JP7051926B2 - Lubrication structure of vehicle power transmission device - Google Patents

Description

The present invention relates to a lubrication structure of a power transmission device for a vehicle mounted on a four-wheel drive vehicle (4WD vehicle).

Rotating members such as various gears are housed in the transmission of the vehicle power transmission device that transmits the driving force of the drive source such as the engine and electric motor to the wheels. As a lubrication method, the inside of the case is used. In some cases, an oil bath method is adopted in which the lubricating oil stored in the bottom of the wheel is scraped up by the rotation of a rotating member, and each part is lubricated by the scraped up oil.

Further, the vehicle includes a four-wheel drive vehicle (4WD vehicle) that travels by transmitting the driving force of a drive source arranged at the front to the left and right front wheels and the left and right rear wheels, respectively, and such a four-wheel drive vehicle. The vehicle power transmission device is provided with a transfer device that transmits a driving force from the front differential device to the rear differential device, and this transfer device is connected to the rear differential device via a propeller shaft. Here, the front differential device distributes and transmits the driving force to the left and right front wheels, and the rear differential device distributes and transmits the driving force to the left and right rear wheels.

By the way, in some transmissions of such a four-wheel drive vehicle, the transfer device is arranged above the front differential device (see, for example, Patent Document 1).

Japanese Patent No. 6636877

By the way, in a four-wheel drive vehicle, it is necessary to lubricate the transfer device and the front differential device with the oil scraped up by the rotating member housed in the transmission case of the power transmission device. In this case, in the power transmission device including the transmission in which the transfer device is arranged above the front differential device, the transmission of the two-wheel drive vehicle (2WD) or the four-wheel drive vehicle in which the transfer device is arranged below the front differential device. However, the amount of oil tends to be insufficient.

Therefore, measures to increase the amount of oil can be considered, but if the amount of oil is increased, the drag loss (stirring resistance) due to the viscosity of the oil when the rotating member scoops up the oil increases, resulting in deterioration of fuel efficiency and high weight. It causes the change.

The present invention has been made in view of the above problems, and an object thereof is to provide a lubrication structure for a vehicle power transmission device capable of effectively lubricating a transfer device or a front differential device without increasing the amount of oil. To do.

In order to achieve the above object, the present invention comprises a final driven gear rotatably supported in the case (61) by a bearing (42) in a case (61) in which oil is stored at the bottom and (44) the final. A transfer device (5) including a transmission (3) including a final drive gear (30) that meshes with the driven gear (44) and a transfer input gear (52) that meshes with the final driven gear (44) is accommodated and the transfer input is accommodated. The gear (52) is a lubrication structure for a vehicle power transmission device (PT) that meshes with the final driven gear (44) above the center of rotation of the final driven gear (44), and is a lubrication structure of the case (61). The lubrication guide unit (62), which is located above the bearing (42) and guides the oil scooped up by the final drive gear (30) or the transfer input gear (52) to the bearing (42). The lubrication guide portion (62) is provided with a first rib (62a) extending toward the axis center of the final driven gear (44), and the final drive continuously connected to the first rib (62a). It is characterized by being composed of a second rib (62b) extending toward the gear (30).

According to the present invention, the oil scooped up by the final drive gear, the final driven gear, and the transfer input gear is guided to the bearing supporting the final driven gear by the first rib and the second rib of the lubrication guide portion, respectively. Lubrication with oil is effectively done.

Here, it is desirable that the second rib (62b) extends upward from the portion continuous with the first rib (62a) with respect to the axial center of the final drive gear (30).

According to the above configuration, the oil is effective because the oil that is scraped up by the final drive gear and hits the upper inner peripheral surface of the case and falls is received by the second rib and guided to the bearing of the final driven gear. Can be lubricated.

Further, the parking mechanism (10) is housed in the case (61), and the guide portion (61a) for attaching a part of the parking mechanism (10) is the bearing (42) in the case (61). ), It is desirable that the second rib (62b) is arranged between the guide portion (61a) and the final driven gear (44) in the vertical direction.

According to the above configuration, the oil scraped up by the final drive gear and the oil scattered by the rotation of other gears hit the guide portion and fall to the second rib, and this oil is guided to the second rib to guide the final driven gear. Since it is supplied to the bearing, the bearing is lubricated more effectively.

Further, a first oil storage unit (73) is provided above the transfer input gear (52) of the case (61), and is provided between the first oil storage unit (73) and the bearing (42). Is provided with a guide wall (64) extending toward the central axis of the final driven gear (44), and the end portion of the guide wall (64) on the first oil storage portion (73) side is provided. The oil of the first oil storage portion (73) faces the end portion of the first oil storage portion (73) on the guide wall (64) side, and the oil of the first oil storage portion (73) passes through the guide wall (64) to the bearing ( It may be configured to be guided by 42).

According to the above configuration, the oil that is scraped up by the rotation of the transfer input gear and flows into the first oil reservoir is guided from the first oil reservoir to the bearing through the guide wall, so that the bearing is It is lubricated more effectively.

Further, the guide wall (64) is arranged in a second oil storage unit (63) communicating with the first oil storage unit (73), and the guide wall (64) is the second oil storage unit. A plate-shaped partition plate (64a) that divides the portion (63) into two spaces (S1, S2), receives oil flowing into each space (S1, S2), and guides the oil toward the bearing (42). ) May be configured.

According to the above configuration, the flow of oil that is scraped up by the transfer input gear or the final driven gear and stored in the second oil storage portion can be partitioned by the partition plate of the guide wall and supplied to the bearing of the final driven gear. Therefore, more effective lubrication of the bearing can be performed.

Then, at the end of the guide wall (64) on the bearing (42) side, a part of the opening of the second oil storage portion (63) is covered and stored in the second oil storage portion (63). It is desirable that a discharge plate (64b) is provided to discharge the oil to be discharged from the axial gap (δ) between the wall surface of the case (61) and the bearing (42).

According to the above configuration, the oil stored in the oil storage section and whose flow is partitioned by the partition plate of the guide wall is received by the discharge plate of the guide wall, and this oil is the shaft between the discharge plate and the wall surface of the case. The bearings are more effectively lubricated by the oil as they are ejected from the directional gap and towards the bearings of the final driven gear.

Further, it is desirable that the guide wall (64) is arranged on the side opposite to the final drive gear (30) with respect to the lubrication guide portion (62).

According to the above configuration, the oil scraped up by the final drive gear flows to the oil storage section and is efficiently stored in the oil storage section, and the stored oil is supplied to the bearing of the final driven gear by the lubrication guide section. Therefore, this oil efficiently lubricates the bearing.

Further, the transfer input gear (52) is supported by the transfer cover (57) via a bearing (58), and the transfer cover (57) is provided with an accommodating portion for accommodating the bearing (58). A notch groove (57b) is formed in the accommodating portion, and the notch groove (57b) is located at a position facing the meshing portion between the final driven gear (44) and the transfer input gear (52), or the meshing portion. The first oil storage portion (73) of the case (61) is provided with oil between the transfer cover (57) and the case (61). It is preferable that a communication hole (57a) for guiding is provided.

According to the above configuration, the transfer device can be lubricated by guiding the oil of the first oil reservoir into the transfer cover from the communication hole, and the return oil returned from the transfer cover through the notch groove is transferred to the final driven gear and the transfer. It can be scraped up by the meshing part with the input gear and sent to the first oil storage part again. Therefore, efficient lubrication of the transfer device or the like becomes possible.

According to the present invention, it is possible to effectively lubricate the transfer device and the front differential device of the power transmission device for a vehicle without increasing the amount of oil.

It is a top view which shows the basic structure of the power transmission system of a four-wheel drive vehicle. It is a skeleton diagram which shows the basic structure of the power transmission device for a vehicle provided with the lubrication structure which concerns on this invention. It is a partial side view which shows the structure of the interface side with the torque converter case of a transmission case. It is a partial side view which shows the structure of the transmission case on the mating side with a torque converter case by removing various gears. It is a partial side sectional view which shows the state which the transmission case was cut in the back side in the vertical direction of the paper surface of FIG. It is a partial side sectional view which shows the structure of the interface side with the transmission case of a torque converter case. FIG. 6 is a cross-sectional view taken along the line AA of FIG. FIG. 7 is an enlarged detailed view of part B in FIG. 7. It is a figure for demonstrating the flow of oil, and the flow of oil is added to FIG. It is a figure for demonstrating the flow of oil, and the flow of oil is added to FIG.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[Basic configuration of power transmission device for vehicles]
FIG. 1 is a plan view showing a basic configuration of a power transmission system of a four-wheel drive vehicle, and FIG. 2 is a skeleton diagram showing a basic configuration of a power transmission device for a vehicle provided with a lubrication structure according to the present invention.

In the four-wheel drive vehicle 100 shown in FIG. 1, an engine E as a drive source is arranged at the front portion (upper part of FIG. 1), and a torque converter 2 is provided on a crankshaft 1 which is an output shaft of the engine E. And the transmission 3 are sequentially connected, and these engines E, the torque converter 2 and the transmission 3 are mounted on the front portion of the vehicle body in a state of being juxtaposed in the vehicle width direction (left-right direction in FIG. 1).

The power transmission device PT that transmits the driving force of the engine E to the left and right front wheels WFL and WFR and the left and right rear wheels WRL and WRR, respectively, includes a torque converter 2, a transmission 3 connected to the torque converter 2, and the same. It is composed of a front differential device 4 connected to the transmission 3, a transfer device 5 connected to the front differential device 4, and a rear differential device 6 connected to the transfer device 5.

The front differential device 4 is connected to the left and right front wheels WFL and WFR via the left and right front axles 7L and 7R, and the rear differential device 6 is connected to the left and right rear wheel WRL via the left and right rear axles 8L and 8R. , Connected to WRR. The rear differential device 6 is connected to the transfer device 5 via a propeller shaft 9 arranged along the vehicle front-rear direction (vertical direction in FIG. 1).

By the way, as shown in FIG. 2, in the transmission 3, the main shaft MS, the secondary shaft SS, and the counter shaft CS extending in the vehicle width direction are arranged in parallel with each other and rotatably. The main drive gear 21 is fixed to the main shaft MS, and the main 3rd gear 22 that can be connected to the main shaft MS by the 3rd speed clutch C3 and the 4th speed-reverse clutch C4R to the main shaft MS. The main 4-speed gear 23 and the main reverse gear 24 that can be connected are supported so as to be relatively rotatable.

Further, a secondary driven gear 25 is fixed to the secondary shaft SS, and a secondary 1st speed gear 26 that can be connected to the secondary shaft SS by the 1st speed clutch C1 and a secondary 1st speed gear 26 that can be connected to the secondary shaft SS by the 2nd speed clutch C2. The secondary second speed gear 27 is supported so as to be relatively rotatable.

The counter 2nd gear 28, the counter 3rd gear 29, and the final drive gear 30 are fixed to the counter shaft CS, and the counter idle gear 31, the counter 4th gear 32, and the counter reverse gear 33 can rotate relative to each other. It is supported. Further, the counter 1st speed gear 34, which can be connected by the counter shaft CS via the 1st speed hold clutch CLH, is supported on the counter shaft CS so as to be relatively rotatable.

Here, the reverse idle gear 35 meshes with the main reverse gear 24 and the counter reverse gear 33. Further, the counter 1st gear 34 can be connected to the counter 3rd gear 29 by the one-way clutch COW, and the counter 4th gear 32 and the counter reverse gear 33 can be selectively connected to the counter shaft CS by the selector 36. be.

The main drive gear 21 meshes with the counter idle gear 31, and the counter idle gear 31 meshes with the secondary driven gear 25. Therefore, the rotation of the crankshaft 1 of the engine E is transmitted to the secondary shaft SS via the torque converter 2, the main shaft MS, the main drive gear 21, the counter idle gear 31, and the secondary driven gear 25.

Further, when the secondary 1st speed gear 26 rotatably supported with respect to the secondary shaft SS is connected to the secondary shaft SS by the 1st speed clutch C1, the rotation of the secondary shaft SS is changed to the 1st speed clutch C1, the secondary 1st speed gear 26, 1 It is transmitted to the counter shaft CS via the directional clutch COW and the counter 3rd speed gear 29, and the 1st speed shift stage is established. The 1st-speed clutch C1 is maintained in an engaged state even when the 2nd to 4th gears are established, but the one-way clutch COW slips when the 2nd to 4th gears are established. ..

Then, when the secondary 2nd speed gear 27 rotatably supported by the secondary shaft SS is connected to the secondary shaft SS by the 2nd speed clutch C2, the rotation of the secondary shaft SS is caused by the 2nd speed clutch C2, the secondary 2nd speed gear 27 and the counter 2. It is transmitted to the counter shaft CS via the speed gear 28 to establish the second speed stage.

Further, when the main 3rd gear 22 rotatably supported by the main shaft MS is connected to the main shaft MS by the 3rd speed clutch C3, the rotation of the main shaft MS rotates with the 3rd speed clutch C3, the main 3rd speed gear 22 and the counter 3. It is transmitted to the counter shaft CS via the speed gear 29, and the third speed shift stage is established.

Then, in a state where the counter 4th gear 32 rotatably supported by the counter shaft CS is connected to the counter shaft CS by the selector 36, the main 4th gear 23 rotatably supported by the main shaft MS is connected to the 4th speed. -When connected to the main shaft MS by the reverse clutch C4R, the rotation of the main shaft MS is transmitted to the counter shaft CS via the 4-speed reverse clutch C4R, main reverse gear 24, reverse idle gear 35, counter reverse gear 33 and selector 36. Then, the 4th speed shift stage is established.

Further, in a state where the counter reverse gear 33 rotatably supported by the counter shaft CS is connected to the counter shaft CS by the selector 36, the main reverse gear 24 rotatably supported by the main shaft MS is connected to the 4-speed-river. When connected to the main shaft MS by the scratch C4R, the rotation of the main shaft MS is transmitted to the counter shaft CS via the 4-speed-reverse clutch C4R, the main reverse gear 24, the reverse idle gear 35, the counter reverse gear 33 and the selector 36. The reverse gear is established.

Further, when the 1st speed hold clutch CLH is engaged with the 1st speed clutch C1 engaged, the 1st speed hold shift stage is established. If the 1st speed hold shift stage is established when strong engine braking is required, even if the one-way clutch COW slips, the torque of the rear wheels WRL and WRR is transmitted back to the engine E via the 1st speed hold clutch CLH. can do.

Next, the configuration of the front differential device 4 will be described.

As shown in FIG. 2, the front differential device 4 includes a differential case 41 rotatably supported by a bearing 42 in a transmission case (see FIG. 3) 61 described later, and the outer circumference of the differential case 41 is large. The final driven gear 44 having a diameter is fixed. Here, the final driven gear 44 meshes with the final drive gear 30 fixed to the counter shaft CS. Since the configurations of the front differential device 4 and the rear differential device 6 are known, detailed description thereof will be omitted.

Thus, in the transmission 3, the rotation of the counter shaft CS is transmitted to the differential case 41 via the final drive gear 30 and the final driven gear 44, and the rotation of the differential case 41 corresponds to the load of the left and right front wheels WFL and WFR. It is transmitted to the left and right front axles 7L and 7R, and the left and right front wheels WFL and WFR are rotationally driven.

Next, the configuration of the transfer device 5 will be described.

In the transfer device 5, a transfer input gear 52 and a first bevel gear 53 are formed at both ends in the axial direction of the transfer input shaft 51 rotatably arranged in the vehicle width direction, and the transfer input gear 52 is a front differential device. It meshes with the final driven gear 44 of 4. Further, the first bevel gear 53 meshes with the second bevel gear 55 fixed to one end (front end) in the axial direction of the rotatable transfer output shaft 54 arranged in the front-rear direction of the vehicle. The other end (rear end) of the transfer output shaft 54 is connected to the propeller shaft 9 shown in FIG. 1 by a joint (not shown).

Therefore, the rotation transmitted from the engine E to the final driven gear 44 of the front differential device 4 includes the transfer input gear 52, the transfer input shaft 51, the first bevel gear 53, the second bevel gear 55, the transfer output shaft 54, and the propeller shaft 9. Then, it is transmitted to the rear differential device 6 shown in FIG. 1, distributed in the rear differential device 6 and transmitted to the left and right rear axles 8L and 8R, and the left and right rear wheels WRL and WRR are rotationally driven. As a result, the four-wheel drive vehicle 100 shown in FIG. 1 travels by rotating the left and right front wheels WFL and WFR and the left and right rear wheels WRL and WRR.

[Lubrication structure of power transmission device]
Next, the lubrication structure of the power transmission device according to the present invention will be described below with reference to FIGS. 3 to 8.

FIG. 3 is a partial side view showing the configuration of the transmission case on the interface side with the torque converter case, and FIG. 4 is a partial side view showing the configuration of the transmission case on the interface side with the torque converter case with various gears removed. 5 is a partial side sectional view showing a state in which the transmission case is cut on the back side in the vertical direction of the paper surface of FIG. 4, FIG. 6 is a partial side sectional view showing the configuration of the torque converter case on the mating surface side with the transmission case, and FIG. 7 is a partial side sectional view. A sectional view taken along line AA of FIG. 6, and FIG. 8 is an enlarged detailed view of a portion B of FIG.

In the case for accommodating the transmission 3 shown in FIG. 2, the front differential device 4, and the transfer device 5, the transmission case 61 shown in FIG. 3 and the torque converter case 71 shown in FIG. 6 are joined to each other, and a plurality of bolts (not shown) are joined to each other. It is configured by combining and integrating.

As shown in FIG. 3, on the mating side of the transmission case 61 with the torque converter case 71, a large-diameter final driven gear 44, a small-diameter final drive gear 30 meshing with the final driven gear 44, and a transfer input gear 52 are located. Have been placed. Further, a parking mechanism 10 is arranged above the final driven gear 44 and the final drive gear 30. Lubricating oil is stored in the bottoms of the transmission case 61 and the torque converter case 71, and a part of the final driven gear 44 is immersed in this oil. Here, the transfer input gear 52 meshes with the final driven gear 44 above the rotation center P of the final driven gear 44.

The parking mechanism 10 has a parking pole 12 rotatably supported by a shaft 11 on a vertical wall (a wall on the back side of the paper in FIG. 3) 61A of the transmission case 61, and an actuator (not shown) in the vehicle width direction (FIG. 3). It is configured to include a parking rod 13 that slides in the direction perpendicular to the paper surface of No. 3), a parking gear 14 that is attached to the secondary shaft CS, and the like. Here, a plurality of (six in the illustrated example) engaging grooves 14a are formed on the outer periphery of the parking gear 14 at equal angles (60 °) pitches in the circumferential direction. Further, an engaging claw 12a is formed at one end of the parking pole 12, and the parking pole 12 is unlocked by a return spring 15 wound around the shaft 11 (the engaging claw 12a is engaged with the parking gear 14). It is urged in the direction away from the joint groove 14a). A truncated cone-shaped cam 13a that engages with the other end 12b of the parking pole 12 is provided at the end of the parking rod 13.

By the way, the upper part of the vertical wall 61A of the transmission case 61 (above the bearing 42 that supports the final driven gear 44, a boss-shaped guide portion (mounting seat) for mounting the support member 16 that supports the parking rod 13 of the parking mechanism 10. ) 61a are integrally formed.

Further, as shown in FIGS. 4 and 5, a lubrication guide portion 62 that bends in an inverted L shape is integrally formed above the bearing 42 at a location near the guide portion 61a at the upper part of the transmission case 61. Has been done. The lubrication guide portion 62 is located above the bearing 42 (see FIG. 2) and functions to guide the oil scraped up by the transfer input gear 52 and the oil scattered by the rotation of the final drive gear 30 to the bearing 42. It is composed of a first rib 62a extending toward the axis center of the final driven gear 44 and a second rib 62b extending continuously toward the final drive gear 30 with the first rib 62a. ing. Here, the second rib 62b extends upward from the axial center of the final drive gear 30 from the portion continuous with the first rib 62a, and is between the guide portion 61a and the final driven gear 44 in the vertical direction. Have been placed.

As shown in FIGS. 4 and 6, a first oil storage unit 73 is provided between the transmission case 61 and the torque converter case 71 above the transfer input gear 52. The first oil storage portion 73 is partitioned from the transfer input gear 52 by a substantially arcuate rib 65 (see FIG. 4) and a rib 75 (see FIG. 6) along a part of the upper side of the transfer input gear 52. It is a space. Further, a second oil storage unit 63 is provided between the transmission case 61 and the torque converter case 71, between the center of the first oil storage unit 73 and the final driven gear 44 and the bearing 42. As shown in FIGS. 4 and 5, a garter plate 64 constituting a guide wall is installed in the second oil storage unit 63.

The garter plate 64 receives oil that is scraped up by the final driven gear 44, the final drive gear 30, and the transfer input gear 52 and flows into the first oil storage unit 73 and the second oil storage unit 63 from three directions, and receives the oil. It functions to guide the bearing 42. The garter plate 64 is arranged on the side opposite to the final drive gear 30 (left side in FIGS. 4 and 5) with respect to the first rib 62a and the second rib 62b constituting the lubrication guide portion 62.

That is, one end of the garter plate 64 (the end on the transfer input gear 52 and the first oil storage portion 73 side) extends from the end of the first oil storage portion 73 toward the central axis of the final driven gear 44. (Ii) A plate-shaped partition plate 64a that divides the oil storage portion 63 into two spaces S1 and S2 in the vertical direction is configured. The partition plate 64a functions to receive the oil flowing into both spaces S1 and S2 and guide it toward the bearing 42 (see FIG. 2) of the final driven gear 44. Further, the other end of the garter plate 64 (the end on the final driven gear 44 and the bearing 42 side) covers a part of the opening of the second oil storage portion 63 and is stored in the second oil storage portion 63. An arc curved discharge plate 64b is formed to discharge oil from the axial gap δ between the vertical wall 61A of the transmission case 61 and the wall surface toward the bearing 42. The discharge plate 64b is integrally formed at one end of the partition plate 64a so as to be orthogonal to the discharge plate 64b.

Further, as shown in FIG. 6, the first oil storage portion 73 formed above the transfer input gear 52 communicates with the space S shown in FIG. 7 through the communication hole 74 formed in the torque converter case 71. ing.

Here, as shown in FIG. 7, in the transfer device 5, a first bevel gear 53, a second bevel gear 55, and the like that mesh with each other are housed inside the transfer case 56 and the transfer cover 57 attached to the transfer case 56. .. The transfer input shaft 51 in which the first bevel gear 53 is formed and the transfer output shaft 54 in which the second bevel gear 55 is formed can be rotated to the transfer cover 57 and the transfer case 56 by the bearings (taper roller bearings) 58 and 59, respectively. The space S is formed between the torque converter case 71 and the transfer cover 57.

Then, as shown in FIG. 8, a communication hole 57a for communicating the space S and the inside of the transfer cover 57 is formed on the side portion of the transfer cover 57. Further, an oil passage (notch groove) 57b that bends in an L shape is formed in a portion that supports the bearing 58 on one side (lower part of FIG. 8) of the transfer cover 57, and the transfer cover 57 is formed by the oil passage 57b. The inside of the transmission case 61 and the inside of the transmission case 61 communicate with each other. Further, as shown in FIG. 6, the oil passage 57b is located at a position (facing position) where the outflow end (outlet) faces the meshing portion between the final driven gear 44 and the transfer input gear 52 in the torque converter case 71. Have been placed.

Next, the flow of oil in the lubrication structure configured as described above will be described. 9 and 10 are diagrams for explaining the oil flow, and the oil flow is added to FIGS. 5 and 6, respectively. According to the lubrication structure configured as described above, it is possible to efficiently supply the oil flowing in the following three patterns [1] to [3] to the bearing 42.
[1] The oil scraped up by the final driven gear 44 is received by the garter plate 64 and supplied to the bearing 42.
[2] The oil scraped up by the transfer input gear 52 and guided to the first oil storage unit 73 is guided to the bearing 42 by the garter plate 64 and supplied.
[3] Oil scattered due to rotation of a gear other than the final driven gear 44 (final drive gear 30, etc.) is guided to the bearing 42 by the inner surface (inner wall) of the transmission case 61 and the torque converter case 71 and the garter plate 64 to be supplied.
Hereinafter, the flow of oil in each pattern will be described in detail.

First, in the pattern [1], the rotating final driven gear 44 scoops up the oil along the arrow a in FIG. 9, and the oil flows into one of the spaces S1 of the second oil storage unit 63. In this case, when the rotation speed of the final driven gear 44 is low, the oil is received by the discharge plate 64b without colliding with the partition plate 64a of the garter plate 64 as shown by the arrow a1, and the discharge plate 64b and the transmission case 61 are received. Oil is discharged from the axial gap δ formed between the vertical wall 61A and the oil, and the oil falls toward the bearing 42 of the final driven gear 44 and is used to lubricate the bearing 42.

On the other hand, when the rotation speed of the final driven gear 44 is high, the oil scraped up by the final driven gear 44 collides with the partition plate 64a of the garter plate 64 as shown by the arrow a2 in FIG. The oil that collides with the partition plate 64a is received by the discharge plate 64b of the garter plate 64 in a different direction, and is formed between the discharge plate 64b and the vertical wall 61A of the transmission case 61 in the axial direction as described above. It is discharged from the gap δ and falls toward the bearing 42 of the final driven gear 44 to lubricate the bearing 42.

Further, in the pattern [2], the oil that is scraped up by the transfer input gear 52 that meshes with the final driven gear 44 and rotates in the arrow direction (clockwise direction) in FIG. 10 is, as shown by the arrow b1 in the figure, the oil. (Ii) It flows into the oil storage unit 73. The oil that has flowed into the second oil storage portion 73 is passed from the end portions of the second oil storage portions 73 facing each other to the end portion of the garter plate 64, as shown by the arrow b2 in FIG. (Ii) It flows into the oil storage unit 63. Then, the oil that has flowed into the second oil storage portion 63 flows along the partition plate 64a of the garter plate 64, is received by the discharge plate 64b of the garter plate 64 in the same manner as described above, and is received by the discharge plate 64b and the transmission case 61. It is discharged from the axial gap δ formed between the vertical wall 61A and falls toward the bearing 42 (see FIG. 2) of the final driven gear 44 to lubricate the bearing 42.

Further, the oil in the first oil storage portion 73 is a space (a space between the torque converter case 71 and the transfer cover 57) shown in FIG. 7 through a communication hole 74 in which a part thereof opens in the first oil storage portion 73. It flows into S. Then, as shown in detail in FIG. 8, the oil that has flowed into the space S flows into the transfer cover 57 from the communication hole 57a formed in the transfer cover 57, lubricates each portion, and then enters the transfer cover 57. It flows into the transmission case 61 through the formed L-shaped oil passage 57b. At this time, since the outflow end of the oil passage 57b is arranged at a position facing the meshing portion between the final driven gear 44 and the transfer input gear 52, the oil outflowing from the oil passage 57b (return oil from the transfer device 5). Is scraped up by the rotation of the final driven gear 44 and the transfer input gear 52, and flows into the first oil storage unit 73 again as shown by the arrow b1 in FIG. In the present embodiment, the outflow end of the oil passage 57b is arranged at a position facing the meshing portion between the final driven gear 44 and the transfer input gear 52, but other than this, the illustration is omitted. However, the outflow end of the oil passage 57b may be arranged above the position facing the meshing portion between the final driven gear 44 and the transfer input gear 52.

Further, in the pattern [3], the oil is scattered as shown by the arrow c1 in FIG. 9 due to the rotation of the final drive gear 30 that meshes with the final driven gear 44. This oil hits the upper inner peripheral surface of the transmission case 61 and the guide portion 61a and falls, and flows into the space S2 of the second oil storage portion 63 as shown by the arrow c2 in FIG. Further, a part of the falling oil is received by the second rib 62b of the lubrication guide portion 62. Then, the oil received by the second rib 62b also flows into the space S2 of the second oil storage portion 63 along the second rib 62b while being guided by the first rib 62a. Then, the oil flowing into the space S2 of the second oil storage unit 63 is changed in direction by the partition plate 64a of the garter plate 64, flows toward the discharge plate 64b, and is received by the discharge plate 64b. Then, the oil received by the discharge plate 64b is discharged from the axial gap δ formed between the discharge plate 64b and the vertical wall 61A of the transmission case 61, and drops toward the bearing 42 of the final driven gear 44. The bearing 42 is lubricated.

As described above, in the present embodiment, the oil scraped up by the final driven gear 44, the final drive gear 30, and the transfer input gear 52 is collected in the second oil storage unit 63 from three directions, and the second oil storage unit is used. Since 63 is supplied to the bearing 42 of the final driven gear 44 to lubricate the bearing 42, and a part of the oil is also supplied to the transfer device 5 to lubricate the transfer device 5, the amount of oil is increased. However, the effect that the transfer device 5 and the front differential device 4 of the power transmission device PT can be effectively lubricated can be obtained.

The present invention is not limited to the embodiments described above, and various modifications can be made within the scope of claims and the technical ideas described in the specification and drawings.

1 Crank shaft 3 Transmission 4 Front differential device 5 Transfer device 6 Rear differential device 9 Propeller shaft 10 Parking mechanism 16 Parking mechanism support member 30 Final drive gear 42 Bearing 44 Final driven gear 52 Transfer input gear 57 Transfer cover 57a (Notch groove)
61 Transmission case 61A Vertical wall of transmission case 61a Guide part of transmission case 62 Lubrication guide part 62a First rib 62b Second rib 63 Second oil storage part 64 Garter plate (guide wall)
64a Garter plate partition plate 64b Garter plate discharge plate 71 Torque converter case 73 First oil storage unit 100 Four-wheel drive vehicle PT Power transmission device S1, S2 Space of oil storage unit δ Axial clearance

Claims (7)

In a case in which oil is stored at the bottom, a transmission having a final driven gear rotatably supported by the case by bearings and a final drive gear that meshes with the final driven gear, and a transfer input gear that meshes with the final driven gear are provided. Accommodates the transfer device,
The transfer input gear is a lubrication structure for a power transmission device for a vehicle that meshes with the final driven gear above the center of rotation of the final driven gear.
The case is provided with a lubrication guide portion located above the bearing to guide the oil scooped up by the final drive gear or the transfer input gear to the bearing.
The lubrication guide portion is composed of a first rib extending toward the axis center of the final driven gear and a second rib continuously extending toward the final drive gear. ,
A parking mechanism is housed in the case.
A guide portion for attaching a part of the parking mechanism is arranged above the bearing in the case.
The second rib is arranged between the guide portion and the final driven gear in the vertical direction.
The lubrication structure of the power transmission device for vehicles, which is characterized by this. The lubrication of the power transmission device for a vehicle according to claim 1, wherein the second rib extends upward from a portion continuous with the first rib from the axis center of the final drive gear. Construction. In a case in which oil is stored at the bottom, a transmission having a final driven gear rotatably supported by the case by bearings and a final drive gear that meshes with the final driven gear, and a transfer input gear that meshes with the final driven gear are provided. Accommodates the transfer device,
The transfer input gear is a lubrication structure for a power transmission device for a vehicle that meshes with the final driven gear above the center of rotation of the final driven gear.
The case is provided with a lubrication guide portion located above the bearing to guide the oil scooped up by the final drive gear or the transfer input gear to the bearing.
The lubrication guide portion is composed of a first rib extending toward the axis center of the final driven gear and a second rib continuously extending toward the final drive gear. ,
A first oil reservoir is provided above the transfer input gear in the case.
A guide wall extending toward the central axis of the final driven gear is provided between the first oil reservoir and the bearing.
The end portion of the guide wall on the first oil storage portion side faces the end portion of the first oil storage portion on the guide wall side.
A lubrication structure for a power transmission device for a vehicle, characterized in that the oil in the first oil reservoir is guided to the bearing through the guide wall . The guide wall is arranged in a second oil storage section communicating with the first oil storage section, and the guide wall divides the second oil storage section into two spaces and oil that flows into each space. The lubrication structure for a vehicle power transmission device according to claim 3 , further comprising a plate-shaped partition plate that receives and guides the bearing toward the bearing . At the end of the guide wall on the bearing side, the oil stored in the second oil storage portion covers a part of the opening of the second oil storage portion in the axial direction with the wall surface of the case. The lubrication structure for a vehicle power transmission device according to claim 3 or 4 , wherein a discharge plate for discharging oil from a gap toward the bearing is provided . The lubrication of the vehicle power transmission device according to any one of claims 3 to 5 , wherein the guide wall is arranged on the side opposite to the final drive gear with respect to the lubrication guide portion. Construction. The transfer input gear is supported by the transfer cover via bearings.
The transfer cover is provided with an accommodating portion for accommodating the bearing.
A notch groove is formed in the accommodating portion, and the notch groove is arranged at a position facing the meshing portion of the final driven gear and the transfer input gear, or above the position facing the meshing portion.
One of claims 3 to 6 , wherein the first oil storage portion of the case is provided with a communication hole for guiding oil between the transfer cover and the case. Lubrication structure of the vehicle power transmission device according to the section.

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