengaged state, the 1st to 3rd shift sleeve 18 is moved from the neutral position to the 3rd speed drive gear 15 by the hydraulic pressure supplied from the oil pump according to the instruction of the controller. Move to the side. As a result, the third-speed drive gear 15 is connected to the odd-numbered counter shaft 6 to enter the third-speed standby state.

  The power transmitted to the input shaft 5 is the drive gear 11, the even-numbered driven gear 21, the even-numbered clutch 22, the even-numbered counter shaft 7, the 2-speed drive gear 23, the 2-speed-3 speed driven gear 32, and the driven shaft 8. The first driven gear 31, the output gear 35, the reduction shaft 9 and the final drive gear 35 </ b> A are transmitted to the final driven gear 37.

  Then, it is transmitted from the differential device 10 to the drive wheel through the drive shaft. Thus, the shift from the first speed to the second speed is completed, and the second speed traveling state is set.

(Power transmission path when the gear position is reverse speed)
When the driver shifts the shift lever to the reverse range in order to reverse the vehicle, the second speed-reverse speed shift sleeve 27 is moved from the neutral position to the reverse speed drive gear 26 side by the hydraulic pressure supplied from the oil pump according to the instruction from the controller. The reverse drive gear 26 is connected to the even-numbered counter shaft 7 and enters a standby state.

  When the driver operates the accelerator to move the vehicle backward from this state, the oil pressure supplied from the oil pump is supplied to the even-numbered clutch 22 according to the instruction of the controller. It will be in a connected state through a clutch state. As a result, it is transmitted to the even-numbered counter shaft 7 of the even-numbered driven gear 21.

  The power transmitted to the input shaft 5 is the drive gear 11, the even-numbered driven gear 21, the even-numbered clutch 22, the even-numbered counter shaft 7, the reverse drive gear 26, the output gear 35, the reduction shaft 9 and the final drive gear 35A. Then, it is transmitted to the final driven gear 37. Then, it is transmitted from the differential device 10 to the drive wheel through the drive shaft. As a result, the vehicle moves backward and enters a reverse speed running state.

(Transmission lubrication structure)
The transmission case 40 includes a cylindrical cylindrical portion 41, a disk-shaped plate portion 42 connected to the right end portion of the cylindrical portion 41, and a disk-shaped plate portion connected to the left end portion of the cylindrical portion 41. 43.

  The cylindrical portion 41 includes a bottom surface portion 41A that constitutes the bottom surface, a side surface portion 41B that constitutes a rear side surface, an upper surface portion 41C that constitutes an upper surface, and a side surface portion 41D that constitutes a front side surface.

  Oil is stored up to the oil level position L at the bottom of the transmission case 40. The oil level position L is set to a position where the lower part of the final driven gear 37 and the lower part of the odd-numbered clutch 13 are immersed in oil. The oil stored in the bottom of the transmission case 40 is scraped up along one side surface of the transmission case 40 when the final driven gear 37 rotates in the direction of arrow R1 (see FIG. 1) when the vehicle moves forward. .

  Specifically, the oil is scraped upward along the side surface portion 41B on the rear side as indicated by the arrow A1 by the rotation of the final driven gear 37, and then the upper surface portion 41C as indicated by the arrows A2 and A3. Flows forward along. Thereafter, the oil flows down along the front side surface portion 41D as indicated by an arrow A4 and is returned to the bottom portion of the transmission case 40. In this way, the oil stored in the bottom of the transmission case 40 circulates in the transmission case 40 by being scraped up by the final driven gear 37. A part of the oil circulating in the transmission case 40 pours into each part of the transmission mechanism 3, lubricates the transmission mechanism 3, and then flows down to the bottom of the transmission case 40.

  An oil strainer 51 is provided below the oil level position L, and an oil pump 50 is provided on the plate portion 42 of the transmission case 40. Further, oil passages 6A and 7A are formed in the odd-numbered counter shaft 6 and the even-numbered counter shaft 7, respectively. These oil passages 6A and 7A communicate with the oil strainer 51 through the oil passage 52. doing.

  The oil stored in the bottom of the transmission case 40 is sucked up from the oil strainer 51 by the oil pump 50 and is pumped to the oil passages 6A and 7A. The oil pumped to the oil passages 6A and 7A is supplied to the odd-numbered clutch 13 and the even-numbered clutch 22 through the oil passages 6A and 7A, respectively. The oil lubricates and cools the odd-numbered clutch 13 and the even-numbered clutch 22, and then, as indicated by arrows B 1 and B 2, the odd-numbered clutch 13 and the even-numbered clutch 22, as indicated by arrows B 1 and B 2. Are then discharged downward along the surface of the front side surface portion 41D and returned to the bottom of the transmission case 40.

  2 and 4, in the present embodiment, an oil reservoir 40A is provided at the bottom of the transmission case 40. A partition wall 44 is provided at the bottom of the transmission case 40. The partition wall portion 44 extends from the bottom surface of the transmission case 40 and partitions the oil storage portion 40 </ b> A and the odd-numbered counter shaft 6.

  2, 3, and 4, the odd-numbered clutch 13 is provided with a cover member 60, and the cover member 60 covers the odd-numbered clutch 13 at least from below. As shown in FIGS. 5, 6, and 7, the cover member 60 includes a cylindrical cylindrical portion 61 that is opposed to the odd-numbered clutch 13 in the radial direction and an axial direction with respect to the odd-numbered clutch 13. And a flat plate portion 62 that faces the plate. The plate portion 62 is disposed between the oil storage portion 40A and the odd-numbered clutch 13 and partitions the oil storage portion 40A and the odd-numbered clutch 13. The oil storage part 40 </ b> A is formed by the partition wall part 44 and the plate part 62.

  Further, the cover member 60 has a side opening 60 </ b> A at the end opposite to the final driven gear 37. The side surface opening 60A is opened at a position facing the radially outer side surface 41D of the odd-numbered clutch 13 in the transmission case 40.

  The transmission case 40 has a guide wall 46, which guides the oil released from the side opening 60 </ b> A straightly toward the side 41 </ b> D of the transmission case 40. Yes.

  Specifically, since the odd-numbered clutch 13 is rotating, the oil released from the odd-numbered clutch 13 through the side opening 60A is directed toward the front side 41D of the transmission case 40. Fly diagonally upward. For this reason, when the oil flying obliquely upward from the odd-numbered clutch 13 collides with the oil flowing down from above, the colliding oil may be atomized and scattered.

  Therefore, a guide wall portion 46 is provided, and the guide wall portion 46 changes the oil discharged from the side surface side opening 60A in the horizontal direction so as to be directed straight to the side surface of the transmission case 40. Yes.

  The cover member 60 has a final driven gear side opening 60B at an end portion on the final driven gear 37 side. The final driven gear side opening 60 </ b> B opens toward the final driven gear 37. The final driven gear side opening 60B is located at a position lower than the side surface opening 60A, and is located at the intersection position P1 between the outer peripheral surface of the odd-numbered clutch 13 and the outer peripheral surface of the final driven gear 37. The transmission case 40 is provided with a partition wall 48, and the partition wall 48 extends from the bottom of the transmission case 40 to the vicinity of the intersection position P <b> 1 along the outer peripheral surface of the final driven gear 37.

  The bottom of the final driven gear 37 is provided at a position lower than the bottom of the oil reservoir 40A. An inclined surface 47 is provided at the bottom of the transmission case 40, and this inclined surface 47 is positioned in the axial direction of the final driven gear 37 from a position below the odd-numbered clutch 13 to a position below the final driven gear 37. It inclines so that it may become low toward. The inclined surface 47 guides the oil released from the final driven gear side opening 60 </ b> B to the lower portion of the final driven gear 37.

  An oil reservoir 40B is provided on the upper part of the transmission case 40. The oil reservoir 40B is formed by a partition wall 45 that extends downward from the upper surface 41C of the transmission case 40. Oil that has flowed along the upper surface portion 41 </ b> C of the transmission case 40 by the scraping by the final driven gear 37 is stored in the oil storage portion 40 </ b> B. The oil stored in the oil storage section 40B is supplied to the lubrication-needed portion through an oil passage (not shown). Further, the even-numbered clutch 22 is provided with a cover member 70 similar to the cover member 60.

  Thus, according to the transmission lubrication structure of the present embodiment, the transmission 1 extends from the oil storage portion 40A provided at the bottom of the transmission case 40 and the bottom surface of the transmission case 40 to store the oil. A partition wall portion 44 that partitions the portion 40A and the odd-numbered counter shaft 6 and a cover member 60 that covers the odd-numbered clutch 13 from at least below are provided. The cover member 60 includes a plate portion 62 that partitions between the oil storage portion 40A and the odd-numbered clutch 13, and the partition wall portion 44 and the plate portion 62 form an oil storage portion 40A.

  As a result, the oil reservoir 40A is formed by the partition wall portion 44 of the transmission case 40 and the cover member 60 that covers the periphery of the odd-numbered clutch 13, so that the oil in the oil reservoir 40A is supplied to the odd-numbered clutch 13. It is possible to prevent the speed change mechanism 3 such as agitation from being stirred, and to reduce the oil stirring resistance by the speed change mechanism 3. As a result, the oil stirring resistance can be sufficiently reduced.

  Further, according to the transmission lubrication structure of the present embodiment, the cover member 60 is provided at the end opposite to the final driven gear 37 on the radially outer side surface of the odd-numbered clutch 13 in the transmission case 40. Side opening 60A that opens toward the front.

  Thus, when the odd-numbered clutch 13 rotates, the oil accumulated in the cover member 60 can be discharged toward the side surface of the transmission case 40 from the side surface side opening 60A.

  Further, according to the transmission lubrication structure of the present embodiment, the transmission case 40 has the guide wall portion 46 that guides the oil discharged from the side surface side opening 60 </ b> A to the side surface of the transmission case 40.

  As a result, the oil discharged from the side opening 60A is guided to the side surface of the transmission case 40 by the guide wall portion 46, so that the oil is promptly directed to the side surface of the transmission case 40 without scattering the oil. The oil can flow down to the oil reservoir 40A along the side surface. For this reason, since the oil level height of the oil reservoir 40A can be kept constant, air suction from the oil strainer 51 can be prevented, and the lubrication performance can be stabilized.

  Further, according to the lubricating structure of the transmission of the present embodiment, the cover member 60 has the final driven gear side opening 60 </ b> B that opens toward the final driven gear 37 at the end on the final driven gear 37 side. Further, the final driven gear side opening 60B is located at a position lower than the side surface opening 60A and at the intersection P1 between the outer peripheral surface of the odd-numbered clutch 13 and the outer peripheral surface of the final driven gear 37.

  As a result, the oil accumulated in the cover member 60 is discharged from the final driven gear side opening 60B by its own weight, so that the oil does not accumulate above the final driven gear side opening 60B of the cover member 60, and the cover The amount of oil accumulated in the member 60 can be reduced.

  At the intersection position P1 between the outer peripheral surface of the odd-numbered clutch 13 and the outer peripheral surface of the final driven gear 37, the outer peripheral surface of the final driven gear 37 moves downward. For this reason, when the oil dragged by the rotation of the final driven gear 37 moves downward, the oil is sucked out from the cover member 60 and guided along the wall surface of the transmission case 40 to the lower oil reservoir 40A. can do. Therefore, it is possible to quickly return to the oil reservoir 40A without scattering the oil.

  Further, according to the transmission lubrication structure of the present embodiment, the bottom portion of final driven gear 37 is provided at a position lower than the bottom portion of oil reservoir 40A. The transmission case 40 has an inclined surface 47 that inclines so as to be lowered from a position below the odd-numbered clutch 13 toward a position below the final driven gear 37 in the axial direction of the final driven gear 37. The inclined surface 47 guides the oil released from the final driven gear side opening 60 </ b> B to the lower portion of the final driven gear 37.

  Thereby, the oil discharged from the final driven gear side opening 60 </ b> B can be guided below the final driven gear 37 by flowing down the inclined surface 47.

  Further, since the direction of the oil flowing down the inclined surface 47 coincides with the direction along the rotation of the final driven gear 37, the oil stirring resistance by the final driven gear 37 can be reduced.

  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 ... Transmission, 3 ... Transmission mechanism, 5 ... Input shaft, 6 ... Odd-stage counter shaft (counter shaft), 13 ... Odd-stage clutch (wet multi-plate clutch), 37 ... Final driven gear (final gear), 40 ... Transmission case, 40A ... Oil storage part, 46 ... Guide wall part, 60 ... Cover member, 62 ... Plate part (partition) Part), 60B ... Final driven gear side opening (final gear side opening), P1 ... Crossing position

Claims (5)

A transmission mechanism, and a transmission case that houses the transmission mechanism,
The transmission mechanism is
An input shaft coupled to the drive source;
A counter shaft arranged parallel to the input shaft;
A wet multi-plate clutch installed on the counter shaft and transmitting or interrupting the power of the input shaft to the counter shaft;
A final gear that rotates in a direction opposite to the counter shaft and scoops up oil along one side surface of the transmission case when the vehicle moves forward,
A lubricating structure of a transmission in which the counter shaft is disposed adjacent to the final gear in the horizontal direction,
An oil reservoir provided at the bottom of the transmission case;
A partition that extends from the bottom surface of the transmission case and partitions between the oil reservoir and the countershaft;
A cover member that covers at least the wet multi-plate clutch from below,
The cover member has a partition portion that partitions the oil storage portion and the wet multi-plate clutch,
A lubricating structure for a transmission, wherein the partition portion and the partition portion form the oil storage portion.   The said cover member has the side surface side opening part opened toward the radial direction outer side surface of the said wet multi-plate clutch in the said transmission case in the edge part on the opposite side to the said final gear. Item 2. A lubricating structure for a transmission according to Item 1.   3. The transmission lubrication structure according to claim 2, wherein the transmission case includes a guide wall portion that guides oil discharged from the side surface side opening to the side surface of the transmission case. The cover member has a final gear side opening that opens toward the final gear at an end of the final gear.
The final gear side opening is located at a position lower than the side surface side opening, and is located at a crossing position between the outer peripheral surface of the wet multi-plate clutch and the outer peripheral surface of the final gear. The lubrication structure for a transmission according to any one of claims 1 to 3. The bottom of the final gear is provided at a position lower than the bottom of the oil reservoir,
The transmission case has an inclined surface that inclines so as to be lowered from a position below the wet multi-plate clutch toward a position below the final gear in the axial direction of the final gear. 5. The lubricating structure for a transmission according to claim 1, wherein oil discharged from the opening on the final gear side is guided to a lower portion of the final gear. 6.

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