JP6702468B1 - Vehicle drive - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive device capable of improving oil collection efficiency by a catch tank and reducing stirring loss of oil by a rotating shaft. A drive device (4) is provided with a catch tank (48) housed in a transmission case (5) on the opposite side of a differential device (15) with an output shaft (12) for advancing. The catch tank 48 has an upper oil inlet 48A into which the oil scraped up by the final driven gear 15A of the differential device 15 is introduced, and a lower portion into which the oil introduced from the upper oil inlet 48A and stored therein is discharged. An oil discharge port 48B and a main body portion 48C having the oil discharge port 48B are formed. Further, the catch tank 48 extends along the inner surface of the upper wall 7E forming the upper surface of the transmission case 5 and extends from the upper oil inlet 48A above the forward output shaft 12 to above the differential device 15. With 48D. [Selection diagram] Fig. 4

Description

The present invention relates to a vehicle drive device.

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

As a conventional technique of this type, the technique described in Patent Document 1 is known. The vehicle transmission described in Patent Document 1 includes a transmission case that stores oil, and a first rotating shaft that includes a first gear that is rotatably provided inside the transmission case and has a lower portion immersed in the oil. And a second rotation shaft that is rotatably provided inside the transmission case and has a lower portion that is immersed in oil, and that extends in parallel with the first rotation shaft. Further, the vehicle transmission described in Patent Document 1 is installed inside the transmission case on the opposite side of the first rotating shaft with the second rotating shaft interposed therebetween, and is oil scraped up by the first gear. And a catch tank for storing

Japanese Patent No. 6372386

However, in the technique described in Patent Document 1, the oil scraped up by the differential device collides with the ceiling wall of the transmission case and falls before reaching the catch tank, and the oil inside the transmission case It is conceivable that the agitator loses contact with the rotating shaft.

Therefore, it has been required to collect a larger amount of oil in the catch tank, improve the oil recovery efficiency of the catch tank, and reduce the oil stirring loss by the rotating shaft.

The present invention has been made in view of the above circumstances, and provides a vehicle drive device capable of improving oil recovery efficiency by a catch tank and reducing oil stirring loss by a rotating shaft. The purpose is that.

The present invention is a transmission case in which a rotary shaft to which power is transmitted from a power source, a differential device in which power is transmitted from the rotary shaft is accommodated, and oil is stored in a bottom portion, and in the transmission case, A drive device for a vehicle, comprising: a catch tank housed on the opposite side of the differential device with the rotating shaft interposed therebetween, wherein the catch tank is an upper portion into which the oil scraped up by the differential device is introduced. A main body having an oil inlet and a lower oil outlet through which the oil introduced from the upper oil inlet and stored therein is discharged, and an upper wall forming an upper surface of the transmission case. of along the inner surface, the through above the rotating shaft from the upper oil inlet have a, and extending portion extending above the differential device, when the rotation axis is a first axis of rotation, the extension A second rotary shaft that transmits power to the first rotary shaft is provided below the outlet and between the first rotary shaft and the catch tank, and a second rotary shaft is provided inside the transmission case. , A shifter shaft for switching a power transmission path to change a gear position is arranged in parallel with the rotation shaft between the upper wall and the extending portion, and the extending portion has a recessed portion that is recessed downward. It is characterized in that it is provided below the shifter shaft .

As described above, according to the present invention, the efficiency of oil recovery by the catch tank can be improved and the stirring loss of oil by the rotating shaft can be reduced.

FIG. 1 is a left side view of a vehicle drive device according to an embodiment of the present invention. FIG. 2 is a rear view of the vehicle drive device according to the embodiment of the present invention. FIG. 3 is a left side view of the light case of the vehicle drive device according to the embodiment of the present invention. FIG. 4 is a right side view of the left case of the vehicle drive device according to the embodiment of the present invention. FIG. 5 is a skeleton diagram of the vehicle drive device according to the embodiment of the present invention. FIG. 6 is a perspective view of a light case of a vehicle drive device according to an embodiment of the present invention. FIG. 7 is a left side view of the catch tank of the light case of the vehicle drive device according to the embodiment of the present invention. FIG. 8 is a right side view of the catch tank of the vehicle drive device according to the embodiment of the present invention. FIG. 9 is a left side view of the catch tank of the vehicle drive device according to the embodiment of the present invention. FIG. 10 is a plan view of the catch tank of the vehicle drive device according to the embodiment of the present invention. FIG. 11 is a rear view of the catch tank of the vehicle drive device according to the embodiment of the present invention.

A vehicle drive device according to an embodiment of the present invention includes a rotary shaft to which power is transmitted from a power source, a differential device to which power is transmitted from the rotary shaft, and a transmission in which oil is stored in a bottom portion. A drive device for a vehicle, comprising: a case; and a catch tank housed in the transmission case on the side opposite to the differential device with the rotating shaft interposed therebetween, wherein the catch tank is an oil scraped up by the differential device. And an upper oil inlet for introducing the oil, and a lower oil outlet for discharging the oil introduced from the upper oil and stored therein, and the upper portion of the transmission case. And an extension portion extending along the inner surface of the upper wall from the upper oil introduction port to above the rotary shaft and above the differential device. As a result, the vehicle drive device according to the embodiment of the present invention can improve the oil recovery efficiency by the catch tank and reduce the oil stirring loss by the rotating shaft.

Hereinafter, a vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings. 1 to 11 are views showing a vehicle drive device according to an embodiment of the present invention.

1 to 11, the up, down, front, back, left, and right directions are the up, down, front, back, left, and right directions of the vehicle drive device installed in the vehicle, and the direction orthogonal to the vehicle front and back direction is the left and right direction. The height direction is the vertical direction.

First, the configuration will be described. In FIG. 1, a hybrid vehicle (hereinafter, simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is partitioned by a dash panel 3 into a front engine room 2A and a rear vehicle room 2B. A vehicle drive device (hereinafter, simply referred to as a drive device) 4 is installed in the engine room 2A, and the drive device 4 has a forward speed 6th speed and a reverse speed 1st speed.

2, the drive device 4 includes a transmission case 5, and the transmission case 5 has a right case 6 (see FIG. 3) and a left case 7 (see FIG. 4).

As shown in FIG. 2, an engine 8 is connected to the light case 6. The engine 8 has a crankshaft 9 (see FIG. 5), and the crankshaft 9 is installed so as to extend in the width direction of the vehicle 1.

That is, the engine 8 of the present embodiment is composed of a horizontal engine, and the vehicle 1 of the present embodiment is a front engine/front drive (FF) vehicle. The engine 8 of this embodiment is composed of an internal combustion engine and constitutes the power source of the present invention.

The left case 7 is connected to the right case 6 from the side opposite to the engine 8, that is, from the left side. As shown in FIG. 3, a flange portion 6F is formed on the outer peripheral edge of the light case 6. As shown in FIG. 4, a flange portion 7F is formed on the outer peripheral edge of the left case 7.

As shown in FIG. 3, the flange portion 6F is formed with a plurality of boss portions 6f that match the boss portions 7f, and the boss portions 6f are provided along the flange portion 6F.

In FIG. 4, the flange portion 7F is formed with a plurality of boss portions 7f that match the boss portions 6f, and the bolts 23A (see FIG. 1) are attached to the boss portion 6f of the flange portion 6F and the boss portion 7f of the flange portion 7F. By fastening, the right case 6 and the left case 7 are fastened and integrated.

A clutch 10 (see FIG. 5) is housed in the light case 6. The left case 7 accommodates the input shaft 11, the forward output shaft 12, the reverse output shaft 13, and the differential device 15 shown in FIG. The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are installed in parallel.

In FIG. 5, the input shaft 11 is connected to the engine 8 via the clutch 10, and the power of the engine 8 is transmitted via the clutch 10. The input shaft 11 includes an input gear 16A for the first speed, an input gear 16B for the second speed, an input gear 16C for the third speed, an input gear 16D for the fourth speed, an input gear 16E for the fifth speed, and an input gear 16E for the fifth speed. It has an input gear 16F for the sixth speed. The input shaft 11 constitutes the second rotating shaft in the present invention.

The input gears 16A and 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are rotatably provided on the input shaft 11 via needle bearings (not shown).

The output shaft 12 for forward drive is an output gear 17A for the first speed, an output gear 17B for the second speed, an output gear 17C for the third speed, an output gear 17D for the fourth speed, an output gear 17D for the fifth speed. 17E, an output gear 17F for the sixth speed, and a final drive gear 17G for the forward movement, and the output gears 17A to 17F mesh with the input gears 16A to 16F constituting the same gear. The output shaft 12 for advancing comprises the rotating shaft and 1st rotating shaft in this invention.

The output gears 17A and 17B are relatively rotatably provided on the forward output shaft 12 via a needle bearing (not shown). The output gear 17C to the output gear 17F and the final drive gear 17G are fixed to the forward drive output shaft 12 and rotate integrally with the forward drive output shaft 12.

In the first speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16A and the output gear 17A. In the second speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16B and the output gear 17B.

A first synchronizer 18 is provided on the forward output shaft 12 between the output gears 17A and 17B.

The first synchronizer 18 connects the output gear 17A of the first gear to the forward output shaft 12 when the gear is shifted to the first gear by the shift operation and shifts to the second gear when the gear is shifted to the second gear by the shift operation. The output gear 17B for the speed stage is connected to the output shaft 12 for the forward movement. By this operation, the output gear 17A or the output gear 17B is connected to the forward drive output shaft 12 and rotates integrally with the forward drive output shaft 12.

A second synchronizer 19 is provided on the input shaft 11 between the input gears 16C and 16D.

The second synchronizer 19 connects the input gear 16C to the input shaft 11 when it is shifted to the third speed stage by the shift operation, and connects the input gear 16D to the input shaft 11 when it is shifted to the fourth speed stage by the shift operation. Connect to. By this operation, the input gear 16C or the input gear 16D is connected to the input shaft 11 and rotates integrally with the input shaft 11.

In the third speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16C and the output gear 17C. In the fourth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16D and the output gear 17D.

A third synchronizer 20 is provided on the input shaft 11 between the input gears 16E and 16F.

The third synchronizer 20 connects the input gear 16E to the input shaft 11 when it is shifted to the 5th gear by the shift operation, and connects the input gear 16F to the input shaft 11 when it is shifted to the 6th gear by the shift operation. Connect to. By this operation, the input gear 16E or the input gear 16F is connected to the input shaft 11 and rotates integrally with the input shaft 11.

In the fifth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16E and the output gear 17E. In the sixth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16F and the output gear 17F.

The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is rotatably provided on the reverse drive output shaft 13 via a needle bearing (not shown), and meshes with the output gear 17A. The final drive gear 22B is fixed to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13.

The reverse output shaft 13 is provided with a fourth synchronizer 21. The fourth synchronizer 21 connects the reverse gear 22A to the reverse output shaft 13 when it is shifted to the reverse stage by the shift operation. By this operation, the reverse gear 22A is connected to the reverse drive output shaft 13 and rotates integrally with the reverse drive output shaft 13.

In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 via the input gear 16A, the output gear 17A that rotates relative to the forward output shaft 12, and the reverse gear 22A.

The forward drive final drive gear 17G and the reverse drive final drive gear 22B mesh with the final driven gear 15A of the differential device 15. As a result, the power of the output shaft 12 for forward drive and the power of the output shaft 13 for reverse drive are transmitted to the differential device 15 via the final drive gear 17G for forward drive or the final drive gear 22B for reverse drive.

The differential device 15 has a final driven gear 15A, a differential case 15B having the final driven gear 15A attached to the outer peripheral portion, and a differential mechanism 15C built in the differential case 15B.

One end of each of the left and right drive shafts 24L and 24R is inserted through the differential case 15B, and one end of each of the left and right drive shafts 24L and 24R is connected to the differential mechanism 15C.

The other ends of the left and right drive shafts 24L and 24R are connected to left and right drive wheels (not shown), respectively. The differential device 15 distributes the power of the engine 8 to the left and right drive shafts 24L and 24R by the differential mechanism 15C and transmits the power to the drive wheels.

In FIG. 2, the motor 32 has a motor case 32A and a motor shaft 32B (see FIG. 5) rotatably supported by the motor case 32A. A rotor (not shown) and a stator around which a coil is wound are housed inside the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.

In the motor 32, a three-phase alternating current is supplied to the coil to generate a rotating magnetic field that rotates in the circumferential direction. The stator interlocks the generated magnetic flux with the rotor to rotate the rotor integrated with the motor shaft 32B.

In FIG. 1, a motor connector 32C is provided behind the motor 32, and a power cable (not shown) for driving the motor 32 is connected to the motor connector 32C.

A cooling water introduction pipe portion 32a and a cooling water discharge pipe portion 32b are provided above the motor 32. The cooling water introduction pipe 32a introduces cooling water into the motor 32, and the cooling water discharge pipe 32b discharges the cooling water that has cooled the motor 32 from the motor 32.

The transmission case 5 is provided with a front bracket 51A and a rear bracket 51B. The front bracket 51A connects the right end portion of the motor case 32A and the light case 6, and supports the motor case 32A on the light case 6.

The rear bracket 51B connects the rear end portion of the motor connector 32C and the light case 6, and supports the motor connector 32C on the light case 6. Thus, the motor 32 is connected to the light case 6 on the side opposite to the motor mounting portion 28C.

The left case 7 is provided with a reduction gear case 25, and the reduction gear case 25 has a case portion 26 and a cover portion 27. A reduction mechanism 33 (see FIG. 5) is housed in the reduction gear case 25.

In FIG. 5, the reduction mechanism 33 is provided on the first drive gear 34 provided on the motor shaft 32B of the motor 32, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12. And an output gear 17D for the fourth gear that has been selected.

The first intermediate shaft 35 is provided with a first driven gear 35A and a second drive gear 35B. A second driven gear 36A and a third drive gear 36B are provided on the second intermediate shaft 36.

The first driven gear 35A is formed to have a diameter larger than the diameter of the first drive gear 34, and meshes with the first drive gear 34.

The second drive gear 35B is formed to have a diameter smaller than the diameters of the first driven gear 35A and the second driven gear 36A, and meshes with the second driven gear 36A. The third drive gear 36B is formed to have the same diameter as the diameter of the second driven gear 36A and larger than the diameter of the output gear 17D for the fourth speed, and the output gear 17D for the fourth speed is used. Meshes with.

As described above, the driven gear of the reduction mechanism 33 of the present embodiment is configured to include the output gear 17D for the fourth speed. In other words, the output gear 17D serves as both a gear for speed change and a gear for speed reduction.

The speed reduction mechanism 33 decelerates the power of the motor 32 and transmits it to the forward output shaft 12 by setting the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A to be arbitrary reduction ratios. ..

In FIG. 2, the case portion 26 has a side wall 28 and a peripheral wall portion 29 that are integrally formed with the left case 7.

The side wall 28 has a partition wall portion 28A. The side wall 28 extends downward from the upper wall 7E of the left case 7, and the inside of the left case 7 is partitioned into a gear accommodating chamber 41 and a reduction mechanism accommodating chamber 42 by a partition wall portion 28A.

In FIG. 4, the left case 7 includes a bottom wall 7B located below the top wall 7E, a front wall 7C connecting the top wall 7E and the bottom wall 7B, and a top wall 7E located behind the front wall 7C. And a rear wall 7D that connects the bottom wall 7B.

An opening (not shown) is formed in the partition wall portion 28A, and the input shaft 11 and the advancing output shaft 12 are installed in the gear accommodating chamber 41 and the reduction mechanism accommodating chamber 42 through the opening.

The input gears 16A, 16B, 16C and the output gears 17A, 17B, 17C are installed in the gear accommodating chamber 41 (see FIG. 6), and the input gears 16D, 16E, 16F and the output gears 17D, 17E, 17F reduce the speed. It is installed in the mechanism accommodating chamber 42.

The reduction gear mechanism 33 is installed in the reduction gear mechanism housing chamber 42 so as to be positioned on the differential device 15 side with respect to the output shaft 12 for forward movement.

2 and 4, the side wall 28 has a vertical wall portion 28B. The vertical wall portion 28B extends from the partition wall portion 28A above the upper wall 7E of the left case 7, and the motor mounting portion 28C is provided on the upper portion in the extending direction.

The motor mounting portion 28C is formed in a disk shape having an outer diameter of the motor 32, that is, an outer diameter equivalent to that of the motor case 32A. A plurality of boss portions 28m are provided on the outer peripheral portion of the motor mounting portion 28C, and the boss portions 28m are provided along the outer peripheral portion of the motor mounting portion 28C.

A bolt 23B (see FIG. 1) is inserted into the motor mounting portion 28C, and the bolt 32B is fastened to a screw groove (not shown) formed in the motor case 32A, whereby the motor 32 is fastened to the motor mounting portion 28C.

In FIG. 2, the peripheral wall portion 29 projects outward (leftward) in the axial direction of the input shaft 11 from the partition wall portion 28A, and the upper end thereof extends above the upper wall 7E of the left case 7. When viewed from the axial direction of the input shaft 11, the peripheral wall portion 29 is formed in an L shape and surrounds the speed reducing mechanism 33.

In FIG. 2, the cover portion 27 is joined (fastened) to the tip portion 29a of the peripheral wall portion 29 in the axially protruding direction of the input shaft 11 by the bolt 23C. As shown in FIG. 1, the cover portion 27 is formed in an L shape when viewed from the axial direction of the input shaft 11.

In FIG. 7, the light case 6 is provided with a partition wall 6A. The partition wall 6A extends upward from the bottom wall 6B of the light case 6 and is connected to the front wall 6C, the rear wall 6D and the upper wall 6E of the light case 6 (see FIG. 3).

The partition wall 6A partitions the inside of the transmission case 5 into a space for housing the clutch 10 (see FIG. 5) and a space for housing the input shaft 11, the forward output shaft 12, and the reverse output shaft 13.

The partition wall 6A is provided with a cylindrical bearing holding portion 6a, and one end portion (right end portion) in the axial direction of the output shaft 12 for forward movement (see FIG. 6) is connected to the bearing holding portion 6a via a bearing (not shown). It is rotatably supported.

The cover portion 27 (see FIG. 1) is provided with a cylindrical bearing holding portion (not shown), and the other axial end portion (left end portion) of the output shaft 12 for forward movement is a bearing holding portion via a bearing (not shown). It is rotatably supported by.

One end portion (right end portion) of the input shaft 11 in the axial direction is rotatably supported by a cylindrical bearing holding portion 6c formed on the partition wall 6A via a bearing 43E. The other axial end portion (left end portion) of the input shaft 11 is rotatably supported by a tubular bearing holding portion formed on the cover portion 27 via a bearing (not shown).

The partition wall 6A is provided with a cylindrical bearing holding portion 6b, and one end portion (right end portion) in the axial direction of the reverse drive output shaft 13 (see FIG. 5) is connected to the bearing holding portion 6b via a bearing (not shown). It is rotatably supported.

As shown in FIGS. 3, 4, 6, and 7, the transmission case 5 is provided with a catch tank 48. The catch tank 48 collects oil and temporarily stores it.

As shown in FIGS. 8, 9, 10, and 11, the catch tank 48 is open at the right end. An upper oil introducing port 48A is provided on the upper portion of the catch tank 48. The catch tank 48 is provided with a lower oil discharge port 48B.

The right end of the catch tank 48 contacts the partition wall 6A of the light case 6 and is fixed to the partition wall 6A by a bolt 23D.

In FIG. 3, oil O is stored at the bottom of the left case 7. The final driven gear 15A and the reverse gear 22A are immersed in the oil O. When the final driven gear 15A of the differential device 15 rotates, the oil O is scraped up by the final driven gear 15A. Therefore, the oil O is scraped up by the differential device 15.

The oil O1 scraped up by the final driven gear 15A moves along the rear wall 6D and the upper wall 6E in the light case 6.

In FIG. 4, the oil O1 scraped up by the final driven gear 15A moves along the rear wall 7D and the upper wall 7E in the left case 7. The oil thus moved inside the right case 6 and the left case 7 is introduced into the catch tank 48 from the upper oil introduction port 48A. The catch tank 48 is configured to include a partition wall 6A with which the catch tank 48 contacts, and a space for storing oil is formed by the catch tank 48 and the partition wall 6A.

The lower oil discharge port 48B is located above the axis C1 of the reverse output shaft 13 and below the axis C2 of the final driven gear 15A.

The opening area of the lower oil outlet 48B is smaller than the opening area of the upper oil inlet 48A. The oil stored in the catch tank 48 is discharged from the lower oil discharge port 48B.

The catch tank 48 lowers the oil level of the oil O by storing the oil introduced from the upper oil introduction port 48A, and reduces the stirring resistance of the final driven gear 15A and the reverse gear 22A.

Since the opening area of the lower oil discharge port 48B of the catch tank 48 is smaller than the opening area of the upper oil introduction port 48A, the amount of oil discharged from the lower oil discharge port 48B is smaller than that of the upper oil introduction port 48A. The amount of introduced oil can be increased.

As a result, a large amount of oil can be temporarily stored and the oil level of the oil O can be lowered. As shown in FIG. 3, a magnet 52 is provided below the lower oil discharge port 48B, and the magnet 52 adsorbs iron powder contained in the oil discharged from the lower oil discharge port 48B.

As shown in FIG. 4, a bulging wall portion 7G is provided on the bottom wall 7B of the left case 7. The bulging wall portion 7G bulges upward from the bottom wall 7B so as to face the lower portion of the partition wall 6A (see FIG. 3) in the direction of the axis C2 of the final driven gear 15A. That is, the bulging wall portion 7G extends upward from the bottom wall 7B so as to face the partition wall 6A.

At the bottom of the left case 7, a groove portion 49 is formed by the partition wall 6A, the bulging wall portion 7G and the bottom wall 7B. In the catch tank 48, the lower oil discharge port 48B is installed in the transmission case 5 so as to be located above the groove portion 49 in the vertical direction.

A portion of the bottom wall 7B of the left case 7 that is sandwiched between the partition wall 6A and the bulging wall portion 7G in the axial direction of the reverse drive output shaft 13 forms a bottom wall 49A of the groove portion 49. The bottom wall 49A of the groove 49 is formed so as to be inclined downward from the catch tank 48 side toward the oil strainer 46. The lower oil discharge port 48B faces the bulging wall portion 7G and the bottom wall 49A in the vertical direction.

In FIG. 4, the catch tank 48 has an upper oil introducing port 48A into which the oil scraped up by the final driven gear 15A of the differential device 15 is introduced and an oil introduced from the upper oil introducing port 48A and stored therein. It has a main body portion 48C formed with a lower oil discharge port 48B to be discharged.

As shown in FIGS. 8, 9, 10, and 11, the catch tank 48 has an extending portion 48D. As shown in FIGS. 3 and 4, the catch tank 48 is a differential device that extends along the inner surface of the upper wall 7E forming the upper surface of the transmission case 5 from the upper oil inlet 48A to above the forward output shaft 12. And an extension portion 48D extending above 15.

In FIG. 4, the input shaft 11 that transmits power to the forward output shaft 12 is provided below the extending portion 48D and between the forward output shaft 12 and the catch tank 48.

In FIG. 4, shifter shafts 61 and 62, which switch the power transmission path to change the gear position, are arranged in parallel with the forward output shaft 12 between the upper wall 7E and the extending portion 48D in the transmission case 5. It is arranged. The extending portion 48D has a recess 48E that is recessed downward at a position below the shifter shaft 61.

In FIG. 4, the transmission case 5 has a protrusion 63 that protrudes downward from the upper wall 7E. The protruding portion 63 is formed on the side opposite to the output shaft 12 for forward movement and above the end portion of the upper oil inlet 48A.

In FIG. 7, the transmission case 5 has shifter shaft holding portions 64 and 65 that hold the shifter shafts 61 and 62. Then, a projecting portion 63 (represented by an imaginary line in FIG. 7) is projected below the upper end of the shifter shaft holding portion 64 in the vertical direction. That is, the lower end P2 of the protruding portion 63 of FIG. 4 is located below the upper end position P1 of the shifter shaft holding portion 64 of FIG.

A notch 48F for discharging oil downward is formed in the bottom of the recess 48E. The transmission case 5 has a bearing holding portion 6c that holds the bearing 43E of the input shaft 11 below the recess 48E of the extending portion 48D. The bearing holding portion 6c has an oil introduction groove 6g for guiding the oil dropped from the notch 48F to the bearing 43E.

Next, the operation will be described. When the vehicle is moving forward when the vehicle 1 is moving forward, the power of the engine 8 is transmitted from the input shaft 11 to any one of the output gear 17A to the output gear 17F via any of the input gear 16A to the input gear 16F that establish a predetermined shift speed. Be transmitted to.

As a result, the power is transmitted from the final drive gear 17G of the forward drive output shaft 12 to the final driven gear 15A, and the power of the engine 8 is distributed to the left and right drive shafts 24L, 24R by the differential mechanism 15C of the differential device 15 and the drive wheels. The vehicle 1 travels forward.

On the other hand, when the vehicle 1 is moving forward when the motor is running, the power of the motor 32 is transmitted from the motor shaft 32B to the first drive gear while the first synchronizer 18 to the fourth synchronizer 21 are in the neutral position. It is transmitted to the first driven gear 35A via 34.

Next, the power of the motor 32 is transmitted to the output gear 17D for the fourth speed via the second drive gear 35B, the second driven gear 36A and the third drive gear 36B.

In the reduction mechanism 33, the drive gears 34, 35B, 36B and the driven gears 35A, 36A have diameters set to have arbitrary reduction ratios, so the power of the motor 32 is reduced and transmitted to the forward output shaft 12. It

As a result, power is transmitted from the final drive gear 17G of the output shaft 12 for forward drive to the final driven gear 15A, and the vehicle 1 travels forward.

As shown in FIG. 3, when the vehicle is moving forward, final driven gear 15A, input gear 16F, reverse gear 22A, and output gear 17A rotate in the directions indicated by the arrows. Specifically, in FIG. 3, the final driven gear 15A, the input gear 16F, and the reverse gear 22A rotate counterclockwise, and the output gear 17A rotates clockwise. As a result, as shown in FIGS. 3 and 4, the oil O stored in the bottom portion of the left case 7 is scraped up by the final driven gear 15A, and as shown by the oil O1, the rear wall 6D of the transmission case 5, 7D and the upper walls 6E and 7E, and moves, and is introduced into the catch tank 48 from the upper oil introduction port 48A.

As a result, the oil is temporarily stored in the catch tank 48, the oil level of the oil O is lowered, the stirring resistance of the final driven gear 15A and the reverse gear 22A is reduced, and the stirring loss is reduced. The oil stored in the catch tank 48 is discharged to the bottom of the left case 7 from the lower oil discharge port 48B as indicated by the oil O4.

The drive device 4 according to the present embodiment accommodates the final driven gear 15A and the transmission case 5 in which the oil O is stored at the bottom, and the transmission case 5 accommodates the oil scraped up by the final driven gear 15A. And a catch tank 48 having an upper oil inlet 48A and a lower oil outlet 48B from which the oil introduced from the upper oil inlet 48A and stored therein is discharged.

Further, the drive device 4 has an oil strainer 46 installed at the bottom of the left case 7 of the transmission case 5, and the transmission case 5 has a partition wall 6A that partitions the inside of the transmission case 5.

The transmission case 5 includes a partition wall 6A and a bulging wall portion 7G extending upward from the bottom wall 7B of the left case 7 so as to face the partition wall 6A in the rotation axis direction of the final driven gear 15A (clockwise in FIG. 4). And a groove portion 49 constituted by the bottom wall 7B of the left case 7.

The lower oil discharge port 48B is located above the groove portion 49 in the vertical direction, and the oil strainer 46 is installed so as to overlap the groove portion 49 in the rotation axis direction of the final driven gear 15A.

As a result, the lower oil discharge port 48B can be positioned right above the groove 49, and the oil O4 (see FIG. 4) discharged from the lower oil discharge port 48B can be directed to the groove 49. Then, the oil O4 directed to the groove portion 49 can be guided to the oil strainer 46 by the groove portion 49, as shown by the oil O5.

As described above, the drive device 4 of the present embodiment includes the forward drive output shaft 12 to which power is transmitted from the engine 8 as a power source through the input shaft 11, and the differential drive device 15 to which power is transmitted from the forward drive output shaft 12. And a catch tank 48 accommodated in the transmission case 5 on the opposite side of the differential device 15 with the forward drive output shaft 12 interposed therebetween.

The catch tank 48 has an upper oil introducing port 48A into which the oil scraped up by the final driven gear 15A of the differential device 15 is introduced, and an oil introduced from the upper oil introducing port 48A and stored therein. And a main body portion 48C having a lower oil discharge port 48B formed therein.

Further, the catch tank 48 extends along the inner surface of the upper wall 7E forming the upper surface of the transmission case 5 and extends from the upper oil inlet 48A above the forward output shaft 12 to above the differential device 15. With 48D.

As a result, even if the oil scraped up by the differential device 15 collides with the upper wall 7E of the transmission case 5 and falls before reaching the catch tank 48, the colliding oil is received by the extension portion 48D. It does not fall to the output shaft 12 for forward movement or the like below. Therefore, it is possible to reduce the oil agitation loss due to the forward output shaft 12.

Further, the oil colliding with the upper wall 7E of the transmission case 5 can be guided to the upper oil introduction port 48A of the catch tank 48 by the extending portion 48D as shown by oil O3 in FIG. Since the recovery efficiency can be improved, the oil level position of the oil in the transmission case 5 can be lowered, and the stirring loss in the entire plurality of rotary shafts in the transmission case 5 can be reduced.

As a result, the oil recovery efficiency by the catch tank 48 can be improved, and the oil stirring loss by the forward output shaft 12 can be reduced.

Further, in the drive device 4 of the present embodiment, the input shaft 11 that transmits power to the forward output shaft 12 is provided below the extending portion 48D and between the forward output shaft 12 and the catch tank 48. ing.

As a result, the extension portion 48D extends above the output shaft 12 for forward movement and the input shaft 11 to reach above the differential device 15. Therefore, the extension portion 48D can prevent the oil scraped up by the differential device 15 from falling onto the forward output shaft 12 and the input shaft 11. Therefore, it is possible to reduce the oil stirring loss due to the forward output shaft 12 and the input shaft 11, and it is possible to collect the oil in the catch tank 48 early.

Further, in the drive device 4 of the present embodiment, the shifter shaft 61 that switches the power transmission path and changes the gear position between the upper wall 7E and the extending portion 48D in the transmission case 5 has the forward output shaft. Placed in parallel with 12,

The extending portion 48D has a recess 48E that is recessed downward at a position below the shifter shaft 61.

As a result, the oil scraped up by the differential device 15 flows up and down the shifter shaft 61 due to the difference in flow velocity.

Even if there is the shifter shaft 61, since the recess 48E is formed, a sufficient cross-sectional area of the oil flow path flowing below the shifter shaft 61 can be secured, and more oil can be guided to the catch tank 48.

When the flow velocity of the oil is high, the oil passes above the shifter shaft 61, travels along the upper wall 7E of the transmission case 5, and is collected by the main body portion 48C of the catch tank 48.

Therefore, more oil can be guided to the main body portion 48C of the catch tank 48 by the extension portion 48D, and the oil recovery efficiency by the catch tank 48 can be improved.

Further, in the drive device 4 of the present embodiment, the transmission case 5 has the protruding portion 63 protruding downward from the upper wall 7E above the end of the upper oil introducing port 48A opposite to the forward output shaft 12. Have.

As a result, the oil O2 (see FIG. 4) that hits the protrusion 63 can be dropped and collected in the catch tank 48 from the upper oil inlet 48A, and the oil recovery efficiency by the catch tank 48 can be improved. it can.

Further, in the drive device 4 of the present embodiment, the transmission case 5 has the shifter shaft holding portion 64 that holds the shifter shaft 61. Further, the protruding portion 63 is made to protrude below the upper end of the shifter shaft holding portion 64 in the vertical direction.

As a result, the oil that has passed above the shifter shaft 61 can be reliably abutted against the protrusion 63 and dropped into the upper oil inlet 48A.

Here, the oil that has passed above the shifter shaft 61 reaches the catch tank 48 while maintaining the flow velocity, while the oil that has passed below the shifter shaft 61 partially retains in the recess 48E and the flow velocity decreases. .

In the drive device 4 of the present embodiment, a cutout 48F for discharging oil downward is formed at the bottom of the recess 48E. The transmission case 5 has a bearing holding portion 6c that holds the bearing 43E of the input shaft 11 below the recess 48E of the extending portion 48D, and the bearing holding portion 6c keeps the oil dropped from the cutout 48F from the bearing 43E. It has an oil introduction groove 6g for leading to.

As a result, part of the oil retained in the recess 48E is discharged from the notch 48F, and is guided to the bearing 43E through the oil introduction groove 6g provided in the bearing holding portion 6c below the notch 48F. Therefore, the oil received by the extending portion 48D of the catch tank 48 can be effectively used for lubricating the bearing 43E, and the lubricating performance of the bearing 43E can be improved.

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

1...vehicle, 4...driving device (vehicle driving device), 5...transmission case, 6c...bearing holding portion, 6g...oil introduction groove, 7E...upper wall, 8...engine (power source), 11...input shaft (second rotary shaft), 12...forward output shaft (rotary shaft, first rotary shaft), 15...differential device, 43E...bearing, 48...catch tank, 48A...upper oil inlet, 48B...lower oil outlet, 48C...main body, 48D...extension, 48E... Recessed portion, 48F... Notch, 61, 62... Shifter shaft, 63... Projection portion, 64, 65... Shifter shaft holding portion

Claims (4)

A rotary case to which power is transmitted from a power source, a differential device to which power is transmitted from the rotary shaft is housed, and a transmission case in which oil is stored in a bottom portion,
A drive device for a vehicle, comprising: a catch tank housed in the transmission case on the opposite side of the differential device with the rotating shaft interposed therebetween;
The catch tank is
A main body formed with an upper oil inlet for introducing the oil scraped up by the differential device and a lower oil outlet for discharging the oil introduced from the upper oil inlet and stored therein Department,
Wherein along the wall of the inner surface for the formation of the upper surface of the transmission case, through the upper part of the rotary shaft from the upper oil inlet have a, and extending portion extending above the differential device,
When the rotary shaft is the first rotary shaft,
A second rotating shaft that transmits power to the first rotating shaft is provided below the extending portion and between the first rotating shaft and the catch tank,
In the transmission case, between the upper wall and the extending portion, a shifter shaft that switches a power transmission path to change a shift speed is arranged in parallel with the rotation axis,
The vehicle drive device according to claim 1, wherein the extension portion has a recessed portion that is recessed downward at a position below the shifter shaft . The vehicle according to claim 1 , wherein the transmission case has a protruding portion that protrudes downward from the upper wall above an end portion of the upper oil introduction port that is opposite to the rotation shaft. Drive device. The transmission case has a shifter shaft holding portion that holds the shifter shaft,
The vehicle drive device according to claim 2 , wherein the projecting portion projects in the vertical direction below the upper end of the shifter shaft holding portion . A notch for discharging oil downward is formed in the bottom of the recess,
The transmission case has a bearing holding portion that holds a bearing of the rotating shaft below the recess of the extending portion,
The vehicle drive device according to any one of claims 1 to 3, wherein the bearing holding portion has an oil introduction groove that guides the oil dropped from the notch to the bearing .

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