JP5400639B2 - Final reduction gear for vehicle - Google Patents

Description

  The present invention relates to a final reduction device that decelerates an output of a transmission in a vehicle such as an automobile, and more particularly to an arrangement in which an axle position is arranged close to an engine side.

A vehicle such as an automobile includes a transmission that decelerates or increases the output of an engine or the like, and a final reduction device that decelerates the output of the transmission and transmits it to each wheel.
In the case of a vertical layout in which the engine and transmission rotation shafts are arranged substantially along the longitudinal direction of the vehicle, the starting device such as the engine, clutch, etc., and the front differential are sequentially arranged from the front side of the vehicle, and the front differential is the transmission case. The built-in configuration is known.
However, when such a configuration is adopted, the front differential mounting position moves backward with respect to the engine, so that it is difficult to advance the front axle relative to the engine and extend the wheel base to improve running stability.

On the other hand, it is also known that the front differential is accommodated in a case separate from the transmission case and disposed at the lower or side of the engine and driven by a front propeller shaft including a joint.
However, in this case, the degree of freedom in designing the arrangement of the front differential is increased, but the structure is complicated, the number of parts is increased, and the cost and weight are increased.

Further, it is also known that a front differential is disposed in front of a starting device in a transmission case and is driven by a transmission gear or a skewed drive shaft.
According to this, since the front differential can be arranged adjacent to the engine, the wheelbase extension effect is high, but the engine crankshaft and the starting device are separated from each other. It is difficult to ensure the reliability of a so-called flexible plate that performs transmission, and there is a concern that problems may occur in terms of cost and mass.

  Further, for example, in Patent Document 1, in a transaxle for a four-wheel drive vehicle based on a rear engine rear wheel drive, left and right joint portions to which a drive shaft is connected are provided on the rear side of the differential mechanism, and left and right There is disclosed a technique for transmitting power between these using a reduction gear train provided for each.

JP-A 64-70229

In the technique described in Patent Document 1 described above, since the reduction gear train is provided on each of the left and right sides, the number of parts such as gears, shafts, and bearings increases, and the weight, space, and cost increase. Man-hours required for processing and assembly are increased. Further, the increase in gears and bearings increases the friction, which is disadvantageous in terms of running performance and fuel consumption rate.
In this technique, since the span between the bearings that support the differential mechanism and receives the reaction force of the bevel gear is long, a large bending stress is applied to the differential case, and there is a concern about strength.
SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle final reduction gear that can be arranged with its axle position close to the engine and has a simple configuration.
Another object of the present invention is to shorten the span between the bearings that support the differential in such a final reduction gear for a vehicle.

The present invention solves the above-described problems by the following means.
According to a first aspect of the present invention, there is provided a drive shaft provided in parallel with a rotation shaft of a starting device provided between the engine and the speed change mechanism portion, to which an output of the speed change mechanism portion is input, and on the engine side of the drive shaft. A first power transmission means provided at an end for changing the output rotation of the drive shaft; and the first power transmission means being driven to rotate about an axis substantially along the vehicle width direction; and the starting device And an intermediate shaft disposed between the transmission mechanism and the transmission mechanism, and is supported rotatably around an axis parallel to the intermediate shaft. A differential disposed overlapping the starting device and a second power for transmitting a driving force from the intermediate shaft to the differential A vehicle final reduction gear, characterized in that it comprises a reach means.
According to this, since there is no need to provide independent left and right reduction gear trains as in the prior art, it is possible to reduce the number of parts such as gears, rotating shafts, bearings, etc., simplifying the structure, reducing weight, and assembling Simplification of the process, cost reduction, and the like can be achieved. Further, by reducing the number of gears and bearings, the friction can be reduced and the running performance and fuel consumption rate of the vehicle can be improved.

The invention according to claim 2 is the vehicle final reduction device according to claim 1, wherein at least one pair of bearings rotatably supporting the differential are arranged adjacent to the left and right of the differential, respectively. .
According to this, the span between the bearings that support the differential can be shortened, the bending moment applied to the differential case can be reduced, and the strength can be easily ensured.

According to a third aspect of the present invention, there is provided a case that is divided by a plane orthogonal to the axial direction of the drive shaft, and a bearing member that is disposed in the vicinity of the division position in the case and is rotatably supported by the drive shaft being inserted. The vehicle final reduction device according to claim 1, wherein the vehicle final reduction device is provided.
According to this, the size of the opening closed by the bearing member can be reduced, and the bearing member can be reduced in size and weight as compared with the conventional technique in which the ring gear on the differential outer diameter side is directly driven by the drive shaft.

According to a fourth aspect of the present invention, the intermediate shaft is provided with a driven gear of the first power transmission means and a drive gear of the second power transmission means, and is supported by a bearing provided at an intermediate portion of each gear. 4. At least one of the driven gear of the first power transmission means and the drive gear of the second power transmission means is detachable from the main body of the intermediate shaft. The vehicle final reduction gear according to any one of the above.
According to this, the intermediate shaft can be easily assembled to the case by inserting the intermediate shaft from one side in the axial direction and mounting the removable gear from the other side. In addition, since the case becomes a sub-assembly including the intermediate shaft after this assembly, handling in the subsequent assembly process becomes easy.

According to a fifth aspect of the present invention, the intermediate shaft is provided with a protruding shaft portion extending in the axial direction at an end portion on the first power transmission means side, and a tip portion of the protruding shaft portion is supported by a bearing. The final reduction device for a vehicle according to any one of claims 1 to 4, wherein the vehicle is a final reduction device.
According to this, even when the offset amount between the first power transmission means and the second power transmission means is small and the span between the bearings arranged adjacent to each power transmission means is small, the intermediate The support rigidity of the shaft can be improved.

As described above, according to the present invention, it is possible to provide a vehicle final reduction gear that can be arranged with the axle position close to the engine and has a simple configuration.
Further, according to the present invention, in such a final reduction gear for a vehicle, the span between the bearings that support the differential can be shortened.

BRIEF DESCRIPTION OF THE DRAWINGS It is the cross-sectional view which looked at the manual transmission provided with Example 1 of the vehicle final reduction gears to which this invention is applied, and cut along the vertical plane containing an input shaft. It is the II-II part arrow sectional drawing of FIG. FIG. 2 is a perspective view showing an arrangement of a drive shaft, an intermediate shaft, a front differential, and the like in the vehicle final reduction device of FIG. 1. It is the cross-sectional view which looked at the front part of the manual transmission provided with Example 2 of the vehicle final reduction gears to which this invention is applied, and cut by the vertical plane containing an input shaft. FIG. 5 is a cross-sectional view taken along line VV in FIG. 4. It is a disassembled perspective view of the front part of the manual transmission of FIG. It is an expanded sectional view of an intermediate shaft peripheral part in Example 3 of the final reduction gear for vehicles to which the present invention is applied.

  An object of the present invention is to provide a vehicle final reduction device that can be arranged with its axle position close to the engine side and has a simple configuration. The problem was solved by providing an intermediate shaft that converts in the width direction and transmitting the driving force to the front differential through the intermediate shaft.

Embodiment 1 of a vehicle final reduction gear (hereinafter simply referred to as “final reduction gear”) to which the present invention is applied will be described below.
FIG. 1 is a cross-sectional view of a manual transmission provided with a final reduction gear according to a first embodiment, cut along a vertical plane including an input shaft. This manual transmission is mounted, for example, on an AWD passenger car in which a horizontally opposed engine (not shown) is placed vertically in an engine room at the front of the vehicle body and drives the front and rear wheels.
The manual transmission 1 is configured as a transaxle including a clutch 20, a main shaft 30, a driven shaft 40, a transmission mechanism 50, an AWD transfer 60, and a final reduction gear 100 inside the transmission case 10.

The transmission case 10 is a housing that accommodates and supports each component of the manual transmission 1. The transmission case 10 is formed by, for example, casting an aluminum alloy and performing predetermined machining.
The transmission case 10 includes a main case 11, a transfer case 12, an extension case 13, and a front differential cover 14.
The main case 11 constitutes the front half of the transmission case 10 and accommodates from the clutch 20 to the front part of the transmission mechanism 50. As shown in FIG. 2, the main case 11 has a left and right split configuration including a right half portion 11R and a left half portion 11L.
The transfer case 12 is a part that houses the rear portion of the transmission mechanism unit 50 and the AWD transfer 60.

The extension case 13 is a portion that is provided at the rear portion of the transfer case 12 and closes a housing in which the AWD transfer 60 is accommodated. The extension case 13 also functions as a retainer that holds the bearings at the rear end portion of the AWD transfer 60 and the front end portion of the propeller shaft (not shown).
The front differential cover 14 shown in FIG. 2 is a lid-like member that is provided on the side of the right half portion 11R of the main case 11 and closes an opening into which the front differential 130 and the intermediate shaft 120 described later are inserted. The front differential cover 14 also functions as a retainer that holds a bearing 133 of a front differential 130 described later.

  The clutch 20 includes a flywheel and a clutch cover that are mounted on a crankshaft that is an output shaft of an engine (not shown), and a clutch disk that is sandwiched therebetween and splined to the front end portion of the main shaft 30. The clutch 20 is a starting device that transmits and shuts off driving force by changing the pressure applied to the clutch disk by the clutch cover, and transmits power while allowing slipping when starting.

  The main shaft 30 is a rotating shaft connected to the clutch disk of the clutch 20 and is arranged concentrically with the crankshaft of the engine and the clutch 20. The main shaft 30 extends from the clutch 20 to the rear side (side away from the engine).

The driven shaft 40 is a rotating shaft that is arranged in parallel with the main shaft 30 and is driven by the drive shaft 30. The driven shaft 40 is disposed below the main shaft 30.
The driven shaft 40 is formed in a hollow cylindrical shape, and a drive shaft 110 of the final reduction gear 100 described later is inserted on the inner diameter side thereof.

  The speed change mechanism 50 transmits driving force from the main shaft 30 to the driven shaft 40 and enables, for example, a forward 6-speed speed change. The speed change mechanism unit 50 includes gear trains corresponding to the first to sixth speeds. Each gear train includes a drive gear provided on the main shaft 30 and a driven gear provided on the driven shaft 40 and meshed with the drive gear. One of the drive gear and the driven gear is rotatable relative to the main shaft 30 or the driven shaft 40, and selectively engages with the hub sleeve to lock the relative rotation with the shaft, thereby engaging the gear set. Is completed, and it is possible to transmit the driving force. The hub sleeve is connected to and interlocked with a shift lever through which a driver inputs a shift operation via a shift linkage.

The AWD transfer 60 is provided on the rear side (the side far from the engine) of the speed change mechanism unit 50, and distributes and transmits the output rotation of the driven shaft 40 to the front wheel side and the rear wheel side.
The AWD transfer 60 includes, for example, a center differential that is a differential device that absorbs differential rotation of the front and rear wheels, a transfer clutch that limits the differential of the center differential, and the like.

  The final reduction gear 100 includes a drive shaft 110, an intermediate shaft 120, a front differential 130, a right output shaft 140, a left output shaft 150, and the like.

The drive shaft 110 transmits the front wheel side output of the AWD transfer 60 to the intermediate shaft 120. The drive shaft 110 is integrally formed with a shaft portion 111 and a drive gear 112.
The shaft portion 111 is a main body portion of the drive shaft 110 formed as a columnar shaft. The shaft portion 111 is inserted on the inner diameter side of the driven shaft 40 described above. The shaft portion 110 is supported so as to be rotatable relative to the driven shaft 40 around its axis.
The drive gear 112 is a bevel gear provided at the front end portion (end portion on the engine side) of the shaft portion 111.

The intermediate shaft 120 is driven by the drive shaft 110 and is an idler shaft that drives the front differential 130.
The intermediate shaft 120 is supported so as to be rotatable around an axis perpendicular to the drive shaft 110 along the vehicle width direction.
The intermediate shaft 120 includes a shaft portion 121, a driven gear 122, and a drive gear 123, and is supported on the right half portion 11 </ b> R of the main case 11 by a pair of bearings 124 and 125.

The shaft portion 121 is a main body portion of the intermediate shaft 120 formed as a columnar shaft.
The driven gear 122 is a bevel gear provided at the inner end of the shaft portion 121 in the vehicle width direction. The driven gear 122 forms an orthogonal gear train that decelerates while changing the rotation direction of the drive shaft 110 in cooperation with the drive gear 112 of the drive shaft 110. This orthogonal gear train functions as the first power transmission means in the present invention.
The driven gear 122 is splined to the shaft portion 121 and is fastened to the shaft portion 121 by a lock nut 122A.
The drive gear 123 is a spur gear that is integrally formed with the end portion of the shaft portion 121 on the outer side (right side) in the vehicle width direction.
A recess 123A into which a tool is inserted when the lock nut 122A is fastened is formed at the center of the drive gear 123. The recess 123A is formed, for example, as a hexagonal hole so that torque can be applied by a tool.

The bearing 124 is a tapered roller bearing that supports an outer portion of the driven gear 122 in the vehicle width direction.
The bearing 125 is a tapered roller bearing that supports the inner side of the drive gear 123 in the vehicle width direction.
The bearings 124 and 125 are arranged at an interval in the vehicle width direction. The outer rings of the bearings 124 and 125 are incorporated in a bearing holding portion provided in the right half portion 11 </ b> R of the main case 11.

  The intermediate shaft 120 is inserted into the right half portion 11R of the main case 11 from the outside in the vehicle width direction with the driven gear 122 not attached, and then the driven gear 122 is coupled and fastened with a lock nut 122A. Since it becomes the sub-assembly assembled | attached to the half part 11R, the assembly after that becomes easy.

The front differential 130 is a differential device that distributes the driving force transmitted from the drive gear 123 of the intermediate shaft 120 to the left and right front wheels and absorbs the differential rotation of the left and right front wheels. As shown in FIG. 1, the center axis (concentric with the left output shaft 150) of the front differential 130 is arranged on the vehicle front side (engine side) and below the center axis of the intermediate shaft 120. .
Further, as shown in FIG. 2, the front differential 130 is arranged offset to the right in the vehicle width direction with respect to the drive shaft 110 provided at the center of the vehicle body.
The front differential 130 is disposed on the lower right side with respect to the clutch 20, and these are disposed so as to overlap with each other in the vehicle front-rear direction.

The front differential 130 includes a driven gear 131 and bearings 132 and 133.
The driven gear 131 is a ring-shaped spur gear fixed to the outer peripheral surface of the case of the front differential 130. The driven gear 131 functions as a second power transmission means according to the present invention that cooperates with the drive gear 123 of the intermediate shaft 120 to transmit the rotation of the intermediate shaft 120 to the front differential 130 while decelerating.
The bearings 132 and 133 are tapered roller bearings that support both ends of the differential case of the front differential 130, respectively.
The outer rings of the bearings 132 and 133 are incorporated in the bearing holding portions formed on the right half portion 11 </ b> R of the main case 11 and the front differential cover 14, respectively.

The right output shaft 140 and the left output shaft 150 are output shafts of the front differential 130. Inboard side joint portions of a drive shaft (not shown) that transmit driving force to the right front wheel and the left front wheel are respectively connected to the vehicle width direction outer ends of the right output shaft 140 and the left output shaft 150.
The left end of the left output shaft 150 in the vehicle width direction is supported by a pilot bearing 151 provided on the left half 11L of the main case 11.

  According to the first embodiment described above, the front differential is driven from the drive shaft 110 by the bevel gear trains 112 and 122 and the front differential 130 is driven from the intermediate shaft 120 by the spur gear trains 123 and 131. 130 can be positioned below and to the right of the clutch 20, and the axle position of the front wheels can be advanced relative to existing technology that places a differential behind the clutch. As a result, the degree of freedom in vehicle design is improved, and the driving performance and comfortability of the feet of the front seat can be improved by extending the wheel base.

In addition, since there is no need to provide separate left and right reduction gear trains, the number of parts such as gears, rotating shafts, and bearings can be reduced, simplifying the structure, reducing weight, simplifying the assembly process, and reducing costs. Etc. can be achieved. Further, by reducing the number of bearings, the friction can be reduced and the running performance and fuel consumption rate of the vehicle can be improved.
Although the spur gear train tends to be larger than the technology described in Patent Document 1 and the like described above, the spur gear train tends to be larger. Since it is not necessary to provide a bearing outside 123, the extension of the transmission case 10 can be suppressed, and the floor foot can be prevented from becoming narrow or interfering with other parts.

  Furthermore, by providing the bearings 132 and 133 adjacent to both ends of the front differential 130, the span between the bearing 132 and the bearing 133 is shortened, and the bending moment applied to the case of the front differential 130 is reduced. Ensuring strength can be facilitated.

Next, a second embodiment of the vehicle final reduction gear to which the present invention is applied will be described. In each of the embodiments described below, portions that are substantially the same as those in the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 4 is a cross-sectional view of the manual transmission according to the second embodiment when viewed along a vertical plane including the input shaft.
5 is a cross-sectional view taken along the line VV in FIG.
FIG. 6 is a partially exploded perspective view of the manual transmission.
The manual transmission 2 and the final reduction gear device 200 according to the second embodiment include a transmission case 210 and a retainer 220 described below, instead of the transmission case 10 of the manual transmission 1 according to the first embodiment.

The transmission case 210 is not a left-right split like the main case 11 of the first embodiment, but has a so-called body split configuration that is divided on a plane orthogonal to the rotation axis.
The transmission case 210 includes a front case 211 and a main case 212.

As shown in FIG. 4, the front case 211 constitutes a portion on the front side (engine side) of the speed change mechanism unit 50. Inside the front case 211, an intermediate shaft housing 211A in which the intermediate shaft 120 is accommodated is formed. An opening 211B is formed in a portion of the intermediate shaft housing 211 on the main case 212 side.
The main case 212 is a part that houses the speed change mechanism unit 50 and the like.

The retainer 220 is a plate-like member (bearing plate) that closes the opening 211B of the front case 211 from the main case 212 side. The retainer 220 has openings 221 and 222 into which the main shaft 30 and the drive shaft 110 are respectively inserted, and the outer peripheral edge portion is fastened to the front case 211 by a plurality of bolts (not shown).
The retainer 220 incorporates a bearing 111 </ b> A that supports an end portion of the shaft portion 111 of the drive shaft 110 on the drive gear 112 side.

  In the case of a transmission having a bearing member with such a body split configuration, in the existing configuration in which the front differential is housed in the housing of the front case and the ring gear fixed to the outer diameter side is directly driven by the drive shaft, It is necessary to enlarge the opening of the front case so that the differential assembly can be inserted. For this reason, it is necessary to enlarge the bearing plate which closes this, and a weight will increase.

On the other hand, according to the second embodiment, the opening 211B of the front case 211 has a size in which a tool for fastening the lock nut 122A provided in the driven gear 122 of the intermediate shaft 120 is inserted and the drive shaft 110 can be inserted. Since it only needs to be, it can be made smaller than the above-described prior art. For this reason, the retainer 220 can be reduced in size and weight.
Moreover, the same effect as the effect of Example 1 mentioned above can be acquired.

Next, a third embodiment of the vehicle final reduction gear to which the present invention is applied will be described.
FIG. 7 is a cross-sectional view of the final reduction gear device according to the third embodiment, and shows a cross section corresponding to FIG. 2 in the first embodiment.
In the final reduction gear 300 of the third embodiment, the support structure of the intermediate shaft 120 is changed with respect to the second embodiment.

In the third embodiment, the offset amount in the vehicle width direction from the drive shaft 110 of the front differential 130 is set smaller than that in the first embodiment due to the convenience of the vehicle layout.
For this reason, the distance between the driven gear 122 and the drive gear 123 is narrower than that of the first embodiment, and as a result, the span between the bearing 124 and the bearing 125 is also reduced.

On the other hand, the intermediate shaft 120 of the third embodiment includes a protruding shaft portion 126 formed by extending the shaft portion 121 from the driven gear 122 to the left side in the vehicle width direction (the opposite side of the drive gear 123).
The tip end portion of the protruding shaft portion 126 is supported by a pilot bearing 127 provided on the front case 211. For example, a cylindrical roller bearing is used as the pilot bearing 127.

The pilot bearing 127 is incorporated from the outside into a bearing holding portion 211 </ b> C formed in the front case 211. The bearing holding portion 211C is formed as a stepped through hole in which the outer side of the transmission case 10 has a large diameter and the inner side has a small diameter. Such a stepped through hole can be formed by machining from the outside and inside the opening that is cast when the front case 211 is cast. The pilot bearing 127 is pushed in until it comes into contact with the stepped portion of the bearing holding portion 211 </ b> C, and is prevented from coming off by the snap ring 128.
A plug P that closes the bearing holding portion 211C is attached to the outer end portion of the bearing holding portion 211C.

  According to the third embodiment described above, in addition to the same effects as the first embodiment described above, the offset in the vehicle width direction of the front differential 130 with respect to the drive shaft 110 is small, and the span between the bearing 124 and the bearing 125 is small. Even in this case, the support rigidity can be improved by using the pilot bearing 127 to support the intermediate shaft 120 at three points.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) Although the final reduction gears of the above-described embodiments are provided in, for example, a manual transmission, the present invention is not limited to this. For example, a planetary gear type step automatic transmission, a belt type, a chain type It can also be applied to other types of transmissions such as toroidal continuously variable automatic transmissions, DCT, AMT, and the like. Further, the starting device is not limited to a dry or wet clutch, and a torque converter or the like can be applied.
(2) Although the transmission of each embodiment is for a front engine AWD vehicle, the present invention is not limited to this. For example, the front engine FWD vehicle, the rear engine AWD vehicle, the RWD vehicle, etc. Can also be applied. Also, the configuration of the transfer when applied to an AWD vehicle is not particularly limited.
(3) In each embodiment, the first power transmission means is an orthogonal bevel gear train, and the second power transmission means is a parallel gear train. However, the present invention is not limited to this, and other types of power transmission are possible. Means may be used. For example, the drive shaft and the intermediate shaft may be arranged in a staggered manner, and a hypoid gear may be used as the first power transmission means. A chain or the like may be used as the second power transmission means. An idler gear may be provided between the drive gear and the driven gear of the second power transmission means.

DESCRIPTION OF SYMBOLS 1 Manual transmission (Example 1) 2 Manual transmission (Example 2)
DESCRIPTION OF SYMBOLS 10 Transmission case 11 Main case 11R Right half part 11L Left half part 12 Transfer case 13 Extension case 14 Front differential cover 20 Clutch 30 Main shaft 40 Driven shaft 50 Transmission mechanism part 60 AWD transfer 100 Final reduction gear (Example 1) 110 Drive shaft 111 Shaft portion 111A Bearing 112 Drive gear 120 Intermediate shaft 121 Shaft portion 122 Driven gear 122A Lock nut 123 Drive gear 123A Recessed portion 124 Bearing 125 Bearing 126 Protruding shaft portion 127 Pilot bearing 128 Snap ring 130 Front differential 131 Driven gear 132 Bearing 133 Right bearing 140 Shaft 150 left output shaft 200 final reduction device (Example 2) 210 transmission case 211 front case 211A intermediate shaft housing 211B opening 211C bearing retaining part 212 main case 220 retainer 221 opening 222 opening 300 final reduction device (Example 3) P plug

Claims (5)

A drive shaft provided in parallel with a rotation shaft of a starting device provided between the engine and the speed change mechanism, and to which an output of the speed change mechanism is input;
A first power transmission means provided at an end of the drive shaft on the engine side for changing the output rotation of the drive shaft;
An intermediate shaft that is rotationally driven about an axis substantially along the vehicle width direction by the first power transmission means, and disposed between the starting device and the speed change mechanism ;
A differential that is supported rotatably around an axis parallel to the intermediate shaft and transmits driving force to the left and right wheels, and at least a part of the position in the vehicle front-rear direction overlaps the starting device;
And a second power transmission means for transmitting a driving force from the intermediate shaft to the differential. 2. The vehicle final reduction device according to claim 1, wherein at least one pair of bearings rotatably supporting the differential is disposed adjacent to the left and right sides of the differential, respectively. A case divided by a plane perpendicular to the axial direction of the drive shaft;
The vehicle final reduction device according to claim 1, further comprising: a bearing member that is disposed in the vicinity of the division position in the case and that is rotatably supported by the drive shaft inserted therein. The intermediate shaft is provided with a driven gear of the first power transmission means and a drive gear of the second power transmission means, and is supported by a bearing provided in an intermediate portion of each gear,
4. At least one of the driven gear of the first power transmission means and the drive gear of the second power transmission means is detachable from the main body of the intermediate shaft. The vehicle final reduction gear according to any one of the preceding claims. The intermediate shaft is provided with a protruding shaft portion extending along an axial direction at an end portion on the first power transmission means side, and a tip end portion of the protruding shaft portion is supported by a bearing. The vehicle final reduction gear according to any one of claims 1 to 4.

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