JP2021110382A - Reinforcement structure of opening of vehicular transmission - Google Patents

Abstract

To provide a reinforcement structure of an opening of a vehicular transmission which enables improvement of rigidity of the opening with a reinforcement wall.SOLUTION: According to a reinforcement structure of an opening 70 of a transmission 4, the transmission 4 includes: a left case 7 having an opening 70; and a shift device 72 having a shift and select shaft which is inserted into a transmission case 5 through the opening 70; and a shift case 73 supporting the shift and select shaft and attached to the left case 7 so as to close the opening 70. The opening 70 has an inner reinforcement wall 7M protruding from a right attachment surface part 71D of the opening 70 into the transmission case 5.SELECTED DRAWING: Figure 10

Description

The present invention relates to a reinforcing structure for an opening of a vehicle transmission.

As a shift device for a vehicle transmission, there is one in which an opening is formed in the transmission case and a shift and select shaft for shifting operation is installed inside the transmission case through the opening. However, when the opening is formed in the transmission case, the rigidity of the transmission case is reduced.

Conventionally, in order to prevent the rigidity of the transmission case having an opening from being lowered, a rib is formed around the opening (see Patent Document 1), or a cover member for supporting a shift-and-select shaft. It is known that the wall thickness of the flange (mounting surface of the opening) of the opening to which is mounted is increased (see Patent Document 2).

JP-A-2017-116030 Japanese Unexamined Patent Publication No. 2015-209184

However, in such a conventional shift device for a vehicle transmission, the rigidity of the transmission case is increased by forming ribs around the opening and increasing the wall thickness of the flange portion of the opening. However, there is still room for improvement in order to increase the rigidity of the transmission case more effectively.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a shift device for a vehicle transmission capable of improving the rigidity of an opening by a reinforcing wall.

The present invention supports a transmission case having an opening, a shift-and-select shaft inserted into the transmission case through the opening, and the shift-and-select shaft so as to close the opening. It is a reinforcing structure of an opening of a vehicle transmission provided with a shift device having a shift case attached to the machine case, and the opening projects from the outer peripheral edge of the opening to the inside of the transmission case. It is characterized by having a reinforcing wall.

As described above, according to the present invention, the rigidity of the opening can be improved by the reinforcing wall.

FIG. 1 is a left side view of a vehicle transmission according to an embodiment of the present invention. FIG. 2 is a front view of a vehicle transmission according to an embodiment of the present invention. FIG. 3 is a rear view of a vehicle transmission according to an embodiment of the present invention. FIG. 4 is a view of the vehicle transmission according to the embodiment of the present invention as viewed from diagonally above the left rear, and shows a state in which the shift unit, the reduction gear case, and the reduction gear cover are removed. FIG. 5 is a view of the left case of the vehicle transmission according to the embodiment of the present invention as viewed from diagonally above the left rear. FIG. 6 is a view of the left case of the vehicle transmission according to the embodiment of the present invention as viewed from diagonally lower right front. FIG. 7 is a left side view showing the shaft arrangement of the vehicle transmission according to the embodiment of the present invention, and shows a state in which the left case is not mounted. FIG. 8 is a development view of a power transmission system for a vehicle transmission according to an embodiment of the present invention. FIG. 9 is a cross-sectional view of a vehicle transmission according to an embodiment of the present invention, which is a cross-sectional view perpendicular to the axial direction of a rotating shaft passing through a shift-and-select shaft. FIG. 10 is a cross-sectional view of a vehicle transmission according to an embodiment of the present invention, and is a horizontal cross-sectional view passing through the axis of the reverse axis. FIG. 11 is a cross-sectional view of the left case and the shift case cut along the XI-XI cross section of FIG. FIG. 12 is a left side view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 13 is a rear view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 14 is a front view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 15 is a cross-sectional view taken along the line in the XV-XV direction of FIG.

The structure for reinforcing the opening of the vehicle transmission according to the embodiment of the present invention includes a transmission case having an opening, a shift-and-select shaft inserted into the transmission case through the opening, and a shift-and-select shaft. It is a reinforcing structure of the opening of the transmission for vehicles provided with a shift device having a shift case attached to the transmission case so as to support and close the opening, and the opening is outside the opening. It has a reinforcing wall that protrudes from the periphery to the inside of the transmission case.

Thereby, in the reinforcing structure of the opening of the vehicle transmission according to the embodiment of the present invention, the rigidity of the opening can be improved by the reinforcing wall.

Hereinafter, the reinforcing structure of the opening of the vehicle transmission according to the embodiment of the present invention will be described with reference to the drawings.
1 to 15 are views showing a reinforcing structure of an opening of a vehicle transmission according to an embodiment of the present invention. In FIGS. 1 to 15, the up / down / front / rear / left / right directions are based on the vehicle transmission installed in the vehicle, the front / rear direction of the vehicle is the front / rear direction, and the left / right direction of the vehicle (width direction of the vehicle) is the left / right direction. The vertical direction of the vehicle (the height direction of the vehicle) is the vertical direction.

First, the configuration will be described.
In FIG. 1, the hybrid vehicle (hereinafter, simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is divided into an engine room 2A on the front side and a vehicle compartment 2B on the rear side by a dash panel 3.

A transmission 4 is installed in the engine room 2A, and the transmission 4 has 6 forward speeds and 1 reverse speed. The transmission 4 constitutes the vehicle transmission according to the present invention.

In FIGS. 2 and 3, an engine 20 constituting an internal combustion engine is connected to the transmission 4. The transmission 4 includes a transmission case 5, and the transmission case 5 includes a right case 6, a left case 7, a reduction gear case 8, a reduction gear cover 9, and a parking cover 42 (in this order from the side of the engine 20). (See FIGS. 1 and 4). Each case and cover are connected by a plane perpendicular to the left-right direction. That is, the mating surfaces of the cases and covers are formed as surfaces perpendicular to the left-right direction.

The engine 20 is connected to the light case 6. The engine 20 has a crankshaft (not shown), and the crankshaft is installed so as to extend in the width direction (left-right direction, hereinafter, simply referred to as the vehicle width direction) of the vehicle 1. That is, the engine 20 of this embodiment is composed of a transverse engine, and the vehicle 1 of this embodiment is a front engine front drive (FF) vehicle.

The light case 6 has a peripheral wall whose right end is connected to the engine 20 and a partition wall 6W (see FIG. 7) which is erected on the left end of the peripheral wall, and has a shape in which the right side is open. .. In order to install the differential device 17 (see FIG. 8) in the rear part of the transmission 4, the partition wall 6W bulges to the right side in the rear part as compared with the front part to form a storage space for the differential device 17.

The left case 7 is connected to the opposite side of the engine 20, that is, to the left side of the right case 6. As shown in FIG. 7, a flange portion 6A is formed on the outer peripheral edge of the partition wall 6W of the light case 6.

As shown in FIG. 10, the left case 7 has a peripheral wall whose right end is connected to the right case 6 and a left wall 7K erected at the left end of the peripheral wall, and has a shape in which the right side is open. It is a case.

As shown in FIGS. 2 and 3, a flange portion 7A is formed at the right end portion of the peripheral wall of the left case 7. That is, since the entire right end of the left case 7 is a flange 7A and is a mating surface connected to the left side of the right case 6, the right end of the left case 7 is at the same position in the vehicle width direction. It has become.

On the other hand, the left end portion of the left case 7 is located on the right case 6 side as compared with the front portion in the vehicle width direction. Therefore, as shown in FIGS. 4 to 6, the left wall portion 7K of the left case 7 has a first left wall portion 7C on the front side and a second left wall portion 7D on the rear side.

The partition wall 6W of the right case 6 and the left wall 7K of the left case 7 are substantially vertical surfaces in the left-right direction, and the left wall 7K of the left case 7 is in the vehicle width direction with the partition wall 6W of the right case 6. Facing each other. A gear chamber 21 is formed between the left side wall 7K of the left case 7 and the partition wall 6W of the right case 6 (see FIG. 8).

As shown in FIG. 2, the flange portion 7A is provided with a boss portion 7a into which the bolt 10A is inserted, and a plurality of boss portions 7a are provided along the flange portion 7A.

A plurality of boss portions 6a that match the boss portion 7a in the vehicle width direction are formed in the flange portion 6A, and the boss portion 6a of the flange portion 6A and the boss portion 7a of the flange portion 7A are fastened by the bolt 10A. The right case 6 and the left case 7 are fastened and integrated.

A clutch (not shown) is housed in the internal space of the light case 6 located on the right side of the partition wall 6W. The gear chamber 21 formed by the right case 6 and the left case 7 houses the main input shaft 11, the idle shaft 12, the sub input shaft 13, the counter shaft 14, the reverse shaft 15, and the differential device 17 shown in FIG. ing. Each axis indicates a main input shaft 11, an idle shaft 12, a sub input shaft 13, a counter shaft 14, and a reverse shaft 15, and each of these shafts constitutes the rotation shaft of the present invention.

The main input shaft 11, idle shaft 12, sub-input shaft 13, counter shaft 14, reverse shaft 15, and differential device 17 are installed in parallel along the vehicle width direction (left-right direction). Further, the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 are erected on the partition wall 6W of the right case 6 and the left wall 7K (first left wall portion 7C) of the left case 7. There is. The reverse shaft 15 and the differential device 17 are erected on the partition wall 6W of the right case 6 and the left side wall 7K (second left wall portion 7D) of the left case 7.

As shown in FIG. 8, the right side portion of the main input shaft 11 penetrates the partition wall 6W, projects to the right side of the partition wall 6W, and is connected to the clutch. The main input shaft 11 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a ball bearing 22A at a portion penetrating the partition wall 6W. The left end portion 11f of the main input shaft 11 is rotatably supported by the bearing support portion 7F (see FIG. 6) of the left wall 7K (first left wall portion 7C) of the left case 7 via the ball bearing 22B. There is.

The right end portion 12r of the idle shaft 12 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a ball bearing 23A. The left end portion 12f of the idle shaft 12 is rotatably supported by the bearing support portion 7G (see FIG. 6) of the left wall 7K (first left wall portion 7C) of the left case 7 via the ball bearing 23B. There is.

The right end portion 13r of the sub-input shaft 13 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a ball bearing 24A. The left end portion 13f of the sub-input shaft 13 is rotatably supported by the bearing support portion 7H (see FIG. 6) of the left wall 7K (first left wall portion 7C) of the left case 7 via the ball bearing 24B. ing.

The right end portion 14r of the counter shaft 14 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a conical roller bearing 25A. The left end portion 14f of the counter shaft 14 is rotatably supported by the bearing support portion 7I (see FIG. 6) of the left side wall 7K (first left wall portion 7C) of the left case 7 via the conical roller bearing 25B. ing.

As shown in FIG. 10, the right end portion 15r of the reverse shaft 15 is rotatably supported by the bearing support portion 6R of the partition wall 6W of the light case 6 via the ball bearing 26A, and the left end portion 15f of the reverse shaft 15 is supported. Is rotatably supported by the bearing support portion 7R (see FIG. 6) of the left side wall 7K (second left wall portion 7D) of the left case 7 via the ball bearing 26B.

As described above, as shown in FIGS. 4 to 6, the left wall portion 7K of the left case 7 is the first left wall portion 7C located in the direction away from the right case 6 with respect to the flange portion 7A, and the rear side thereof. It has a second left wall portion 7D which is located in a direction away from the light case 6 with respect to the flange portion 7A and is located on the light case 6 side of the first left wall portion 7C. There is.

The left end portions 11f, 12f, 13f, 14f of the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 are supported by the bearing support portion of the first left wall portion 7C, and the main input shaft 11 The left end portion 15f of the reverse shaft 15 having a shorter shaft length than the idle shaft 12, the sub input shaft 13 and the counter shaft 14, and the differential device 17 are supported by the bearing support portion of the second left wall portion 7D. That is, the second left wall portion 7D is at least the left wall 7K of the left case 7 located on the left side of the reverse shaft 15 and the differential device 17.

Here, the reverse shaft 15 can be formed to have a shorter shaft length than the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14, because the gear installed on the reverse shaft 15 is the main input shaft 11, idle. This is because the number of gears installed on the shaft 12, the sub-input shaft 13 and the counter shaft 14 is smaller, and the reverse gear 15A and the reverse final drive gear 15B can be moved closer to the engine 20 side.

As shown in FIG. 8, the main input shaft 11 has an input gear 11A for the 1st speed stage, an input gear 11B for the 2nd speed stage, an input gear 11C for the 3rd speed / 5th speed stage, and a 4th speed / 6th speed stage. It has an input gear 11D of.

The input gear 11A for the first speed stage and the input gear 11B for the second speed stage are integrally formed with the main input shaft 11, and rotate integrally with the main input shaft 11. The input gear 11C for the 3rd and 5th speed stages and the input gear 11D for the 4th and 6th speed stages are spline-fitted to the main input shaft 11 and rotate integrally with the main input shaft 11.

The diameters of the input gears 11A, 11B, 11C, and 11D increase from the input gear 11A toward the input gear 11D. Further, the input gears 11A, 11B, 11C, and 11D are installed in order from the engine 20 side. At the axial position, the input gears 11A and 11B are separated from each other so that the synchronization device 31, which will be described later, can be installed on the counter shaft 14.

At the axial position, the input gear 11B and the input gear 11C are separated from each other so that the reduction driven gear 14E, which will be described later, can be installed on the counter shaft 14 between them. At the axial position, the input gear 11C and the input gear 11D are separated from each other so that the synchronization device 32 described later can be installed on the counter shaft 14 and the synchronization device 33 described later can be installed on the idle shaft 12.

The counter shaft 14 includes a counter gear 14A for the 1st speed stage, a counter gear 14B for the 2nd speed stage, a counter gear 14C for the 5th speed stage, a counter gear 14D for the 6th speed stage, a reduction driven gear 14E, and a final drive for forward movement. It has a gear 14F.

The counter gears 14A, 14B, 14C, and 14D are idle gears supported by the counter shaft 14 via needle bearings 14a, 14b, 14c, and 14d, and are rotatable relative to the counter shaft 14.

The reduction driven gear 14E is spline-fitted to the counter shaft 14 and rotates integrally with the counter shaft 14. The forward final drive gear 14F is integrally formed with the counter shaft 14, and rotates integrally with the counter shaft 14.

The diameters of the counter gears 14A, 14B, 14C, and 14D decrease from the counter gear 14A toward the counter gear 14D, and the input gears 11A and 11D, which form the same gear, mesh with the input gear 11D.

The counter gears 14A, 14B, 14C, 14D, reduction driven gear 14E, and final drive gear 14F are arranged in the order of final drive gear 14F, counter gear 14A, 14B, reduction driven gear 14E, counter gear 14C, 14D from the engine 20 side. is set up.

The idle shaft 12 has an idle gear 12A for the third speed stage, an idle gear 12B for the fourth speed stage, and a reduction drive gear 12C. The reduction drive gear 12C is located on the opposite side of the idle gear 12A for the 3rd gear with respect to the idle gear 12B for the 4th gear.

The idle gear 12A for the 3rd speed stage and the idle gear 12B for the 4th speed stage are idle gears supported by the idle shaft 12 via needle bearings 12a and 12b, and are rotatable relative to the idle shaft 12. ing.

The reduction drive gear 12C is spline-fitted to the idle shaft 12 so as to be in the same position in the axial direction as the input gear 11B for the second speed stage provided on the main input shaft 11, and is integrally with the idle shaft 12. Rotate.

The idle gear 12A for the 3rd gear, the idle gear 12B for the 4th gear, and the reduction drive gear 12C are, in order from the engine 20 side, the reduction drive gear 12C, the idle gear 12A for the 3rd gear, and the idle for the 4th gear. The gears 12B are installed in this order.

At the axial position, the reduction drive gear 12C and the idle gear 12A for the 3rd speed stage are installed apart so that the outer peripheral edge of the reduction drive gear 13B, which will be described later, is installed between the auxiliary input shaft 13 and can enter. Has been done.

The idle gear 12A for the 3rd speed stage meshes with the input gear 11C for the 3rd speed / 5th speed stage. The idle gear 12B for the 4th speed stage is formed to have a smaller diameter than the idle gear 12A for the 3rd speed stage, and meshes with the input gear 11D for the 4th speed / 6th speed stage.

In the transmission 4 of this embodiment, the 3rd speed and the 5th speed share one input gear 11C for the 3rd / 5th speed, the number of parts is reduced, and the transmission 4 is downsized (in the axial direction). Dimension shortening) has been made. In addition, the 4th and 6th gears share one input gear 11D for the 4th and 6th gears, reducing the number of parts and reducing the size of the transmission 4 (shortening the dimensions in the axial direction). There is.

Further, the idle gear 12A for the 3rd gear and the counter gear 14C for the 5th gear are composed of the same gear, and the idle gear 12B for the 4th gear and the counter gear 14D for the 6th gear are the same. It consists of gears. By using the same gear, productivity is improved.

That is, the idle gear 12A for the 3rd speed stage can be used as the counter gear 14C for the 5th speed stage, and conversely, the counter gear 14C for the 5th speed stage is used as the idle gear 12A for the 3rd speed stage. It is possible.

Further, the idle gear 12B for the 4th speed stage can be used as the counter gear 14D for the 6th speed stage, and conversely, the counter gear 14D for the 6th speed stage is used as the idle gear 12B for the 4th speed stage. It is possible.

The sub-input shaft 13 has a reduction driven gear 13A, a reduction drive gear 13B, and a damper mechanism 16. The reduction driven gear 13A, the reduction drive gear 13B, and the damper mechanism 16 are installed in the order of the damper mechanism 16, the reduction driven gear 13A, and the reduction drive gear 13B from the engine 20 side.

The reduction driven gear 13A has a diameter larger than that of the reduction drive gear 12C and meshes with the reduction drive gear 12C. The reduction driven gear 13A is supported by the sub-input shaft 13 so as to be rotatable relative to the sub-input shaft 13 within a range allowed by the damper mechanism 16.

The reduction drive gear 13B has a larger diameter than the reduction driven gear 13A and a smaller diameter than the reduction driven gear 14E, and meshes with the reduction driven gear 14E. The reduction drive gear 13B is spline-fitted to the sub-input shaft 13 and rotates integrally with the sub-input shaft 13.

That is, the reduction driven gear 14E is formed to have a larger diameter than the reduction drive gear 12C, the reduction driven gear 13A, and the reduction drive gear 13B. Therefore, in the 3rd speed stage and the 4th speed stage, the power transmitted from the idle shaft 12 to the counter shaft 14 via the sub input shaft 13 is decelerated as compared with the 5th speed stage and the 6th speed stage.

Regarding the reduction ratio, it is also possible to set a shift stage using the counter gear 14C installed on the counter shaft 14 between the shift gears 12A installed on the idle shaft 12 and the shift stage using the idle gear 12B. However, since the operating mechanism for operating the synchronization devices 32 and 33, which will be described later, becomes complicated, in this embodiment, the synchronization devices 32 and 33 switch continuous gears.

The reduction drive gear 12C and the reduction driven gear 13A of this embodiment form a first reduction gear pair, and the reduction drive gear 13B and the reduction driven gear 14E form a second reduction gear pair. That is, the transmission 4 has two sets of reduction gear pairs.

The reduction drive gear 12C, the reduction driven gear 13A, the reduction drive gear 13B, and the reduction driven gear 14E are installed at substantially the center of each axis in the axial direction in which they are installed. In the axial direction, the first reduction gear pair is installed on the engine 20 side of the second reduction gear pair, and is installed at the same position as the input gear 11B and the counter gear 14B.

A part of the outer peripheral portion of the reduction driven gear 14E is inserted between the input gear 11B for the 2nd speed stage and the input gear 11C for the 3rd speed / 5th speed in the axial direction of the main input shaft 11. A part of the outer peripheral portion of the reduction drive gear 13B is inserted between the reduction drive gear 12C and the idle gear 12A for the third speed stage in the axial direction of the idle shaft 12.

Therefore, even if the large-diameter reduction drive gear 13B and the reduction driven gear 14E are used, the distance between the main input shaft 11, the idle shaft 12, the sub-input shaft 13 and the counter shaft 14 can be shortened, and the transmission case 5 can be downsized. Can be planned. As a result, the transmission 4 can be downsized.

The damper mechanism 16 has an outer cylinder member 16A, an elastic body 16B such as rubber, and an inner cylinder member 16C.

The inner cylinder member 16C is formed to have a smaller diameter than the outer cylinder member 16A, and is installed on the inner diameter side of the outer cylinder member 16A. That is, in the axial direction, the inner cylinder member 16C is installed at the same position as the outer cylinder member 16A. The inner cylinder member 16C is spline-fitted to the sub-input shaft 13 and rotates integrally with the sub-input shaft 13.

The elastic body 16B is installed between the inner diameter of the outer cylinder member 16A and the outer diameter of the inner cylinder member 16C, and the outer peripheral surface and the inner peripheral surface are fixed to the outer cylinder member 16A and the inner cylinder member 16C, respectively. That is, the elastic body 16B is installed between the outer cylinder member 16A and the inner cylinder member 16C in the radial direction.

The outer cylinder member 16A has an extending portion extending from a portion accommodating the elastic body 16B toward the reduction driven gear 13A, and an inner peripheral spline 16a is formed on the inner peripheral portion of the extending portion. The inner cylinder member 16C has an extending portion extending from a portion where the elastic body 16B is attached toward the reduction driven gear 13A side, and an outer peripheral spline 16c is formed in the extending portion.

The reduction driven gear 13A has an extension portion that enters the inner diameter side of the extension portion of the outer cylinder member 16A and extends toward the inner cylinder member 16C side, and an outer peripheral spline 13e is formed in the extension portion. The outer peripheral splines 16c and 13e are fitted to the inner peripheral splines 16a of the outer cylinder member 16A.

The inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 13e of the reduction driven gear 13A are formed with a small gap in the circumferential direction, and are spline-fitted tightly (a state in which there is relatively little backlash in the rotational direction).

On the other hand, the inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 16c of the inner cylinder member 16C have a large gap in the circumferential direction, and the spline is loose (a state in which there is a relatively large amount of backlash in the rotational direction). It is fitted. That is, the outer cylinder member 16A and the inner cylinder member 16C are spline-fitted in a state where some relative rotation is possible.

The damper mechanism 16 transmits power between the sub-input shaft 13 and the reduction driven gear 13A, but differs depending on the above-mentioned spline fitting of the inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 16c of the inner cylinder member 16C. The power transmission path can be achieved. In the direction of rotation, when the inner peripheral spline 16a and the outer peripheral spline 16c do not abut, power is transmitted via the elastic body 16B, and when the inner peripheral spline 16a and the outer peripheral spline 16c abut, the power is transmitted via the inner peripheral spline 16a and the outer peripheral spline 16c. Power transmission is possible.

That is, when the driving force to be transmitted is relatively small, the damper mechanism 16 transmits the power via the elastic body 16B, and when the driving force to be transmitted is relatively large, the inner peripheral spline 16a and the outer peripheral spline 16c are in contact with each other. Power is transmitted via the peripheral spline 16a and the outer peripheral spline 16c. The elastic body 16B can absorb minute torque fluctuations (rotational fluctuations) and suppress rattling noise and the like.

The reverse shaft 15 has a reverse gear 15A and a reverse final drive gear 15B. The reverse gear 15A is supported by the reverse shaft 15 via a needle bearing 15a, and is rotatable relative to the reverse shaft 15. The reverse gear 15A meshes with the counter gear 14A for the first speed stage.

The reverse final drive gear 15B is integrally formed with the reverse shaft 15, and rotates integrally with the reverse shaft 15. The reverse final drive gear 15B meshes with the final driven gear 17A of the differential device 17.

A synchronization device 31 is provided on the counter shaft 14, and the synchronization device 31 is installed between the counter gear 14A for the first speed stage and the counter gear 14B for the second speed stage in the axial direction of the counter shaft 14. .. The synchronization device 31 includes a hub 31A, a sleeve 31B, and synchronizer rings 31C and 31D.

The inner peripheral surface of the hub 31A is spline-fitted to the counter shaft 14, and the hub 31A rotates integrally with the counter shaft 14. The sleeve 31B is spline-fitted to the hub 31A and is movable in the axial direction of the counter shaft 14.

When the shift stage is shifted to the 1st speed or the 2nd speed by the shift operation, the sleeve 31B is used from the neutral position by the shift fork 57A (see FIG. 10) for the counter gear 14A side for the 1st speed or for the 2nd speed. It is moved to the counter gear 14B side. The position of the sleeve 31B shown in the figure is a neutral position.

For example, when an automatic shift operation is performed, the sleeve 31B is driven by a shift unit 50 described later. The shift unit 50 is based on a shift map in which the throttle opening and the vehicle speed are set in advance as parameters in a state in which a shift lever (not shown) operated by the driver is shifted to the drive range or shifted to the reverse range. The synchronization device 31 and the synchronization devices 32, 33, and 34 described later are operated to control the shift stage.

Splines 31a and 31b are formed on the inner peripheral surface of the sleeve 31B. The counter gear 14A for the first speed stage is formed with a spline 14g fitted to the spline 31a, and the counter gear 14B for the second speed stage is formed with a spline 14h fitted to the spline 31b.

When the sleeve 31B moves from the neutral position to the counter gear 14A side for the 1st speed stage, the spline 31a of the sleeve 31B fits into the spline 14g of the counter gear 14A for the 1st speed stage, so that the 1st speed is passed through the sleeve 31B. The counter gear 14A for the stage is connected to the counter shaft 14, and the counter gear 14A for the first speed stage rotates integrally with the counter shaft 14.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11A for the first speed stage and the counter gear 14A for the first speed stage.

When the sleeve 31B moves from the neutral position to the counter gear 14B side for the 2nd speed stage, the spline 31b of the sleeve 31B fits into the spline 14h of the counter gear 14B for the 2nd speed stage, so that the 2nd speed is passed through the sleeve 31B. The counter gear 14B for the stage is connected to the counter shaft 14, and the counter gear 14B for the second speed stage rotates integrally with the counter shaft 14.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11B for the second speed stage and the counter gear 14B for the second speed stage.

Here, the fact that the counter gear 14A for the first speed stage is connected to the counter shaft 14 by the synchronous device is directly connected to the counter shaft 14 so that the counter gear 14A for the first speed stage rotates integrally with the counter shaft 14. Is Rukoto. Hereinafter, the expression that the gear is connected to the rotating shaft means that the gear is directly connected to the rotating shaft so as to rotate integrally with the rotating shaft.

The synchronizer ring 31C is provided between the hub 31A and the counter gear 14A for the first speed stage, and a spline that fits into the spline 31a of the sleeve 31B is formed on the outer peripheral surface.

The synchronizer ring 31D is provided between the hub 31A and the counter gear 14B for the second speed stage, and a spline that fits into the spline 31b of the sleeve 31B is formed on the outer peripheral surface.

In the synchronizer ring 31C, when the sleeve 31B moves from the neutral position to the counter gear 14A side of the first speed stage, the spline formed on the synchronizer ring 31C engages with the spline 31a of the sleeve 31B and the counter gear of the first speed stage. By frictionally contacting 14A, the rotation of the counter gear 14A for the first speed stage is synchronized with the rotation of the sleeve 31B (the rotation of the counter shaft 14).

In the synchronizer ring 31D, when the sleeve 31B moves from the neutral position to the counter gear 14B side of the second speed stage, the spline formed on the synchronizer ring 31D engages with the spline 31b of the sleeve 31B, and the counter gear of the second speed stage. By frictionally contacting 14B, the rotation of the counter gear 14B for the second speed stage is synchronized with the rotation of the sleeve 31B (the rotation of the counter shaft 14).

As described above, the synchronization device 31 of the present embodiment selectively connects the counter gear 14A for the first speed stage and the counter gear 14B for the second speed stage to the counter shaft 14, and performs a synchronous operation at the time of connection to perform a shift shock. And suppresses the generation of abnormal noise.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11A for the first speed stage and the counter gear 14A for the first speed stage. Further, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11B for the first speed stage and the counter gear 14B for the second speed stage.

The counter shaft 14 is further provided with a synchronization device 32 having the same function as the synchronization device 31 described above. The synchronization device 32 has a counter gear 14C for 5th speed and a 6th speed in the axial direction of the counter shaft 14. It is installed between the counter gears 14D for the stage.

A synchronization device 33 having the same function as the above-mentioned synchronization devices 31 and 32 is installed on the idle shaft 12, and the synchronization device 33 has an idle gear 12A for 3rd speed and 4th speed in the axial direction of the idle shaft 12. It is installed between the idle gears 12B for the steps.

When the gear is shifted to the third gear by the shift operation, the synchronization device 33 connects the idle gear 12A of the third gear to the idle shaft 12.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the input gear 11C for the 3rd and 5th speed stages and the idle gear 12A for the 3rd speed stage.

When the gear is shifted to the 4th speed by the shift operation, the synchronization device 33 connects the idle gear 12B for the 4th speed to the idle shaft 12.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the input gear 11D for the 4th and 6th speed stages and the idle gear 12B for the 4th speed stage.

When the power of the engine 20 is transmitted to the idle shaft 12, the power of the engine 20 is transmitted from the idle shaft 12 to the reduction drive gear 12C, the reduction driven gear 13A, the damper mechanism 16, the sub input shaft 13, the reduction drive gear 13B and the reduction driven gear 14E. Is transmitted to the counter shaft 14 via.

As a result, in the 3rd and 4th speed stages, power is transmitted from the idle shaft 12 to the counter shaft 14 via the sub input shaft 13, and the transmitted power (rotational speed) is decelerated.

When the gears are shifted to the 5th speed stage by the shift operation, the synchronization device 32 connects the counter gear 14C for the 5th speed stage to the counter shaft 14.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11C for the 3rd and 5th speed stages and the counter gear 14C for the 5th speed stage.

When the gears are shifted to the 6th speed stage by the shift operation, the synchronization device 32 connects the counter gear 14D for the 6th speed stage to the counter shaft 14.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11D for the 4th and 6th speed stages and the counter gear 14D for the 6th speed stage.

A synchronization device 34 is installed on the reverse shaft 15. When the gear is shifted to the reverse stage by the shift operation, the synchronization device 34 connects the reverse gear 15A to the reverse shaft 15 and rotates the reverse gear 15A integrally with the reverse shaft 15. The reverse shaft 15 is provided with a reverse final drive gear 15B, a reverse gear 15A, and a synchronization device 34 in this order from the engine 20 side.

As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the reverse shaft 15 via the input gear 11A of the first speed stage, the counter gear 14A for the first speed stage, and the reverse gear 15A.

The synchronization devices 32, 33, and 34 are of the so-called single cone type, and the synchronization device 31 is of the so-called triple cone type, but the synchronization devices 32, 33, and 34 perform the same synchronization operation as the synchronization device 31. Therefore, a specific description will be omitted.

The synchronization device 31 includes a shift fork 57A for 1st / 2nd speed (see FIG. 10), a shifter shaft 57B for 1st / 2nd speed (see FIG. 10), and a shift yoke 57C for 1st / 2nd speed. It is communicated to the shift and select axis 59 (see FIG. 9) via (see FIG. 10) and is operated by the shift and select axis 59.

The synchronous device 32 is via a shift fork 58A for 5th / 6th speed (see FIG. 10), a shifter shaft for 5th / 6th speed (not shown), and a shift yoke for 5th / 6th speed (not shown). It is connected to the shift and select axis 59 and is operated by the shift and select axis 59.

The synchronization device 33 is via a shift fork 58B for 3rd / 4th speed (see FIG. 10), a shifter shaft for 3rd / 4th speed (not shown), and a shift yoke for 3rd / 4th speed (not shown). It is connected to the shift and select axis 59 and is operated by the shift and select axis 59.

The synchronization device 34 is connected to the shift and select shaft 59 via a reverse shift fork, a reverse shifter shaft, and a reverse shift yoke (not shown), and is operated by the shift and select shaft 59.

As shown in FIG. 9, the left case 7 is provided with a shift and select shaft 59. The shift-and-select axis 59 is set in the select direction (direction of the axis 59L of the shift-and-select axis 59) S1 and the shift direction (around the axis 59L of the shift-and-select axis 59) by a shift actuator and a select actuator (not shown) provided in the shift unit 50. ) Operated by S2. The direction of the axis line 59L of the shift and select axis 59 is simply referred to as the axis direction.

An operation lever 59A is provided at the upper end of the shift and select shaft 59. The shift and select shaft 59 is rotated in the shift direction S2 by operating the operating lever 59A by the shift actuator of the shift unit 50.

Further, the select actuator of the shift unit 50 pushes the upper end of the shift and select shaft 59 to move the shift and select shaft 59 downward against the urging force of the return spring 79 described later.

In this way, the shift and select shaft 59 switches the shift range (1st speed to 6th speed and reverse speed).

As shown in FIG. 8, the forward final drive gear 14F and the reverse final drive gear 15B mesh with the final driven gear 17A of the differential device 17. As a result, the power of the counter shaft 14 is transmitted to the differential device 17 via the forward final drive gear 14F, and the power of the reverse shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B.

The differential device 17 includes a final driven gear 17A, a differential case 17B to which the final driven gear 17A is attached to the outer peripheral portion, and a differential mechanism 17C built in the differential case 17B.

A tubular portion 17a is provided at the left end of the differential case 17B, and a tubular portion 17b is provided at the right end of the differential case 17B. One ends of the left and right drive shafts 18L and 18R are inserted into the tubular portions 17a and 17b.

Specifically, as shown in FIGS. 1 and 6, an opening 7c is formed in the second left wall portion 7D, and one end of the left drive shaft 18L is a tubular portion through the opening 7c. It is inserted in 17a. One end of the drive shaft 18R on the right side is inserted into the tubular portion 17b through an opening (not shown) of the partition wall 6W.

One ends of the left and right drive shafts 18L and 18R are connected to the differential mechanism 17C, and the other ends of the left and right drive shafts 18L and 18R are connected to left and right drive wheels (not shown).

The differential device 17 distributes the power of the engine 20 to the left and right drive shafts 18L and 18R by the differential mechanism 17C and transmits the power to the drive wheels.

As shown in FIGS. 2 and 7, a motor 35 is installed on the upper front side of the left case 7. The motor 35 includes a motor case 35A, a motor output shaft 35B rotatably supported by the motor case 35A (see FIG. 8), and a motor connector 35C attached to the motor case 35A.

The right end of the motor case 35A is attached to the upper wall 6B and the front wall 6C of the light case 6 by brackets 36A and 36B. The left end of the motor case 35A is attached to the speed reducer case 8.

That is, the motor 35 is installed on the upper front side of the transmission case 5 with the motor output shaft 35B along the left-right direction. The motor 35 and the motor output shaft 35B are arranged in a positional relationship as shown in FIGS. 7 and 8 in parallel with the shafts arranged inside the transmission.

Inside the motor case 35A, a rotor (not shown) and a stator around which a coil is wound are housed.

In the motor 35, a three-phase alternating current is supplied to the coil to generate a rotating magnetic field that rotates in the circumferential direction. The stator rotationally drives the rotor integrated with the motor output shaft 35B by interlinking the generated magnetic flux with the rotor.

The motor connector 35C projects upward from the right end of the motor case 35A. A power cable (not shown) that supplies electric power for driving the motor 35 is connected to the motor connector 35C.

The power cable is connected to the motor connector 35C by inserting it from the left side. That is, the power cable is arranged so as to pass above the motor case 35A. By arranging the motor connector 35C projecting upward from the motor case 35A, it is possible to suppress water damage during running on a submerged road, facilitate connection work from above, and improve maintainability.

As shown in FIG. 8, a sprocket mounting portion 12M is provided at the left end portion of the idle shaft 12, and the sprocket mounting portion 12M is outside the ball bearing 23B and the left side wall 7K (first left wall portion 7C). That is, it protrudes to the outside of the left case 7. Therefore, the sprocket mounting portion 12M is cantilevered and supported by the ball bearing 23B.

A sprocket 37 is attached to the sprocket attachment portion 12M, and a chain 38 is wound around the sprocket 37. The chain 38 is wound around a sprocket 35D attached to the motor output shaft 35B.

Therefore, the power of the motor 35 is transmitted from the motor output shaft 35B to the idle shaft 12 via the chain 38 and the sprocket 37. That is, the idle shaft 12 functions as an input shaft to which the power of the motor 35 is transmitted.

In FIG. 7, the motor output shaft 35B is installed in front of the main input shaft 11, the idle shaft 12, the sub input shaft 13, the counter shaft 14, and the reverse shaft 15, and is further installed above each shaft.

The idle shaft 12 is the frontmost shaft among the main input shaft 11, the idle shaft 12, the sub input shaft 13, the counter shaft 14, and the reverse shaft 15, and is installed diagonally downward on the rear side of the motor output shaft 35B. Has been done. The main input shaft 11 is installed diagonally above the rear side of the idle shaft 12, and the sub input shaft 13 is installed diagonally below the rear side of the idle shaft 12.

The counter shaft 14 is installed behind the idle shaft 12 and in the vertical direction between the main input shaft 11 and the sub input shaft 13.

That is, the main input shaft 11, the idle shaft 12, the sub-input shaft 13, and the counter shaft 14 are the axis O1 of the main input shaft 11, the axis O2 of the idle shaft 12, the axis O3 of the sub-input shaft 13, and the counter shaft 14. The virtual line L1 connecting the axis O4 of the above is installed in the gear chamber 21 so as to form a square shape.

Then, in FIG. 7, the motor 35 and the motor output shaft 35B are arranged so as to face the side connecting the axial center O1 of the rectangular main input shaft 11 and the axial center O2 of the idle shaft 12. Specifically, the motor 35 and the motor output shaft 35B are arranged slightly above the shaft center O2 while facing the side connecting the shaft center O1 and the shaft center O2.

Further, in the left case 7, the surface facing the motor 35 is an oblique surface that descends forward as in the virtual straight line L3 described later, and the surface facing the motor 35 has a steeper downward descending angle than the virtual straight line L3. It is formed on a slope, and an installation space for the motor 35 is formed in front of the surface facing the motor 35 so that the motor 35 can be arranged further rearward. That is, in the left case 7, the upper part on the front side is located rearward with respect to the lower part on the front side, and the installation space for the motor 35 is formed in front of the upper part on the front side.

Therefore, the idle shaft 12 is installed at a position closer to the motor 35 than the main input shaft 11, the sub input shaft 13, and the counter shaft 14. Therefore, the chain 38 can be shortened, the speed reducer case 8 can be miniaturized, and the transmission 4 can be miniaturized.

The sub-input shaft 13 is on a direction in which the tension of the chain 38 acts on the idle shaft 12, that is, on a substantially extension of the virtual straight line L2 connecting the shaft center O5 of the motor output shaft 35B and the shaft center O2 of the idle shaft 12. It is installed in. Specifically, the axis O3 of the sub-input shaft 13 is located slightly forward of the virtual straight line L2.

The main input shaft 11, the idle shaft 12, and the sub-input shaft 13 are mainly the shaft center O2 of the idle shaft 12 with respect to the virtual straight line L4 connecting the shaft center O2 of the idle shaft 12 and the shaft center O3 of the sub-input shaft 13. The virtual straight line L3 connecting the axis O1 of the input shaft 11 is installed so as to be substantially at a right angle.

Specifically, the main input shaft 11, the idle shaft 12, and the sub input shaft 13 are installed so that the virtual straight line L4 has an obtuse angle with respect to the virtual straight line L3. Further, the main input shaft 11 is installed on the side opposite to the sub input shaft 13 with respect to the virtual straight line L2 connecting the shaft center O5 of the motor output shaft 35B and the shaft center O2 of the idle shaft 12.

As shown in FIG. 7, the reverse shaft 15 is installed above the final driven gear 17A and diagonally above the rear side of the counter shaft 14, and the main input shaft 11 and the idle shaft 12 are compared in terms of the positions of the shaft centers. , Is installed above the sub-input shaft 13 and the counter shaft 14. That is, the reverse shaft 15 of this embodiment is installed above the counter shaft 14 which is installed closest in the front-rear direction.

As shown in FIGS. 4 and 5, an opening 7h is formed in the left wall 7K of the left case 7. The sprocket mounting portion 12M of the idle shaft 12 is inserted through the opening 7h, and the sprocket mounting portion 12M projects outward (to the left) from the gear chamber 21 through the opening 7h. Although not shown in FIGS. 4 and 5, the sprocket 37 is on the left side of the left wall 7K (first left wall portion 7C) of the left case 7 and is installed outside the left case 7. ..

As shown in FIGS. 1 and 2, the speed reducer case 8 covers the motor case 35A from the left and uses bolts (not shown) to cover the motor case 35A and the left wall 7K of the left case 7 (first left wall portion 7C). ) Is attached.

The speed reducer case 8 accommodates the chain 38, and is formed in a shape along the chain 38 wound around the sprocket 35D and the sprocket 37 of the motor output shaft 35B. When viewed from the left, the left case 7 is installed so as to be inclined diagonally downward on the rear side so that the rear portion is downward from the left side of the front portion of the left case 7 to the front diagonally upward.

In the speed reducer case 8, the insertion portion of the motor output shaft 35B on the right side, the insertion portion of the sprocket mounting portion 12M, and the left side are open so that the reduction gear cover 9 closes the left opening of the reduction gear case 8. It is attached to the speed reducer case 8 by a bolt 10B.

An opening (not shown) is formed in the left wall 7K of the left case 7. As shown in FIG. 1, a parking cover 42 is attached to the left case 7 by bolts 10C, and the opening is covered by the parking cover 42. A parking device (not shown) is installed in the transmission 4.

When the parking cover 42 is removed from the left wall 7K of the left case 7, the operator can perform replacement work and maintenance work of the parking device.

As shown in FIG. 5, an opening 70 is provided in the upper part of the rear wall 7B of the left case 7, and a mounting surface 71 is formed around the opening 70 (outer peripheral edge). That is, the rear wall 7B includes the wall portion of the left case 7 extending in the vehicle width direction between the first left wall portion 7C and the second left wall portion 7D to the mounting surface 71, and the rear wall 7B includes the rear wall portion 7B. The opening on the upper surface corresponds to the opening 70.

As shown in FIG. 9, the opening 70 is inclined and widens with respect to the axis 59L of the shift and select shaft 59, and extends from the first left wall portion 7C toward the second left wall portion 7D. There is. As a result, the mounting surface 71 of the opening 70 is also inclined with respect to the axis line 59L of the shift and select shaft 59.

Further, the opening 70 is opened in a direction perpendicular to the axial direction of each axis, and is opened in a direction parallel to the mating surface of the left case 7 and the right case 6. Therefore, the mounting surface 71 of the opening 70 is a surface parallel to the axial direction of each axis, and is a surface perpendicular to the mating surface of the left case 7 and the right case 6. The shift-and-select shaft 59 of this embodiment is installed so that the axis 59L extends in the vertical direction.

The shift and select shaft 59 of this embodiment is installed so that the axis 59L extends in the vertical direction, and the opening 70 and the mounting surface 71 are from the rear to the front with respect to the axis 59L of the shift and select shaft 59. It is tilted upward according to the above.

A shift device 72 is attached to the left case 7. The shift device 72 includes a shift case 73 and a shift and select shaft 59. As shown in FIGS. 12 to 15, the shift case 73 has a flange portion 74 and a shift case main body 75.

The flange portion 74 extends at an angle with respect to the axis line 59L of the shift and select shaft 59, and is mounted on the mounting surface 71 around the opening 70. That is, the flange portion 74 is inclined in parallel with the opening 70 and the mounting surface 71.

As shown in FIG. 14, the flange portion 74 is provided with four bolt holes 74b and two fitting holes 74c and 74d. A bolt 10I (see FIG. 4) is inserted into the bolt hole 74b, and knock pins 76A and 76B are fitted into the fitting holes 74c and 74d.

As shown in FIG. 5, screw holes 71a and fitting holes 71b and 71c are formed on the mounting surface 71 of the opening 70. Bolts 10I (see FIG. 4) are screwed into the screw holes 71a, and knock pins 76A and 76B are fitted into the fitting holes 71b and 71c.

The flange portion 74 is connected to the mounting surface 71 so that the bolt holes 74b and the screw holes 71a are aligned with each other by fitting the knock pins 76A and 76B into the fitting holes 71b and 71c of the mounting surface 71. At this time, the shift case 73 becomes immovable with respect to the opening 70 (left case 7), and the positional deviation with respect to the opening 70 is suppressed.

Then, by fastening the bolt 10I to the matching bolt hole 74b and the screw hole 71a, the shift case 73 is attached to the left case 7 so as to close the opening 70.

As shown in FIG. 5, the mounting surface 71 of the opening 70 surrounding the opening 70 includes an upper mounting surface 71A located above the opening 70 and a lower mounting surface 71B located below the opening 70. The left mounting surface 71C, which is located on the first left wall 7C side and connects the upper mounting surface 71A and the lower mounting surface 71B, and the upper mounting surface 71A and the lower side, which are located on the second left wall 7D side. It is configured to include a right side mounting surface portion 71D that connects the side mounting surface portion 71B.

As shown in FIG. 9, the upper mounting surface portion 71A is bent downward with respect to the upper wall 7E of the left case 7, and the lower mounting surface portion 71B is the lower portion of the rear wall 7B (hereinafter, simply the lower portion). It bends upward from (7b).

As shown in FIG. 5, the fitting hole 71b is formed in the left side mounting surface portion 71C, and the fitting hole 71c is formed closer to the right side mounting surface portion 71D of the upper mounting surface portion 71A.

As shown in FIGS. 13 and 14, the flange portion 74 includes an upper flange portion 74A located above the flange portion 74, a lower flange portion 74B located below the flange portion 74, and a left side of the flange portion 74. It has a left flange portion 74C located on the right side and a right side flange portion 74D located on the right side of the flange portion 74.

As shown in FIG. 4, the upper flange portion 74A is fastened to the upper mounting surface portion 71A by the bolt 10I, and the lower flange portion 74B is fastened to the lower mounting surface portion 71B by the bolt 10I.

The left flange portion 74C is fastened to the left mounting surface portion 71C by bolts 10I, and the right flange portion 74D is fastened to the right mounting surface portion 71D by bolts 10I.

As shown in FIGS. 5 and 10, the second left wall portion 7D of the left case 7 includes an inner reinforcing wall 7M and an outer reinforcing wall 7N. At the boundary between the inner reinforcing wall 7M and the outer reinforcing wall 7N, the right side mounting surface portion 71D of the opening 70 is arranged.

The inner reinforcing wall 7M projects from the right side mounting surface portion 71D of the opening 70 to the inside of the left case 7 (gear chamber 21). That is, the right side mounting surface portion 71D of the opening 70 is formed at the base end portion of the inner reinforcing wall 7M.

The upper end of the inner reinforcing wall 7M is connected to the upper wall 7E of the left case 7, and the lower end thereof is connected to the rear wall 7B of the left case 7. As shown in FIGS. 10 and 11, the surface of the inner reinforcing wall 7M on the opening 70 side is formed as a surface that is continuous with the opening 70 and substantially perpendicular to the mounting surface 71, and extends toward each axis. ..

That is, the surface of the inner reinforcing wall 7M on the opening 70 side is formed as a surface perpendicular to the axial direction of each axis. Specifically, the surface of the inner reinforcing wall 7M on the opening 70 side is inclined in a direction in which the opening area of the opening 70 decreases toward the back side (gear chamber 21 side) of the opening 70.

The outer reinforcing wall 7N is continuous with the inner reinforcing wall 7M and extends from the right side mounting surface portion 71D of the opening 70 to the outside of the left case 7 on the side opposite to the extending direction of the inner reinforcing wall 7M. That is, the inner reinforcing wall 7M is a portion of the second left wall portion 7D located inside the left case 7 with respect to the right mounting surface portion 71D of the opening 70, and the outer reinforcing wall 7N is on the inner reinforcing wall 7M. It is a portion of the second left wall portion 7D that is continuously located outside the left case 7.

In other words, the second left wall portion 7D has an outer reinforcing wall 7N connected to the right mounting surface portion 71D of the opening 70, and the second left wall portion 7D extends the outer reinforcing wall 7N. It has an inner reinforcing wall 7M extending inside the left case 7.

As described above, the second left wall portion 7D of the left case is configured to include the inner reinforcing wall 7M and the outer reinforcing wall 7N. The inner reinforcing wall 7M of the present embodiment constitutes the reinforcing wall of the present invention, and the outer reinforcing wall 7N constitutes the wall portion of the present invention.

An inclined rear wall 7Q is continuous at the tip of the outer reinforcing wall 7N in the extending direction, and the inclined rear wall 7Q bends to the right from the outer reinforcing wall 7N toward the flange portion 7A and is connected to the flange portion 7A. (See FIG. 11).

Of the second left wall portion 7D, the inner reinforcing wall 7M is provided with a bearing support portion 7R (see FIG. 6) that rotatably supports the left end portion 15f of the reverse shaft 15 via a ball bearing 26B. The reverse shaft 15 of this embodiment constitutes a rotation shaft of a part of the plurality of rotation shafts of the present invention. The ball bearing 26B constitutes the bearing of the present invention, and the bearing support portion 7R constitutes the first bearing support portion of the present invention.

As shown in FIGS. 10 and 11, the first left wall portion 7C of the left case 7 is installed apart from the inner reinforcing wall 7M and the outer reinforcing wall 7N in the axial direction of each axis, and is a left case. The first left wall portion 7C of No. 7 has a bearing support portion 7F that rotatably supports the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 via bearings 22B, 23B, 24B, and 25B. 7G, 7H, and 7I are provided (see FIG. 6).

The first left wall portion 7C of the left case 7 is arranged on the left side of the opening 70, and the inner reinforcing wall 7M is arranged on the right side of the opening 70. That is, the first left wall portion 7C and the inner reinforcing wall 7M are arranged so as to face each other on the left and right sides of the opening 70.

The portion of the left wall portion 7C facing the inner reinforcing wall 7M is similar to the inner reinforcing wall 7M, and the surface of the first left wall portion 7C on the opening 70 side is continuous with the opening 70 and is connected to the mounting surface 71. It is formed as a substantially vertical surface, and is inclined in a direction in which the opening area of the opening 70 decreases toward the back side (gear chamber 21 side) of the opening 70.

The main input shaft 11, idle shaft 12, sub-input shaft 13, and counter shaft 14 of the present embodiment constitute a rotation shaft different from a part of the rotation shaft of the present invention. The ball bearings 22B, 23B, 24B and the conical roller bearing 25B constitute the bearing of the present invention, and the bearing support portions 7F, 7G, 7H, 7I constitute the second bearing support portion of the present invention.

As shown in FIG. 10, the shift cases 73 are installed so as to be aligned in the axial direction of the reverse shaft 15. Specifically, the shift case 73 is installed at a position where the reverse gear 15A and the reverse shaft 15 overlap when viewed from the axial direction of the reverse shaft 15 (vehicle width direction, left-right direction in FIG. 10).

As shown in FIG. 9, the shift and select shaft 59 is installed so that the lower end portion 59b is located above the counter shaft 14. The lower end 59b of the shift and select shaft 59 is located above the counter gear 14A for the first speed stage, which has the largest diameter among the counter gears, and the lower end 59b of the shift and select shaft 59 is the counter gear. It is located above the counter gear 14D and the reduction driven gear 14E from 14A.

Most of the mounting surface 71 of the opening 70 is located below the upper wall 7E of the left case 7, and the flange portion 74 of the shift case 73 is also mostly located below the upper wall 7E of the left case 7. It is located below.

That is, in the transmission 4 of the present embodiment, the mounting surface 71 of the opening 70 is formed in the left case 7 so that most of the flange portion 74 is located below the upper wall 7E of the left case 7. There is.

The upper mounting surface portion 71A located above the opening 70 is formed at the rear end portion of the upper wall 7E that is bent rearward and upward from the upper wall 7E because the surface direction thereof faces rearward and upward. The rigidity of the upper part of the opening 70 is increased by the bent shape extending to the left and right along the upper mounting surface portion 71A.

The rear wall 7B is located below the shift case 73 in the front-rear direction, and the lower portion 7b of the rear wall 7B is recessed forward of the rear end of the shift case 73, that is, the rear end 74r of the flange portion 74. ..

Since the opening 70 faces rearward and upward, the lower mounting surface portion 71B located below the opening 70 is formed at the rear end portion of the rear wall 7B that is bent rearward and upward from the rear wall 7B of the left case 7. There is. The rigidity of the lower part of the opening 70 is increased by the bent shape extending to the left and right along the lower mounting surface portion 71B.

In FIG. 9, when viewed from the axial direction of each axis, a part of the drive shaft 18L connecting the differential case 17B of the differential device 17 and the wheels (not shown) is formed on the lower portion 7b of the rear wall 7B as shown by a virtual line. It has entered below the shift case 73.

Here, the drive shaft 18L that enters the lower portion 7b of the rear wall 7B is on the left outer side of the left case 7 and has a larger diameter than the right end portion of the drive shaft 18L that is inserted into the tubular portion 17a of the differential case 17B. It is a part.

As shown in FIG. 15, a through hole 74g is provided in the upper end portion 74e of the flange portion 74, and the through hole 74g supports the upper end portion 59a side of the shift and select shaft 59 in the axial direction.

A lower protruding portion 77 is provided at the lower end portion 74f of the flange portion 74. A through hole 77a is formed at the tip of the lower protrusion 77 to support the lower end 59b side of the shift and select shaft 59 in the axial direction.

In a state where the shift and select shaft 59 is penetrated through the through holes 74g and 77a, the shift and select shaft 59 is movable in the axial direction with respect to the flange portion 74 and rotates around the axis 59L with respect to the flange portion 74. do.

In the shift device 72, a part of the shift and select shaft 59 is installed inside the left case 7 in a state where the flange portion 74 is in contact with the mounting surface 71 of the opening 70.

As shown in FIG. 12, the shift case main body 75 bulges from the flange portion 74 to the outside of the left case 7 (rearward from the flange portion 74) on the side opposite to the shift and select shaft 59.

Specifically, the shift case main body 75 extends from the flange portion 74 in an oblique direction (horizontal direction when mounted on a vehicle) with respect to the mounting surface 71, the shift and select shaft 59 can be moved in the axial direction, and the shaft line 59L. It has an upper wall 75A that rotatably supports around it.

The shift case main body 75 has a vertical wall 75B that extends obliquely (upward in the vehicle-mounted state) from the flange portion 74 with respect to the mounting surface 71 and is connected to the tip (upper end) of the upper wall 75A in the extending direction.

The shift case body 75 includes a left end wall 75C (see FIG. 13) that connects the left end portion 75a of the upper wall 75A, the left end portion 75b of the vertical wall 75B, and the flange portion 74, and the right end portion 75c and the vertical wall 75B of the upper wall 75A. Has a right end wall 75D connecting the right end portion 75d and the flange portion 74 of the above.

In addition to this, the flange portion 74, the upper wall 75A and the vertical wall 75B extend along the extending direction of each axis (vehicle width direction), and the left side wall 75C and the right side wall 75D extend in the extending direction of each axis. The shift case main body 75 extends in the front-rear direction orthogonal to the vehicle width direction, and is formed in a triangular shape when viewed from the vehicle width direction.

The shift case 73 can be formed with a convex (triangular side view) shift case body 75 that bulges outward from the flange portion 74, and the rigidity of the shift case 73 can be increased. Then, the four corners (corners) of the shift case 73 with increased rigidity are fixed to the four corners of the opening 70 (both ends of the upper mounting surface 71A and both ends of the lower mounting surface 71B) with bolts 10I. is doing.

Therefore, by attaching the highly rigid shift case 73 to the left case 7 so as to close the opening 70, the opening 70 can be reinforced by the shift case 73, and the rigidity of the opening 70 can be increased. Therefore, it is possible to prevent the opening 70 from being deformed.

As shown in FIGS. 12 and 15, the shift case 73 is provided with a tubular portion 78.
A return spring 79 is housed in the tubular portion 78. A spring receiver 59B is provided at the upper end portion 59a of the shift and select shaft 59, and the return spring 79 is provided between the spring receiver 59B and the bottom portion of the tubular portion 78.

As shown in FIG. 9, the shift-and-select shaft 59 moves downward in a stepwise manner from the neutral position in the select direction S1 by a distance corresponding to the shift stage, and is clockwise or clockwise at each stop position (position of each shift yoke). By rotating in the counterclockwise shift direction S2, a predetermined shift stage is established.

As shown in FIG. 15, a cam member 80 is fixed to the shift and select shaft 59, and the cam member 80 moves integrally with the shift and select shaft 59.

The cam member 80 is formed on a cam surface 80A, a finger portion 80B projecting from a surface opposite to the cam surface 80A in a direction orthogonal to the axial direction of the shift and select axis 59, and a surface orthogonal to the cam surface 80A. It has a guide groove 80C (see FIG. 14).

The finger portion 80B is used as one of a shift yoke for 1st / 2nd speed, a shift yoke for 3rd / 4th speed, a shift yoke for 5th / 6th speed, and a shift yoke for reverse speed, which are not shown. These shift yokes are moved in the shift direction (axial direction of each axis) by fitting and rotating around the axis line 59L of the shift and select shaft 59.

An interlock plate 81 is attached to the shift and select shaft 59 so as to cover the cam member 80.

As shown in FIG. 14, the interlock plate 81 is formed with a slit 81a extending in the lateral direction. The guide groove 80C formed on the outer peripheral surface of the cam member 80 is composed of a plurality of grooves having the same arrangement as the shift pattern, and the guide pin 82 is inserted into the guide groove 80C.

As shown in FIG. 12, an intermediate protrusion 88 is provided between the upper end portion 74e and the lower end portion 74f of the flange portion 74. The intermediate protrusion 88 projects from the vertical wall 75B of the shift case main body 75 toward the shift and select shaft 59.

The guide pin 82 is attached to the tip of the intermediate projecting portion 88 in the projecting direction, and is installed on the shift and select shaft 59 side with respect to the mounting surface 71.

A notch 81b notched in the vertical direction is formed on the wall of the interlock plate 81 facing the intermediate protrusion 88 (see FIG. 12), and the guide pin 82 passes through the notch 81b into the guide groove 80C. It has been inserted.

As shown in FIG. 15, a tubular boss portion 75E is provided on the shift case main body 75 facing the cam surface 80A of the cam member 80 in a direction orthogonal to the axial direction of the shift and select axis 59.

A detent member 83 is attached to the boss portion 75E. The detent member 83 includes a tubular body 83A attached to the boss portion 75E, a movable body 83B housed in the tubular body 83A, and a coil housed in the tubular body 83A and pressing the movable body 83B against the cam surface 80A. It has a spring 83C.

A breather plate 84 is provided inside the shift case main body 75. The breather plate 84 has a plate body 84A, a lower protrusion 84B and an upper protrusion 84C.

Inside the shift case body 75, a main breather chamber 85 surrounded by a plate body 84A, an upper wall 75A of the shift case body 75, a vertical wall 75B, a left side wall 75C, and a right side wall 75D is formed.

As shown in FIG. 15, a bulging portion 86 is provided on the upper portion of the vertical wall 75B of the shift case main body 75. The bulging portion 86 bulges from the shift case main body 75 to the outside of the left case 7 on the opposite side of the shift and select shaft 59 (rearward from the shift case main body 75).

As shown in FIG. 15, a sub breather chamber 86A is formed inside the bulging portion 86.

A breather hole 86a is formed in the upper wall 86b of the bulging portion 86, and a breather pipe 87 is provided in the breather hole 86a.

As shown in FIGS. 1 to 3, a shift unit 50 is installed on the upper wall 7E of the left case 7, and the shift unit 50 is located behind the motor 35.

The shift unit 50 includes a base plate 51, a reservoir tank 52, an accumulator 53, an oil pump 54, a motor 55, and a housing 56.

As shown in FIG. 1, the base plate 51 includes a flat plate portion 51A and an accumulator mounting portion 51B projecting downward from the rear portion of the plate portion 51A, and the plate portion 51A includes a bolt 10D (FIG. 1, FIG. It is attached to the upper wall 7E of the left case 7 by (see FIG. 3).

The reservoir tank 52 is attached to the upper side of the plate portion 51A, and the reservoir tank 52 stores oil for operation for operating the shift and select shaft 59.

The oil pump 54 is attached to the lower side of the rear end portion of the plate portion 51A. The motor 55 is installed above the rear end portion of the plate portion 51A so as to face the oil pump 54 with the plate portion 51A sandwiched in the vertical direction.

The oil pump 54 is driven by the motor 55 to pressurize the hydraulic oil stored in the reservoir tank 52, and the accumulator 53 passes through an oil passage (not shown) formed in the plate portion 51A and the accumulator mounting portion 51B. Supply to. That is, an oil passage is formed inside the base plate 51, and the oil pump 54 supplies and accumulates pressurized hydraulic oil to the accumulator 53.

The accumulator 53 is attached to the accumulator mounting portion 51B, and extends from the accumulator mounting portion 51B to the left so as to cross the rear of the left case 7. The accumulator 53 is installed on the left side of the second left wall portion 7D of the left case 7 in the left-right direction.

The accumulator 53 stores the pressure of the hydraulic oil supplied from the oil pump 54, and supplies high-pressure hydraulic pressure to the housing 56 through an oil passage (not shown) formed in the base plate 51.

The housing 56 is installed above the plate portion 51A so as to be located behind the reservoir tank 52, and the housing 56 includes a control device, a shift operation solenoid, a select operation solenoid, and a clutch operation solenoid (not shown). , Shift actuator, select actuator, and clutch actuator are provided.

The shift operation solenoid and the select operation solenoid are operated by a control signal output from the control device, and the high-pressure hydraulic oil supplied from the accumulator 53 is applied to the shift actuator, the select actuator, and the clutch actuator to act on the shift actuator. , The select actuator and the clutch actuator are driven to operate the shift and select shaft 59 in the shift direction and the select direction, and to operate the engagement and disengagement of the clutch.

The control device outputs a drive signal to the motor 55 to drive the motor 55. Further, the control device obtains, for example, detection information of a shift position sensor (not shown) that detects a shift operation of a shift lever (not shown) provided in the driver's seat, detection information of a vehicle speed sensor (not shown) that detects a vehicle speed, and an accelerator pedal depression amount. The shift point is determined based on the detection information from the accelerator sensor or the like to be detected.

When the control device determines the shift point, it outputs a control signal to the shift operation solenoid, the select operation solenoid, and the clutch operation solenoid to control these solenoids and drive the shift actuator, the select actuator, and the clutch actuator. , Operate the shift and select axis 59. As a result, the shift control of the transmission 4 is carried out.

Next, the power transmission path in the main shift stage will be described.
(Power transmission path when the shift speed is 1st speed)
In the 1st speed stage, the synchronization device 31 moves from the neutral position to the counter gear 14A side for the 1st speed stage, and the counter gear 14A for the 1st speed stage is connected to the counter shaft 14.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11A for the first speed stage, the counter gear 14A for the first speed stage, and the synchronization device 31.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the final drive gear 14F for forward movement, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. Will be distributed.

In the 2nd speed stage, the power of the engine 20 transmitted to the main input shaft 11 is the same as that of the 1st speed stage, the input gear 11B for the 2nd speed stage, the counter gear 14B for the 2nd speed stage, and the synchronization device 31. It is transmitted to the counter shaft 14 via the counter shaft 14.

(Power transmission path when the shift speed is 3rd speed)
In the 3rd speed stage, the synchronization device 33 moves from the neutral position to the idle gear 12A side for the 3rd speed stage, and connects the idle gear 12A for the 3rd speed stage to the idle shaft 12.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the input gear 11C for the 3rd and 5th speed stages, the idle gear 12A for the 3rd speed stage, and the synchronization device 33.

Next, the power of the engine 20 transmitted to the idle shaft 12 is transmitted from the reduction drive gear 12C to the reduction driven gear 13A, transmitted to the sub-input shaft 13 via the damper mechanism 16, and then the reduction drive from the sub-input shaft 13. It is decelerated and transmitted to the counter shaft 14 via the gear 13B and the reduction driven gear 14E.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the final drive gear 14F for forward movement, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. Will be distributed.

A damper mechanism 16 is installed on the sub-input shaft 13, and the inner peripheral spline 16a of the outer cylinder member 16A of the damper mechanism 16 and the outer peripheral spline 13e of the reduction driven gear 13A are spline-fitted tightly (with almost no backlash). The inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 16c of the inner cylinder member 16C are loosely spline-fitted (having a relatively large backlash). The inner cylinder member 16C and the sub input shaft 13 are tightly spline-fitted.

Therefore, when a minute rotational fluctuation or torque fluctuation of the engine 20 is input from the reduction driven gear 13A to the damper mechanism 16, the elastic body 16B of the damper mechanism 16 elastically deforms in the circumferential direction, resulting in a minute rotational fluctuation or torque. Fluctuations are absorbed and power is transmitted to the sub-input shaft 13.

On the contrary, when power including minute rotation fluctuations and torque fluctuations is input to the damper mechanism 16 from the sub input shaft 13, the elastic body 16B of the damper mechanism 16 is elastically deformed in the circumferential direction, resulting in minute rotation. Fluctuations and torque fluctuations are absorbed, and power is transmitted to the reduction driven gear 13A.

On the other hand, when the transmitted torque is relatively large and the elastic body 16B is excessively elastically deformed in the circumferential direction, the teeth of the inner peripheral spline 16a of the outer cylinder member 16A and the outer circumference of the inner cylinder member 16C which are loosely set. When the teeth of the spline 16c come into contact with each other, power is transmitted by the inner peripheral spline 16a and the outer peripheral spline 16c, and elastic deformation of the elastic body 16B is suppressed. Therefore, it is possible to prevent the durability of the elastic body 16B from deteriorating.

In the 4th speed stage, the power of the engine 20 transmitted to the main input shaft 11 is transmitted to the counter shaft 14 via the idle shaft 12, the damper mechanism 16 and the sub input shaft 13 as in the 3rd speed stage.

In the 3rd and 4th speed stages, minute torque fluctuations and rotational fluctuations of the engine 20 can be absorbed by the damper mechanism 16, so that the rattling noise of each gear can be suppressed.

(Power transmission path when the shift speed is 5th speed)
In the 5th speed stage, the synchronization device 32 moves from the neutral position to the counter gear 14C side for the 5th speed stage, and the counter gear 14C for the 5th speed stage is connected to the counter shaft 14.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11C for the 3rd / 5th speed stage, the counter gear 14C for the 5th speed stage, and the synchronization device 32.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the final drive gear 14F for forward movement, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. Will be distributed.

In the 6th speed stage, the power of the engine 20 transmitted to the main input shaft 11 is transmitted to the counter shaft 14 in the same manner as in the 5th speed stage.

(Power transmission path in the case of the reverse stage)
In the reverse stage, the synchronization device 34 moves from the neutral position to the reverse gear 15A side, and connects the reverse gear 15A to the reverse shaft 15.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the reverse shaft 15 via the input gear 11A for the first speed stage, the counter gear 14A for the first speed stage, the reverse gear 15A, and the synchronization device 34.

The power of the engine 20 transmitted to the reverse shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B formed on the reverse shaft 15, and then transmitted from the differential device 17 via the drive shafts 18L and 18R. It is distributed to the drive wheels.

(Motor power transmission path)
The motor 35 obtains power when the vehicle 1 is running, and when it obtains power to assist the power of the engine 20 when the vehicle 1 starts and accelerates. During shifting, the synchronization devices 31, 32, 33, and 34 It is used when obtaining power for gap filling that complements the power of the engine 20 between the time when the position where the previous shift is achieved and the time when the position where the new shift is achieved is moved.

Gap filling is the interruption of the driving force from the engine 20 due to the disengagement of the clutch, which is necessary when shifting gears in the stepped transmission. The motor 35 outputs a driving force so as to supplement the power of the engine 20 which is interrupted at the time of shifting, and enables smooth running of the vehicle.

The power of the motor 35 is transmitted from the motor output shaft 35B to the idle shaft 12 via the chain 38, then transmitted from the reduction drive gear 12C to the sub-input shaft 13 via the reduction driven gear 13A and the damper mechanism 16. It is decelerated and transmitted from the sub-input shaft 13 to the counter shaft 14 via the reduction drive gear 13B and the reduction driven gear 14E.

The power of the motor 35 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the final drive gear 14F for forward movement, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. Will be distributed.

The motor 35 can rotate in the forward direction and in the reverse direction, and the power of the motor 35 can be used even in the reverse direction by rotating the motor 35 in the reverse direction with respect to the forward rotation in the forward direction. The power transmission path of the motor when moving backward is the same as the power transmission path of the motor when moving forward.

That is, the motor output shaft 35B of the motor 35 and the drive wheels are always connected so that power can be transmitted. The motor 35 can also generate electricity. For example, when the vehicle decelerates, the motor 35 generates regenerative power generation.

A damper mechanism 16 is installed on the sub-input shaft 13, and when a driving force including minute rotational fluctuations and torque fluctuations of the motor 35 is input to the reduction driven gear 13A, the dampers are similar to the 3rd and 4th speed stages. By elastically deforming the elastic body 16B of the mechanism 16 in the circumferential direction, minute rotational fluctuations and torque fluctuations are absorbed, and the driving force is transmitted to the sub-input shaft 13.

Further, the damper mechanism 16 installed on the sub-input shaft 13 has a minute rotational fluctuation from the engine 20 and the drive wheels transmitted to the sub-input shaft 13 via the counter shaft 14, the reduction driven gear 14E and the reduction drive gear 13B. It absorbs minute rotational fluctuations and torque fluctuations from the power including torque fluctuations and transmits the power to the idle shaft 12 and the motor 35.

Further, the damper mechanism 16 functions to adjust minute rotation fluctuations and torque fluctuations from the motor 35 and minute rotation fluctuations and torque fluctuations from the engine 20 and drive wheels on the sub-input shaft 13.

Therefore, it is possible to suppress the transmission of minute rotational fluctuations and torque fluctuations of the motor 35 to the sub-input shaft 13, prevent the generation of abnormal noise such as rattling noise of each gear, and improve the commercial value of the vehicle 1. Can be done.

Next, the effect of the transmission 4 of this embodiment will be described.
According to the reinforcing structure of the opening 70 of the transmission 4 of this embodiment, the transmission 4 includes a left case 7 having the opening 70. Further, the transmission 4 supports a shift-and-select shaft 59 inserted into the transmission case 5 through the opening 70 and a shift-and-select shaft 59, and is attached to the left case 7 so as to close the opening 70. A shift device 72 with a case 73 is provided.

In addition to this, the opening 70 has an inner reinforcing wall 7M protruding from the right side mounting surface portion 71D of the opening 70 to the inside of the transmission case 5.

As a result, the opening 70 can be reinforced by the inner reinforcing wall 7M, and the rigidity of the opening 70 can be increased. Therefore, it is possible to prevent the opening 70 from being deformed.

Here, the transmission case 5 is manufactured by aluminum die casting. Therefore, in the manufacture of the left case 7, as shown in FIG. 11, in order to form the inner reinforcing wall 7M inside the opening 70 and the left case 7, the main mold 90A and the slide mold shown by virtual lines are formed. 90B is used.

The main mold 90A is a mold that is movable in the axial direction of each axis with respect to the left case 7, and is pulled out from the left case 7 to the right (flange portion 7A side). Further, the slide mold 90B is a mold that moves in a direction perpendicular to the axial direction of each axis, and is pulled out from the opening 70.

The inner reinforcing wall 7M is a wall formed between the main mold 90A and the slide mold 90B. That is, the surface of the inner reinforcing wall 7M on the opening 70 side is the surface formed by the slide mold 90B.

Therefore, the surface of the left case 7 facing the inner reinforcing wall 7M in the first left wall portion 7C is formed by the slide mold 90B. Therefore, the surface of the first left wall portion 7C facing the inner reinforcing wall 7M is continuous with the left mounting surface portion 71C and has an opening so that the slide mold 90B can be pulled out from the left case 7 at the time of manufacturing. The opening area of the opening 70 is inclined toward the back side (gear chamber 21 side) of the 70.

That is, in order to form the opening 70 and the inner reinforcing wall 7M, the positional relationship between the surface of the first left wall portion 7C of the left case 7 facing the inner reinforcing wall 7M and the opening 70 is determined, and the inner reinforcing wall is formed. Based on the protruding shape of 7M, there is no undercut of the first left wall portion 7C (the internal space of the left case 7 on the left side of the slide mold 90B), and the slide mold 90B has the first left wall portion. The shape of the left case 7 is determined so that a surface facing the inner reinforcing wall 7M of the 7C can be formed.

Further, according to the reinforcing structure of the opening 70 of the transmission 4 of the present embodiment, the main input shaft 11, the idle shaft 12, the sub input shaft 13, the counter shaft 14 and the reverse shaft 15 are parallel to the inside of the transmission case 5. It is installed in.

The inner reinforcing wall 7M projects from the right side mounting surface portion 71D of the opening 70 to the inside of the transmission case 5. In addition to this, the inner reinforcing wall 7M has a bearing support portion 7R, and the bearing support portion 7R rotatably supports the left end portion 15f of the reverse shaft 15 via the bearing 26B.

Since the inner reinforcing wall 7M is formed with a bearing support portion 7R that supports the reverse shaft 15, it is reinforced by ribs or the like and has high rigidity. In the transmission 4 of the present embodiment, the opening 70 can be more effectively reinforced by the inner reinforcing wall 7M whose rigidity is secured in advance to support the reverse shaft 15, and the rigidity of the opening 70 can be further increased.

Therefore, it is possible to more effectively prevent the opening 70 from being deformed. The bearing support portion 7R reinforced with ribs or the like is formed on the surface of the inner reinforcing wall 7M that is not on the opening 70 side. That is, the shape of the rib or the like that reinforces the bearing support portion 7R is formed by the main mold 90A.

Further, according to the reinforcing structure of the opening 70 of the transmission 4 of the present embodiment, the left case 7 is the first left wall portion 7C installed apart from the inner reinforcing wall 7M in the axial direction of each axis. Has. Further, the left side mounting surface portion 71C of the opening 70 is continuous with the first left wall portion 7C, and the first left wall portion 7C is connected to the main input shaft 11 via bearings 22B, 23B, 24B, 25B. It has bearing support portions 7F, 7G, 7H, and 7I that rotatably support the idle shaft 12, the sub input shaft 13, and the counter shaft 14.

As a result, in addition to the inner reinforcing wall 7M provided on the right side mounting surface portion 71D of the opening 70, the first left wall portion 7C provided on the left side mounting surface portion 71C of the opening 70 makes the opening 70 in the width direction. Both sides can be reinforced.

Therefore, the opening 70 can be efficiently reinforced by the inner reinforcing wall 7M and the first left wall portion 7C, and the rigidity of the opening 70 can be further increased. Therefore, it is possible to more effectively prevent the opening 70 from being deformed.

Further, since the main mold 90A forms the first left wall portion 7C of the left case 7, and the slide mold 90B forms the surface of the first left wall portion 7C on the opening 70 side, the first Since the left side mounting surface portion 71C of the opening 70 is connected to the left wall portion 7C of the above, the main mold 90A can be simplified.

Further, according to the reinforcing structure of the opening 70 of the transmission 4 of the present embodiment, the left case 7 is continuous with the inner reinforcing wall 7M, and extends in the direction in which the inner reinforcing wall 7M extends from the right side mounting surface portion 71D of the opening 70. It has an outer reinforcing wall 7N extending to the outside of the transmission case 5 on the opposite side, and the right side mounting surface portion 71D of the opening 70 forms a part of the mounting surface of the shift case 73.

As a result, in addition to the inner reinforcing wall 7M provided on the right side mounting surface portion 71D of the opening 70, the opening 70 can be efficiently reinforced by the outer reinforcing wall 7N continuous with the inner reinforcing wall 7M, and the rigidity of the opening 70 can be increased. It can be even higher.

Therefore, it is possible to more effectively prevent the opening 70 from being deformed. Further, the bending shape extending to the left and right along the upper mounting surface portion 71A enhances the rigidity of the upper portion of the opening 70, and the bending shape extending to the left and right along the lower mounting surface portion 71B increases the rigidity of the upper portion of the opening 70. Rigidity is increased. Therefore, it is possible to more effectively prevent the opening 70 from being deformed.

In the transmission 4 of the present embodiment, the power of the motor 35 is transmitted to the idle shaft 12 by the chain 38, but the present invention is not limited to this. For example, the power of the motor 35 may be transmitted to the idle shaft 12 by a belt.

Although the embodiments of the present invention have been disclosed, it is clear that some skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 ... vehicle, 4 ... transmission (vehicle transmission), 5 ... transmission case, 7C ... first left wall (side wall), 7F ... bearing support (first) 2 bearing support part), 7G ... bearing support part (second bearing support part), 7H ... bearing support part (second bearing support part), 7I ... bearing support part (second bearing support part) Bearing support), 7M ... Inner reinforcement wall (reinforcement wall), 7N ... Outer reinforcement wall (wall), 7R ... Bearing support (first bearing support), 11 ... Main Input axis (rotation axis, rotation axis different from some rotation axes), 12 ... idle axis (rotation axis, rotation axis different from some rotation axes), 13 ... sub-input axis (rotation axis, one (Rotation axis different from the rotation axis of the part), 14 ... Counter axis (rotation axis, rotation axis different from some rotation axes), 15 ... Reverse axis (some rotation axes of multiple rotation axes) ), 22B ... ball bearing (bearing), 23B ... ball bearing (bearing), 24B ... ball bearing (bearing), 25B ... conical roller bearing (bearing), 26B ... ball bearing ( Bearing), 59 ... shift and select shaft, 70 ... opening, 71C ... left side mounting surface (outer peripheral edge on the other end side in the width direction of the opening), 71D ... right side mounting surface (opening) Outer peripheral edge on one end side in the width direction of the bearing), 72 ... shift device, 73 ... shift case

Claims (4)

A transmission case with an opening and
A shift device having a shift-and-select shaft inserted into the transmission case through the opening, and a shift case that supports the shift-and-select shaft and is attached to the transmission case so as to close the opening. It is a reinforced structure of the opening of the vehicle transmission equipped with
A reinforcing structure for an opening of a vehicle transmission, wherein the opening has a reinforcing wall protruding from the outer peripheral edge of the opening to the inside of the transmission case. A plurality of rotating shafts are installed in parallel inside the transmission case.
The reinforcing wall projects from the outer peripheral edge on one end side in the width direction of the opening into the inside of the transmission case.
The reinforcing wall has a bearing support portion, and the bearing support portion rotatably supports a part of the rotation shafts of the plurality of rotation shafts via a bearing. Reinforced structure of the opening of the vehicle transmission described. The transmission case has side walls that are installed apart from the reinforcing wall in the axial direction of the plurality of rotating shafts.
The outer peripheral edge on the other end side in the width direction of the opening is connected to the side wall.
When the bearing support portion is used as the first bearing support portion, the side wall has a second bearing support portion different from the first bearing support portion.
2. The second bearing support portion rotatably supports at least one or more rotary shafts different from the partial rotary shafts of the plurality of rotary shafts via bearings. Reinforced structure of the opening of the vehicle transmission described in. The transmission case has a wall portion that is continuous with the reinforcing wall and extends from the outer peripheral edge on one end side in the width direction of the opening to the outside of the transmission case on the side opposite to the extending direction of the reinforcing wall.
The reinforcing structure for the opening of the vehicle transmission according to claim 2 or 3, wherein the outer peripheral edge on one end side in the width direction of the opening forms a part of the mounting surface of the shift case. ..

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