JP7070170B2 - Lubrication structure of vehicle transmission - Google Patents

Description

The present invention relates to a lubrication structure for a vehicle transmission.

A vehicle transmission is provided with a lubricating portion such as a bearing or a gear for shifting on a shaft, and it is necessary to lubricate the lubricating portion with lubricating oil. As a lubrication structure for a conventional vehicle transmission, the one described in Patent Document 1 is known.

In the lubrication structure of the vehicle transmission described in Patent Document 1, the driven gear is loosely fitted to the first shaft via a bearing, and the driven gear is mounted on the wall of the transmission case adjacent to the driven gear. An oil retaining recess is formed located on the outer peripheral portion directly below the gear and opens in the direction opposite to the rotation direction of the driven gear.

The oil retaining recess faces the end face of the second shaft provided on the opposite side of the wall of the mission case through a communication hole formed in the wall of the mission case. The second shaft is provided with a lubricating oil communication passage that opens at the end face of the second shaft, extends in the axial direction, and communicates with the lubricating portion on the second shaft.

As a result, lubricating oil is supplied from the communication hole to the lubricating oil communication passage through the opening of the second shaft, and the lubricating oil is guided to the lubricating portion through the lubricating oil communication passage, so that the lubricating portion is lubricated by the lubricating oil. Lubrication.

Jitsukaisho 64-12262

In such a conventional lubrication structure for a vehicle transmission, an oil retaining recess is formed located on the outer peripheral portion directly below the driven gear, but the oil retaining recess covers the driven gear from below. It is not shaped and extends only a small length in the direction of rotation of the driven gear.

As a result, it is not possible to secure a space for storing the lubricating oil at the bottom of the mission case, and it is not possible to separate the oil from the driven gear. Therefore, when the amount of oil stored in the bottom of the mission case increases, the stirring resistance of the driven gear may increase.

The present invention has been made by paying attention to the above circumstances, and provides a lubrication structure for a vehicle transmission capable of securing oil used for lubrication while reducing the stirring resistance of a rotating member. The purpose is to do that.

The present invention comprises a transmission case having a transmission mechanism accommodating chamber for accommodating a transmission mechanism, and a rotation member accommodation chamber separated from the transmission mechanism accommodation chamber via a wall portion and accommodating a rotation member. The accommodation chamber has a wall portion, a peripheral wall protruding outward from the wall portion so as to surround the outer peripheral portion of the rotating member, and an outer peripheral edge portion in contact with the peripheral wall portion, and the rotating member is outwardly mounted. It is a lubricating structure of a vehicle transmission formed by a cover member attached to the peripheral wall so as to cover the peripheral wall, from the wall portion to the cover member above the bottom portion of the peripheral wall portion. A case-side partition portion is formed that projects toward the rotating member and surrounds the rotating member from below. The case is formed so as to project from the cover member toward the wall portion and surround the rotating member from below. A cover-side partition that comes into contact with the side partition is formed, and an oil pool surrounded by the case-side partition, the cover-side partition, the peripheral wall, and the outer edge of the cover member is formed below the rotating member. The oil sump is formed and has an opening that opens facing the rotation direction of the rotating member and an oil supply hole that is opened in the wall portion and communicates the oil sump and the transmission mechanism accommodating chamber. The case-side partition and the cover-side partition extend along the rotation direction of the rotating member, and the speed change mechanism has a gear member and is installed in parallel with each other. A rotation shaft and a second rotation shaft are provided, and the wall portion bulges from the wall portion toward the cover member, and the first rotation shaft and the second rotation shaft are provided via a bearing. A plurality of bearing holding portions that rotatably support the axial end portion of the case are formed, and the case-side partition portion is the plurality of the case-side partition portions as viewed from the axial direction of the first rotation shaft and the second rotation shaft. The plurality of bearing holding portions are formed so as to overlap with the tip of the bearing holding portion in the protruding direction, and the plurality of bearing holding portions have the oil supply hole located below the case-side partition portion and are stored in the oil reservoir. It has a first bearing holding portion that supplies the oil to be supplied from the oil supply hole to the first rotating shaft, and another oil supply hole located above the case-side partition portion, and accommodates the rotating member. It is configured to include a second bearing holding portion that supplies indoor oil to the second rotating shaft from the other oil supply hole, and the first bearing holding portion and the first bearing holding portion in the axial direction of the rotating member. Between the tip of the bearing holding portion of 2 in the bulging direction and the rotating member The gap is smaller than the gap between the wall portion and the rotating member .

As described above, according to the present invention, it is possible to secure the oil used for lubrication while reducing the stirring resistance of the rotating member.

FIG. 1 is a rear view of a vehicle transmission according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a vehicle transmission according to an embodiment of the present invention. FIG. 3 is a left side view of a transmission case of a vehicle transmission according to an embodiment of the present invention. FIG. 4 is a left side view of the transmission case with the clutch cover removed. FIG. 5 is a left side view of the transmission case from which the clutch cover and the clutch device are removed. FIG. 6 is a right side view of the transmission case. FIG. 7 is a cross-sectional view taken along the line VII-VII of FIG. FIG. 8 is a cross-sectional view taken along the line VIII-VIII in FIG. FIG. 9 is a right side view of the clutch cover.

The lubrication structure of the vehicle transmission according to the embodiment of the present invention is separated from the transmission mechanism accommodating chamber for accommodating the transmission mechanism, the transmission mechanism accommodation chamber and the wall portion, and accommodates the rotating member for accommodating the rotating member. A transmission case having a chamber is provided, and the rotating member accommodating chamber has a wall portion, a peripheral wall protruding outward from the wall portion so as to surround the outer peripheral portion of the rotating member, and an outer peripheral edge portion in contact with the peripheral wall portion. It is a lubrication structure for a vehicle transmission formed by a cover member attached to the peripheral wall so as to cover the rotating member from the outside, and covers the wall portion from the wall portion above the bottom portion of the peripheral wall. A case-side partition that projects toward the member and surrounds the rotating member from below is formed. The cover member projects from the cover member toward the wall and surrounds the rotating member from below in the case-side partition. A contact cover-side partition is formed, and an oil reservoir surrounded by a case-side partition, a cover-side partition, a peripheral wall, and an outer edge of the cover member is formed below the rotating member. It has an opening that opens facing the rotation direction of the rotating member and an oil supply hole that is opened in the wall portion and communicates with the oil reservoir and the transmission mechanism accommodating chamber.
This makes it possible to secure the oil used for lubrication while reducing the stirring resistance of the rotating member.

Hereinafter, the lubrication structure of the vehicle transmission according to the embodiment of the present invention will be described with reference to the drawings.
1 to 9 are views showing a lubrication structure of a vehicle transmission according to an embodiment of the present invention. In FIGS. 1 to 9, the up / down / front / rear / left / right directions are based on the vehicle transmission installed in the vehicle, the direction orthogonal to the front / rear direction is the left / right direction, and the height direction of the vehicle transmission is up / down. The direction.

First, the configuration will be described.
In FIG. 1, vehicle transmissions (hereinafter, simply referred to as transmission 1) mounted on vehicles such as automobiles are a torque converter housing (hereinafter, referred to as a torque converter housing) 91 and a transmission case 92 (see FIGS. 3 to 6). ) And a clutch cover 93 (see FIG. 3). The torque converter housing 91 and the transmission case 92 of the present embodiment constitute the transmission case of the present invention.

The engine 2 is connected to the right end of the torque converter housing 91 by a bolt (not shown), and the transmission case 92 is attached to the left end of the torque converter housing 91 by a bolt 75A.

The engine 2 has a cylinder block (not shown) that rotatably supports the crank shaft 3 (see FIG. 2), and a torque converter housing 91 is connected to the left end of the cylinder block. That is, the cylinder block is connected to the right end portion of the torque converter housing 91.

In FIG. 2, a torque converter accommodating chamber 91A is provided inside the torque converter housing 91, and the torque converter 4 is accommodated in the torque converter accommodating chamber 91A.

A transmission mechanism accommodating chamber 92A is provided inside the transmission case 92, and a constant meshing type transmission mechanism 77 composed of a parallel shaft gear mechanism is accommodated in the transmission mechanism accommodation chamber 92A.

In FIG. 1, a clutch cover 93 is connected to the left end of the transmission case 92 by a bolt 75B. A clutch accommodating chamber 78 is provided inside the clutch cover 93, and the clutch device 41 is accommodated in the clutch accommodating chamber 78 (see FIG. 2). The clutch device 41 of this embodiment constitutes the rotating member of the present invention.

The transmission 1 of this embodiment has 7 forward speeds and 1 reverse speed. In FIG. 2, the speed change mechanism 77 includes an input shaft 5 in which power is transmitted from the crank shaft 3 of the engine 2 via a torque converter 4, a forward idle shaft 6 installed in parallel with the input shaft 5, and a reverse shaft 5. It includes an idle shaft 7, an intermediate shaft 8, and an output shaft 9.

The engine 2 of this embodiment is composed of a transverse engine installed so that the crank shaft 3 extends in the vehicle width direction. The torque converter 4 is a fluid coupling that transmits power between the engine 2 and the transmission 1 via oil.

The input shaft 5 has a main input shaft 11 having an oil passage formed in the center of the shaft, and a hollow sub-input shaft 12 provided on the outer peripheral portion of the main input shaft 11 coaxially with the main input shaft 11. The main input shaft 11 is inserted into the sub input shaft 12, and the main input shaft 11 and the sub input shaft 12 are arranged so as to be relatively rotatable via a needle bearing.

A torque converter 4 is connected to one end 11a of the main input shaft 11, and the power of the engine 2 is transmitted to the main input shaft 11 via the torque converter 4.

The speed change mechanism 77 has a planetary gear mechanism 21. The planetary gear mechanism 21 is provided coaxially with the main input shaft 11 on the outer peripheral portions of the main input shaft 11 and the sub input shaft 12, and is installed on the engine 2 side with respect to the sub input shaft 12.

The planetary gear mechanism 21 is configured to connect the main input shaft 11 and one end portion 12a of the sub input shaft 12 so as to be able to transmit to the sub input shaft 12 while decelerating the rotation of the main input shaft 11. Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

The carrier 22 supports the planetary pinion 22A so that it can rotate and revolve. The sun gear 23 meshes with the planetary pinion 22A, and is switched between a state in which rotation is disabled and a state in which rotation is permitted by the brake device 31 described later.

The ring gear 24 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The ring gear 24 meshes with the planetary pinion 22A, and the power of the ring gear 24 is transmitted to the carrier 22.

A one-way clutch 25 is installed between the carrier 22 and one end 12a of the sub-input shaft 12, and the one-way clutch 25 increases the rotation speed of the sub-input shaft 12 from the carrier 22 to the sub-input shaft 12. It is configured to transmit power and not to transmit power in a direction of increasing the rotational speed of the carrier 22 from the sub-input shaft 12 to the carrier 22. As a result, the one-way clutch 25 makes it possible to transmit power from the main input shaft 11 to the sub input shaft 12, and makes it impossible to transmit power from the sub input shaft 12 to the main input shaft 11.

The speed change mechanism 77 has a brake device 31. The brake device 31 is installed coaxially with the main input shaft 11 on the outer side in the radial direction of the main input shaft 11, and includes a cylindrical brake case 32. The brake case 32 is fixed to the partition wall 94 of the torque converter housing 91, and is arranged so as to project from the partition wall 94 toward the planetary gear mechanism 21. The partition wall 94 partitions the torque converter accommodation chamber 91A and the transmission mechanism accommodation chamber 92A, and constitutes the right partition wall of the transmission mechanism accommodation chamber 92A.

The brake case 32 houses a pair of friction plates 34, 35 and a tubular clutch hub 36. The clutch hub 36 is formed in a cylindrical shape and is provided integrally with the sun gear 23, and extends from the sun gear 23 to the inside of the brake case 32. The clutch hub 36 of this embodiment constitutes a part of the sun gear 23, and a part of the sun gear 23 is housed in the brake case 32.

The friction plate 34 is spline-fitted to the outer peripheral portion of the clutch hub 36, rotates integrally with the clutch hub 36, and is movable in the axial direction of the main input shaft 11.

The friction plate 35 is spline-fitted to the inner peripheral portion of the brake case 32, cannot rotate in the rotational direction of the main input shaft 11 with respect to the brake case 32, and is movable in the axial direction of the main input shaft 11. It has become. The friction plates 34 and 35 are alternately installed in the axial direction of the main input shaft 11.

In the brake device 31, when the friction plate 35 located on the torque converter 4 side of the friction plate 35 is pressed by the piston 37, the friction plate 34 and the friction plate 35 are in frictional contact with each other, and the sun gear 23 is brought into the brake case 32. Fix it. As a result, the sun gear 23 cannot rotate. The piston 37 presses the friction plate 35 toward the planetary gear mechanism 21 by the action of oil.

When the sun gear 23 becomes non-rotatable, power is transmitted from the main input shaft 11 to the carrier 22 via the ring gear 24. Then, the carrier 22 rotates, and power is transmitted from the carrier 22 to the sub-input shaft 12 via the one-way clutch 25.

The planetary gear mechanism 21 can decelerate the rotation of the main input shaft 11 and transmit it to the sub input shaft 12 by arbitrarily setting the gear ratios of the planetary pinion 22A, the sun gear 23, and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

In the brake device 31, when the hydraulic pressure does not act on the piston 37, the friction plate 35 moves due to the urging force of the return spring (not shown), and the friction plate 35 is pulled away from the friction plate 34.

Therefore, the rotation of the sun gear 23 is allowed. When the rotation of the sun gear 23 is allowed, the planetary pinion 22A slips and the carrier 22 does not rotate, and power is not transmitted from the main input shaft 11 to the sub input shaft 12 in the power transmission path via the planetary gear mechanism 21.

A clutch device 41 is provided at the other end 11b of the main input shaft 11 and the other end 12b of the sub input shaft 12. The clutch device 41 is installed on the outer surface 95a side of the left partition wall 95 of the transmission case 92 (see FIG. 4), and has a clutch drum 42 and a clutch hub 43.

The clutch drum 42 is spline-fitted with the main input shaft 11 and rotates integrally, and the clutch hub 43 is spline-fitted with the sub-input shaft 12 and rotates integrally. The clutch drum 42 is provided with an annular friction plate 44, and the friction plate 44 rotates integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11.

An annular spacer 90 (see FIGS. 7 and 8) is provided between the clutch drum 42 and the clutch hub 43, and the clutch drum 42 and the clutch hub 43 are axially positioned via the spacer 90. ing.

In FIGS. 7 and 8, a plurality of friction plates 45 are provided on the clutch hub 43, and the friction plates 44 and the friction plates 45 are alternately installed in the axial direction of the main input shaft 11.

In the clutch device 41, when the friction plate 44 and the friction plate 45 are in frictional contact, the clutch drum 42 and the clutch hub 43 rotate integrally, and the power of the engine 2 is transmitted from the main input shaft 11 to the sub input shaft 12.

When the friction plate 44 and the friction plate 45 are separated from each other, the clutch device 41 does not transmit the power of the engine 2 from the main input shaft 11 to the sub input shaft 12.

As shown in FIG. 2, in the axial direction of the sub-input shaft 12, between the torque converter 4 and the clutch device 41, a transmission gear 51 for 4th gear, a transmission gear 52 for 5th gear, an input idle gear 53 and synchronization are provided. A device 54 is provided.

The transmission gear 51 for the 4th gear and the transmission gear 52 for the 5th gear are supported by the sub-input shaft 12 so as to be relatively rotatable, and the input idle gear 53 is spline-fitted to the sub-input shaft 12 and is subordinate. It rotates integrally with the input shaft 12.

The synchronization device 54 has a hub 56 and a sleeve 57. The hub 56 is spline-fitted to the sub-input shaft 12 and rotates integrally with the sub-input shaft 12. The sleeve 57 is spline-fitted to the hub 56 and is movable in the axial direction of the sub-input shaft 12.

When the sleeve 57 is operated to the 4th or 5th gear by the shift operation, the sleeve 57 is moved from the neutral position to the gear 51 for the 4th gear or the gear 52 for the 5th gear by a shift fork (not shown). ..

For example, when an automatic shift operation is performed, the sleeve 57 is driven by an actuator (not shown). The actuator is a synchronization device 54 and a synchronization device 68, 69 described later based on a shift map set in advance with the throttle opening and the vehicle speed as parameters in a state where the shift lever operated by the driver is shifted to the drive range. Is operated to control the shift stage. Further, the actuator operates the synchronization device 88, which will be described later, in a state where the shift lever is shifted to the reverse range.

When the sleeve 57 moves from the neutral position to the speed change gear 51 side for the 4th speed stage, the speed change gear 51 for the 4th speed stage fits into the sleeve 57, so that the sub input shaft 12 and the 4th speed stage pass through the sleeve 57. The speed change gear 51 is connected to the speed change gear 51, and the speed change gear 51 for the 4th speed gear rotates integrally with the sub input shaft 12.

When the sleeve 57 moves from the neutral position to the speed change gear 52 side for the 5th speed, the speed change gear 52 for the 5th speed is fitted to the sleeve 57, so that the sub input shaft 12 and the 5th speed stage are connected via the sleeve 57. The speed change gear 52 is connected to the speed change gear 52, and the speed change gear 52 for the 5th speed gear rotates integrally with the sub input shaft 12.

Synchronizer rings 58A and 58B are interposed between the sleeve 57 and the transmission gear 51 for the 4th gear and between the sleeve 57 and the transmission gear 52 for the 5th gear in the axial direction of the main input shaft 11, respectively. There is.

In the synchronizer ring 58A, when the sleeve 57 moves from the neutral position to the 4th gear 51 side, the spline fits into the spline of the sleeve 57 and further rubs against the tapered surface of the 4th gear 51. By contacting, the rotation of the transmission gear 51 for the 4th gear is synchronized with the rotation of the sleeve 57.

In the synchronizer ring 58B, when the sleeve 57 moves from the neutral position to the speed change gear 52 side of the 5th speed, the spline fits into the spline of the sleeve 57 and further rubs against the tapered surface of the speed change gear 52 on the 5th speed side. By contacting, the rotation of the speed change gear 52 for the 5th gear is synchronized with the rotation of the sleeve 57.

One end and the other end of the forward idle shaft 6 are rotatably supported by the left partition wall 95 and the partition wall 94 via bearings 101A and 101B. One end of the forward idle shaft 6 is on the torque converter 4 side, and the other end is on the clutch device 41 side.

The forward idle shaft 6 is provided with an idle gear 61 and an idle gear 62 having a diameter smaller than that of the idle gear 61. The idle gear 61 is provided on the clutch device 41 side in the axial direction of the forward idle shaft 6, and meshes with the input idle gear 53.

The idle gear 61 is spline-fitted to the forward idle shaft 6 and rotates integrally with the forward idle shaft 6. As a result, the idle gear 61 can transmit the power from the input idle gear 53 to the forward idle shaft 6.

The idle gear 62 is provided on the torque converter 4 side in the axial direction of the forward idle shaft 6, is formed integrally with the forward idle shaft 6, and rotates integrally with the forward idle shaft 6.

One end and the other end of the intermediate shaft 8 are rotatably supported by the left partition wall 95 and the partition wall 94 via bearings 102A and 102B. One end of the intermediate shaft 8 is on the torque converter 4 side, and the other end is on the clutch device 41 side.

The intermediate shaft 8 has a speed change gear 63 for 1-2 speeds, a speed change gear 64 for 3rd speed, a speed change gear 65 for 6 speeds, and a speed change gear 65 for 7 speeds from the clutch device 41 side toward the torque converter 4 side. The transmission gear 66 and the idle gear 67 of the above are provided. The diameter of the speed change gear 63 to the speed change gear 66 increases in order from the clutch device 41 side toward the torque converter 4 side.

The speed change gear 63 to the speed change gear 66 are provided on the intermediate shaft 8 so as to be relatively rotatable, and the idle gear 67 is spline-fitted to the intermediate shaft 8 so as to rotate integrally with the intermediate shaft 8. The idle gear 67 meshes with the idle gear 62 of the forward idle shaft 6, and power is transmitted to the idle gear 67 from the idle gear 62.

A synchronization device 68 is provided between the transmission gear 63 for the 1st and 2nd gears and the transmission gear 64 for the 3rd gear, and the transmission gear 65 for the 6th gear and the transmission gear 66 for the 7th gear. A synchronization device 69 is provided between the two.

When the synchronization device 68 is shifted to the 1st speed or the 2nd speed by the shift operation, the speed change gear 63 for the 1st and 2nd speeds is connected to the intermediate shaft 8. As a result, the speed change gear 63 for the 1st and 2nd speeds rotates integrally with the intermediate shaft 8.

When the synchronization device 68 is shifted to the third speed stage by the shift operation, the speed change gear 64 for the third speed stage is connected to the intermediate shaft 8. As a result, the speed change gear 64 for the third speed stage rotates integrally with the intermediate shaft 8.

When the synchronization device 69 is shifted to the 6th speed by the shift operation, the speed change gear 65 for the 6th speed is connected to the intermediate shaft 8. As a result, the transmission gear 65 for the 6th gear rotates integrally with the intermediate shaft 8.

When the synchronization device 69 is shifted to the 7th speed by the shift operation, the speed change gear 66 for the 7th speed is connected to the intermediate shaft 8. As a result, the speed change gear 66 for the 7th speed gear rotates integrally with the intermediate shaft 8. Since the synchronization devices 68 and 69 operate in the same manner as the synchronization device 54, the description of the specific configuration will be omitted.

One end and the other end of the output shaft 9 are rotatably supported by the left partition wall 95 and the partition wall 94 via bearings 103A and 103B. One end of the output shaft 9 is on the torque converter 4 side, and the other end is on the clutch device 41 side.

The output shaft 9 has an output gear 70 for the 1-2-4 speed stage, an output gear 71 for the 3-5 speed stage, and an output gear 72 for the 6th speed stage from the clutch device 41 side toward the torque converter 4 side. An output gear 73 for the 7th gear and a final drive gear 74 for advancing are provided. The diameters of the output gears 70 to 73 gradually decrease from the clutch device 41 side toward the torque converter 4 side.

The output gear 70 to the output gear 73 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9. The forward final drive gear 74 is formed integrally with the output shaft 9 and rotates integrally with the output shaft 9.

The output gear 70 for the 1-2-4th gear meshes with the transmission gear 51 for the 4th gear and the transmission gear 63 for the 1-2nd gear. The output gear 70 for the 1-2-4th gear is formed to have a larger diameter than the transmission gear 63 for the 1-2nd gear, and the transmission gear 51 for the 4th gear is the 1-2-4th gear. It is formed to have a smaller diameter than the output gear 70 for gears and a larger diameter than the transmission gear 63 for 1st and 2nd gears.

The output gear 71 for the 3rd to 5th gears meshes with the transmission gear 64 for the 3rd gear and the transmission gear 52 for the 5th gear. The output gear 71 for the 3-5th gear is formed to have a larger diameter than the transmission gear 64 for the 3rd gear, and the transmission gear 52 for the 5th gear is the output gear 71 for the 3-5th gear. It is formed to have a larger diameter than.

The output gear 72 for the 6th gear meshes with the transmission gear 65 for the 6th gear, and is formed to have a smaller diameter than the transmission gear 65 for the 6th gear. The output gear 73 for the 7th gear meshes with the transmission gear 66 for the 7th gear, and is formed to have a smaller diameter than the transmission gear 66 for the 7th gear.

By setting the diameters of the gears 51, 52, 63, 64, 65, 66, 70, 71, 72, and 73 in this way, the gear ratio corresponding to each gear is set.

The forward final drive gear 74 meshes with the final driven gear 81A of the differential device 81. As a result, the power of the output shaft 9 is transmitted to the differential device 81 via the final drive gear 74 for forward movement and the final driven gear 81A.

Left and right drive wheels (not shown) are connected to the differential device 81 via left and right drive shafts (not shown), and the differential device 81 distributes the power of the engine 2 to the left and right drive shafts by the differential mechanism 81B. It is transmitted to the drive wheel of.

One end and the other end of the reverse idle shaft 7 are rotatably supported by the left partition wall 95 and the partition wall 94 via bearings 104A and 104B. One end of the reverse idle shaft 7 is on the torque converter 4 side, and the other end is on the clutch device 41 side. The reverse idle shaft 7 is provided with an idle gear 84 and an idle gear 85 having a diameter smaller than that of the idle gear 84.

The idle gear 84 is provided on the clutch device 41 side, is spline-fitted to the reverse idle shaft 7, and rotates integrally with the reverse idle shaft 7. The idle gear 85 is provided on the torque converter 4 side of the reverse idle shaft 7, is formed integrally with the reverse idle shaft 7, and rotates integrally with the reverse idle shaft 7.

One end and the other end of the reverse shaft 10 are rotatably supported by the left partition wall 95 and the partition wall 94 via bearings 105A and 105B. One end of the reverse shaft 10 is on the torque converter 4 side, and the other end is on the clutch device 41 side.

The reverse shaft 10 is provided with a reverse gear 86 and a reverse final drive gear 87 formed having a diameter smaller than that of the reverse gear 86. The left partition wall 95 on which the bearing 105A is supported is located closer to the torque converter 4 than the left partition wall 95 on which the bearing 101A or the like is supported.

The reverse gear 86 is provided on the reverse shaft 10 so as to be relatively rotatable. The reverse final drive gear 87 is integrally formed with the reverse shaft 10, and rotates integrally with the reverse shaft 10. The reverse gear 86 meshes with the idle gear 85, and the reverse final drive gear 87 meshes with the final driven gear 81A.

A synchronization device 88 is provided on the reverse shaft 10. When the synchronization device 88 is shifted to the reverse stage by the shift operation, the reverse gear 86 is connected to the reverse shaft 10. As a result, the reverse gear 86 rotates integrally with the reverse shaft 10.

At this time, power is transmitted from the reverse final drive gear 87 to the final driven gear 81A, the final driven gear 81A rotates in the direction opposite to that at the time of forward movement, and the vehicle is moved backward. Since the synchronization device 88 operates in the same manner as the synchronization device 54, the description of the specific configuration will be omitted.

In FIG. 2, the main input shaft 11 is rotatably supported by the brake case 32 via a bearing 27. In FIG. 7, an opening 95b is formed in the left partition wall 95, and the main input shaft 11 and the sub input shaft 12 are arranged in the opening 95b in a state of penetrating the opening 95b. The other end 12b of the sub-input shaft 12 is rotatably supported by the opening 95b of the left partition wall 95 via the bearing 26.

The bearing 26 has an inner ring member 26A attached to the outer peripheral portion of the sub-input shaft 12, and an outer ring member 26C rotatably supported by the inner ring member 26A via a plurality of ball members 26B.

A circlip 28A is fitted to the outer ring member 26C. An annular groove 95c is formed in the opening 95b of the left partition wall 95, and a circlip 28A is fitted in the annular groove 95c. As a result, the bearing 26 is fixed to the left partition wall 95 and positioned in the axial direction of the sub input shaft 12.

A circlip 28B is fitted to the outer peripheral portion of the sub-input shaft 12, and the side surface of the inner ring member 26A on the clutch device 41 side is in contact with the circlip 28B. The side surface of the inner ring member 26A on the input idle gear 53 side is in contact with the input idle gear 53.

As a result, the sub-input shaft 12 is axially positioned by the bearing 26 and the circlips 28A and 28B and attached to the left partition wall 95, and the movement in the axial direction is restricted.

In FIG. 5, the left partition wall 95 is formed with a U-shaped notch portion 15A. The cutout portion 15A exposes a part of the circlip 28A and a plurality of ball members 26B of the bearing 26 to the clutch accommodating chamber 78, and bearings the transmission mechanism accommodating chamber 92A and the clutch accommodating chamber 78 of the transmission case 92. (Specifically, between the ball members 26B) are communicated with each other.

A tool (not shown) for attaching the circlip 28A is inserted into the notch portion 15A and used for the attachment work of the circlip 28A. The tool for attaching the circlip 28A is used to expand the diameter of the circlip 28A fitted in the annular groove 95c in the annular groove 95c to insert and fit the outer ring member 26C into the circlip 28A. Be done.

In FIG. 7, the clutch device 41 is provided with a concentric slave cylinder (Concentric Slave Cylinder, hereinafter referred to as “CSC”) 47.

The CSC 47 is installed between the left partition wall 95 and the clutch hub 43 in the axial direction of the main input shaft 11.

The CSC 47 has an annular cylinder portion 47A that is positioned and mounted coaxially with the main input shaft 11 by fitting on the left partition wall 95, and an annular piston 47B arranged inside the cylinder portion 47A. Since the main input shaft 11 and the sub input shaft 12 are provided coaxially, the radial direction of the main input shaft 11 and the radial direction of the sub input shaft 12 are the same directions.

A partition side oil passage (not shown) is formed in the left partition wall 95, and oil is supplied to the oil passage through an oil supply pipe (not shown). A cylinder-side oil passage (not shown) is formed inside the cylinder portion 47A, and oil is supplied to the cylinder-side oil passage from the partition wall-side oil passage.

The piston 47B moves so as to project from the cylinder portion 47A toward the clutch hub 43 by the hydraulic pressure supplied from the partition wall side oil passage to the cylinder side oil passage.

A thrust bearing 48, a press flange 49 and a support ring 50 are installed between the CSC 47 and the clutch drum 42 and the clutch hub 43 in the axial direction of the main input shaft 11.

The thrust bearing 48 has an outer ring member 48A and an inner ring member 48C rotatably connected to the outer ring member 48A via a ball member 48B.

The press flange 49 is formed in an annular shape, and is fixed to the outer ring member 48A so that the inner end portion 49b in the radial direction covers the outer peripheral surface of the outer ring member 48A. The radial outer end portion 49a of the press flange 49 extends radially outward from the outer ring member 48A and faces the friction plate 44 closest to the CSC 47 in the axial direction of the main input shaft 11. ..

The press flange 49 is formed in a cylindrical shape in which the inner end portion 49b in the radial direction projects toward the clutch hub 43 with respect to the outer end portion 49a in the radial direction.

The support ring 50 is formed in an annular shape, and the radial outer end portion 50a is fixed to the side surface of the inner ring member 48C on the CSC47 side in the axial direction of the main input shaft 11, and the radial inner end portion 50b is the piston 47B. It is attached to.

In the CSC 47, when the piston 47B protrudes from the cylinder portion 47A to the clutch hub 43 side by the hydraulic pressure supplied from the partition side oil passage to the cylinder side oil passage, the support ring 50 moves to the clutch drum 42 side and pushes the thrust bearing 48. It is moved and the press flange 49 pushes the friction plate 44 to press the friction plate 44 against the friction plate 45. At this time, the press flange 49 is allowed to rotate around the axis of the main input shaft 11 by the thrust bearing 48, and moves to the clutch drum 42 side.

When the friction plate 44 is pressed against the friction plate 45, the friction plate 44 and the friction plate 45 come into frictional contact with each other, and the clutch drum 42 and the clutch hub 43 rotate integrally, and power is supplied from the main input shaft 11 to the sub input shaft 12. Is transmitted.

The clutch drum 42 has an inner end portion 42a in the radial direction spline-fitted to the main input shaft 11. The radial outer end portion 42b of the clutch drum 42 is formed in a cylindrical shape. A plurality of friction plates 44 are spline-fitted on the inner peripheral surface of the radial outer end portion 42b of the clutch drum 42.

The friction plate 44 rotates integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11.

The clutch hub 43 has an inner end portion 43a in the radial direction spline-fitted to the sub-input shaft 12. A friction plate 45 is spline-fitted on the outer peripheral surface of the radial outer end portion 43b of the clutch hub 43, the friction plate 45 rotates integrally with the clutch hub 43, and the friction plate 45 rotates in the axial direction of the main input shaft 11. It is movable to.

A retainer plate 16 is provided on the clutch drum 42 side with respect to the friction plates 44 and 45, and the retainer plate 16 contacts the friction plate 45 on one side. The retainer plate 16 is formed to have a larger axial thickness of the main input shaft 11 than the friction plates 44 and 45, and prevents the friction plates 44 and 45 from collapsing.

An annular return spring 17 is provided between the friction plates 44. The return spring 17 urges the friction plate 44 so that the distance between the adjacent friction plates 44 with respect to the axial direction of the main input shaft 11 becomes large.

As a result, when hydraulic pressure does not act on the piston 47B of the CSC 47, the friction plate 44 is moved by the urging force of the return spring 17, and the friction plate 44 is pulled away from the friction plate 45. Therefore, power is not transmitted from the main input shaft 11 to the sub input shaft 12.

An annular snap ring 18 is fitted to the inner peripheral surface of the radial outer end portion 42b of the clutch drum 42. By contacting the friction plate 44 on the CSC 47 side, the snap ring 18 prevents the friction plates 44 and 45 from coming out of the clutch drum 42 due to the urging force of the return spring 17.

A bearing 112 is provided between the clutch cover 93 and the clutch drum 42, and the clutch drum 42 is rotatably supported by the clutch cover 93 by the bearing 112.

The speed change mechanism accommodation chamber 92A and the clutch accommodation chamber 78 are separated by a left partition wall 95. In FIGS. 5 and 7, the clutch accommodating chamber 78 is composed of a space surrounded by a left partition wall 95, a peripheral wall 96, and a clutch cover 93. The left partition wall 95 of the present embodiment constitutes the wall portion of the present invention, and the clutch cover 93 constitutes the cover member of the present invention.

The peripheral wall 96 projects outward from the transmission case 92 in the axial direction of the main input shaft 11 from the left partition wall 95, and is formed in a substantially annular shape so as to surround the outer peripheral portion of the clutch device 41 (see FIG. 4). The protruding direction of the peripheral wall 96 is a direction away from the left partition wall 95 to the left.

As shown in FIG. 4, the distance between the outer peripheral portion of the clutch device 41, that is, the radial outer end portion 42b of the clutch drum 42 and the inner peripheral surface of the peripheral wall 96 is the diameter of the oil supply holes 106a to 109a described later. The radial outer end portion 42b of the clutch drum 42 is close to the inner peripheral surface of the peripheral wall 96 so as to have a similar gap.

Since the peripheral wall 96 is arranged close to the radial outer end portion 42b of the clutch drum 42, the oil adhering to the outer peripheral portion of the clutch device 41 does not scatter from the outer peripheral portion due to centrifugal force, and the peripheral portion of the outer peripheral portion. You will be taken to the rotation.

As shown in FIG. 9, the clutch cover 93 includes a cover main body 93A and a cylindrical portion 93B. As shown in FIG. 7, the cover main body 93A faces the left partition wall 95 in the axial direction of the main input shaft 11 and is formed in a substantially disk shape extending outward from the main input shaft 11 in the radial direction.

The cover body 93A has a support shaft portion on the left, which is inserted into the inner diameter of the bearing 112 attached to the clutch drum 42 to support the bearing 112 at the center position in the radial direction (the position of the rotation axis of the main input shaft 11). It is formed so as to protrude toward the partition wall 95.

The cylindrical portion 93B bends from the radial outer end portion of the cover body 93A and extends toward the left partition wall 95, and the tip thereof is a mating surface in contact with the peripheral wall 96. As shown in FIG. 9, a plurality of bolt insertion holes 93a are formed in the cylindrical portion 93B so as to be separated in the circumferential direction. The cylindrical portion 93B of the present embodiment constitutes the outer edge portion of the clutch cover of the present invention.

In FIG. 5, a plurality of bolt hole grooves 96a are formed in the peripheral wall 96 so as to be separated in the circumferential direction, and a bolt insertion hole 93a is formed in the cylindrical portion 93B at a position corresponding to the bolt hole groove 96a of the peripheral wall 96. ing.

The clutch cover 93 is fixed to the peripheral wall 96 by fastening the bolt 75B (see FIG. 1) to the bolt hole groove 96a through the bolt insertion hole 93a. As a result, the clutch cover 93 is attached to the peripheral wall 96 so as to cover the clutch device 41 from the outside, and forms a clutch accommodating chamber 78 separated from the transmission mechanism accommodating chamber 92A together with the left partition wall 95 and the peripheral wall 96.

In FIG. 7, the clutch cover 93 has a flat surface portion 93S extending radially outward from the radial center of the cover body 93A, and the left partition wall 95 side from the radial outer end of the flat surface portion 93S toward the cylindrical portion 93B. It has an inclined portion 93T that is inclined to.

As a result, in the axial direction of the main input shaft 11, the distance between the left partition wall 95 and the flat surface portion 93S is large, and the distance between the left partition wall 95 and the left partition wall 95 gradually increases from the flat surface portion 93S toward the outer end in the radial direction. Becomes smaller. That is, the clutch cover 93 approaches the clutch drum 42 from the flat surface portion 93S toward the outer end in the radial direction.

That is, in the internal space of the clutch accommodating chamber 78, the space between the left partition wall 95 and the flat surface portion 93S is wide, and the space between the inclined portion 93T and the left partition wall 95 is narrow with respect to this space.

In FIG. 5, the left partition wall 95 is formed with cylindrical bearing holding portions 106, 107, 108, 109, and the bearing holding portion 109 from the bearing holding portion 106 swells from the left partition wall 95 toward the clutch cover 93. It is out (see FIGS. 7 and 8). Although the bearing holding portion 106 is not shown in FIGS. 7 and 8, the bearing holding portion 106 has the same shape as the bearing holding portion 109 from the bearing holding portion 107.

That is, the bearing holding portion 109 from the bearing holding portion 106 bulges from the left partition wall 95 into the clutch accommodating chamber 78. As a result, the gap L1 between the tip of the bearing holding portion 106 in the bulging direction of the bearing holding portion 109 and the clutch device 41 with respect to the axial direction of the main input shaft 11 is the gap between the left partition wall 95 and the clutch device 41. It is formed smaller than L2 (see FIG. 8).

On the speed change mechanism accommodating chamber 92A side, the bearings 104A are accommodated from the bearing 101A inside the bearing holding portion 106 to the bearing holding portion 109 (the bearings 102A, 103A, 104A are shown in FIGS. 7 and 8).

That is, the other end of the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8 and the output shaft 9 (the end on the clutch device 41 side) is a bearing from the bearing 101A to the bearing 104A and from the bearing holding portion 106. It is rotatably supported by the holding portion 109.

Of the bearing holding portions 109 from the bearing holding portion 106, the bearing holding portion 108 is located at the lowest position, and the bearing holding portion 107 is located at the uppermost position. That is, the intermediate shaft 8 is located at the lowest position and the reverse idle shaft 7 is located at the uppermost position among the shafts constituting the speed change mechanism 77.

The intermediate shaft 8 of the present embodiment constitutes the first rotary shaft of the present invention, and the forward idle shaft 6 and the output shaft 9 constitute the second rotary shaft of the present invention. Further, the gears 61 to 67 and the gears 70 to 73 of this embodiment constitute the gear member of the present invention.

In FIG. 5, the left partition wall 95 is provided with a partition rib 95A. As shown in FIGS. 7 and 8, the partition rib 95A protrudes from the left partition wall 95 toward the clutch cover 93 above the bottom 96b of the peripheral wall 96, and surrounds the clutch device 41 from below (FIG. 7). 4).

In FIG. 5, the partition rib 95A faces from one end (front end) 95f to the other end (rear end) 95r, and is in the rotation direction of the clutch device 41, that is, the rotation direction R of the clutch device 41 (see FIG. 4). ) Is curved and extends. That is, the partition rib 95A is formed along the outer peripheral portion of the clutch device 41. One end 95f of the partition rib 95A is separated from the front side of the peripheral wall 96, and the other end 95r is connected to the peripheral wall 96.

One end portion 95f of the partition rib 95A is located below the rotation center shaft 11p of the main input shaft 11, that is, the rotation center shaft 11p of the clutch device 41. Further, in the front-rear direction, one end portion 95f extends to substantially the same position as the front end of the clutch device 41.

Further, the other end 95r of the partition rib 95A is located below the rotation center axis 11p of the clutch device 41, and is connected to the peripheral wall 96 at substantially the same position as the rear end of the clutch device 41 in the front-rear direction. ..

As shown in FIG. 9, the clutch cover 93 is formed with the partition rib 93C at a position corresponding to the partition rib 95A, similarly to the left partition wall 95. In FIG. 7, the partition rib 93C protrudes from the cover body 93A of the clutch cover 93 toward the left partition wall 95, and surrounds the clutch device 41 together with the partition rib 95A from below.

In FIG. 9, the partition rib 93C is curved from one end (front end) 93f toward the other end (rear end) 93r along the rotation direction of the clutch device 41, that is, the rotation direction R of the clutch device 41. And it is extending. That is, the partition rib 93C is formed along the outer peripheral portion of the clutch device 41. One end 93f of the partition rib 93C is separated from the front side of the cylindrical portion 93B, and the other end 93r of the partition rib 93C in the extending direction is connected to the cylindrical portion 93B.

As shown in FIG. 7, the tip of the partition rib 93C in the protruding direction is in contact with the tip of the partition rib 95A in the protruding direction, and below the clutch device 41 are the partition ribs 95A, 93C, and the peripheral wall 96. An oil sump 97 is formed, which is surrounded by the bottom portion 96b and the bottom portion 93b of the cylindrical portion 93B. That is, the partition ribs 95A and 93C form the upper wall of the oil sump 97, and separate the clutch device 41 and the oil sump 97.

That is, in a state where the clutch cover 93 is attached to the left partition wall 95, the partition rib 93C and the partition rib 95A are installed side by side in the axial direction of the main input shaft 11 and are continuous, and also with the peripheral wall 96. The cylindrical portion 93B is installed side by side in the axial direction of the main input shaft 11 and is continuous.

In the clutch accommodating chamber 78 of this embodiment, by supplying oil, the oil that has lubricated and cooled the clutch device 41 flows into and is stored in the oil sump 97. The partition rib 95A of the present embodiment constitutes the case-side partition portion of the present invention, and the partition rib 93C constitutes the cover-side partition portion of the present invention.

In FIG. 2, the partition wall 94 is provided with an annular oil pump 79 (indicated by hatching). The oil pump 79 includes an inner rotor (not shown) that is rotationally driven by engaging with the pump shaft 4a of the torque converter 4, and an outer rotor (not shown) that is radially outwardly arranged so as to surround the inner rotor.

The oil pump 79 is composed of, for example, a trochoid type oil pump, and oil is formed between the external teeth and the internal teeth by contacting the internal teeth formed on the outer rotor and the external teeth formed on the inner rotor. An operating chamber (not shown) is formed to accommodate the.

In the oil pump 79, when the power of the engine 2 is transmitted from the pump shaft 4a of the torque converter 4 to the inner rotor and the inner rotor and the outer rotor rotate in one direction, the volume of the working chamber increases and decreases continuously. By doing so, the oil is sucked in and discharged.

Oil is stored in the transmission case 92, and an oil strainer (not shown) is provided at the bottom of the transmission case 92. The oil pump 79 sucks the oil stored in the transmission case 92 from the oil strainer. The oil strainer has a built-in filter, and the oil pump 79 sucks in the oil from which foreign matter has been removed by the oil strainer.

An oil passage (not shown) through which oil sucked by the oil pump 79 flows is formed in the partition wall 94 and the brake case 32, and the oil flowing through the oil passage is not shown after being sucked into the working chamber from a suction port (not shown). It is discharged from the discharge port to the oil passage.

An oil passage 11A is formed inside the main input shaft 11, and the oil passage 11A extends along the axial direction of the main input shaft 11 and is closed at both ends. The main input shaft 11 is formed with a radiation hole 11c extending radially from the oil passage 11A and communicating the oil passage 11A with the outside of the main input shaft 11 (see FIG. 7).

The oil supplied to the oil passage 11A flows out from the radiation hole 11c between the main input shaft 11 and the sub input shaft 12 due to the centrifugal force during rotation of the main input shaft 11, and then from the other end of the sub input shaft 12. It is supplied to the clutch accommodating chamber 78.

In the clutch device 41, the lubricating portions such as the friction plates 44, 45 and the thrust bearing 48 are lubricated and cooled by the oil supplied to the clutch accommodating chamber 78.

In FIGS. 5 and 9, an opening 98 is formed in the oil sump 97, and the opening 98 opens facing the rotation direction of the clutch device 41. That is, the opening 98 faces the rotation direction R of the clutch device 41 between one end portions 95f and 93f in the extending direction of the partition ribs 95A and 93C and the cylindrical portion 93B of the peripheral wall 96 and the clutch cover 93. It is open to.

Further, the opening 98 of the present invention is arranged in front of the clutch device 41 and opens upward. Since the clutch device 41 is rotated in the rotation direction R and the front side portion of the clutch device 41 is rotated from top to bottom, it is carried by the clutch device 41 and falls in front of the clutch device 41. The oil can be efficiently received and the falling oil can be guided to the oil pool 97.

In FIG. 5, the partition rib 95A overlaps with the bearing holding portions 106, 108, 109 installed below the main input shaft 11 when viewed from the axial direction of the main input shaft 11 and the forward idle shaft 6. It is arranged like this. That is, the partition rib 95A is formed so as to connect the protruding portions of the bearing holding portions 106, 108, 109 toward the outer surface 95a.

In other words, the partition rib 95A is formed so as to cross the bearing holding portions 106, 108, 109 installed below the main input shaft 11, and is connected to the bearing holding portions 106, 108, 109. ing. As a result, the partition rib 95A protrudes from the bearing holding portions 106, 108, 109 toward the clutch device 41.

Oil supply holes 106a, 107a, 108a, and 109a are formed in the bearing holding portions 106 to the bearing holding portions 109, respectively. The oil supply hole 109a communicates with the clutch accommodating chamber 78 and the speed change mechanism accommodating chamber 92A from the oil supply hole 106a.

The oil supply hole 108a formed in the bearing holding portion 108 is below the partition rib 95A and above the rotation center shaft 8p of the intermediate shaft 8 and between the partition rib 95A and the bottom portion 96b of the peripheral wall 96. It is located in the oil sump 97 and is open to the oil sump 97. As a result, the oil stored in the oil sump 97 is discharged from the oil supply hole 108a to the speed change mechanism accommodating chamber 92A.

The oil supply holes 106a and 109a are located above the partition rib 95A and above the rotation center shaft 6p of the forward idle shaft 6 and the rotation center shaft 9p of the output shaft 9. The oil supply holes 106a and 109a are formed adjacent to the partition rib 95A, and as shown in FIG. 6, when viewed from the clutch device 41 side in the axial direction, the outer end portion 42b of the clutch drum 42 and the partition rib A part of it is arranged so that it can be seen from between 95A.

As a result, the oil flowing through the clutch accommodating chamber 78 above the partition rib 95A is discharged from the oil supply holes 106a and 109a to the transmission mechanism accommodating chamber 92A. The oil supplied to the clutch accommodating chamber 78 is brought to the clutch drum 42 rotating in the rotation direction R due to its viscosity and the like, and flows in the rotation direction R.

Since centrifugal force acts on the flowing oil, the oil is pressed against the partition rib 95A to increase the pressure, and efficiently flows into the oil supply holes 106a and 109a formed adjacent to the partition rib 95A.

The oil supply hole 107a is located above the rotation center shaft 7p of the reverse idle shaft 7. As a result, the oil flowing through the clutch accommodating chamber 78 above the partition rib 95A is discharged from the oil supply hole 107a to the transmission mechanism accommodating chamber 92A.

As shown in FIG. 6, U-shaped ribs 106b, 107b, 108b, 109b having an open upper portion are formed on the surface of the bearing holding portion 109 from the bearing holding portion 106 to the speed change mechanism accommodation chamber 92A side. Has been done.

Further, U-shaped ribs 106b, 107b, 108b, 109b are formed so that the rotation center axis 9p is located inside the rotation center axis 6p of each axis. The ribs 106b to 109b project from the back surface of the tip of the bearing holding portions 106, 107, 108, 109 in the bulging direction toward the speed change mechanism accommodating chamber 92A.

From the oil supply hole 106a, the oil supply hole 109a is located inside the upper end of the rib 109b from the rib 106b, that is, inside the rib 106b to the rib 109b. The oil inside the clutch accommodating chamber 78 flows into the inside of the rib 109b from the rib 106b when it is discharged from the oil supply holes 106a, 107a, 108a, 109a into the transmission mechanism accommodating chamber 92A.

Since the oil supply hole 109a is located above the rotation center axis 9p from the rotation center axis 6p of each axis from the oil supply hole 106a, the oil supply holes 106a, 107a, 108a, 109a are connected to the transmission mechanism accommodating chamber 92A. The discharged oil is guided from the rib 106b by the rib 109b and is surely collected on the rotation center axis of each axis.

In the axial direction of the main input shaft 11, the rib 106b to the rib 109b pass through a minute gap between the other ends of the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8 and the output shaft 9. Are facing each other. The oil collected from the rib 106b at the rib 109b is supplied to the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8 and the output shaft 9.

In FIG. 2, an oil passage 6A is formed in the forward idle shaft 6. The oil passage 6A extends axially along the axis of the forward idle shaft 6 and is open at both ends of the shaft. The other end of the forward idle shaft 6 faces the rib 106b in the axial direction of the forward idle shaft 6, and the oil passage 6A faces the oil supply hole 106a at a position slightly below the oil supply hole 106a. ing.

The oil that has passed through the oil supply hole 106a flows between the bearing 101A and the left partition wall 95 in the bearing holding portion 106, a part of the oil flows out through the bearing 101A, and the rest is guided to the rib 106b and is an idle shaft for advancing. It flows into the oil passage 6A of 6.

The oil flowing through the oil passage 6A reaches the opening at the shaft end on the opposite side by the centrifugal force during rotation of the forward idle shaft 6 and flows into the space between the bearing 101B and the partition wall 94 in the bearing holding portion, and flows into the space between the bearing 101B and the partition wall 94. It passes through and flows out. Bearings 101A and 101B are lubricated and cooled by oil.

An oil passage 8A is formed on the intermediate shaft 8. The oil passage 8A extends axially along the axis of the intermediate shaft 8, is closed at one end of the shaft, and is open at the other end of the shaft on the left partition wall 95 side. The other end of the intermediate shaft 8 faces the rib 108b in the axial direction of the intermediate shaft 8, and the oil passage 8A at the other end of the intermediate shaft 8 is located slightly below the oil supply hole 108a. It faces 108a.

The oil that has passed through the oil supply hole 108a flows between the bearing 102A and the left partition wall 95 in the bearing holding portion 108, a part of the oil flows out through the bearing 102A, and the rest is guided by the rib 108b to the intermediate shaft 8. It flows into the oil passage 8A.

A plurality of radiation holes (not shown) communicating with the oil passage 8A are formed in the intermediate shaft 8. The oil flowing through the oil passage 8A is supplied to the needle bearing and the synchronization device 68 installed between the speed change gear 63 for the 1-2 speed gear and the intermediate shaft 8 by the centrifugal force during the rotation of the intermediate shaft 8, and the needle is supplied. Bearings and synchronizer 68 are lubricated and cooled.

Further, the oil flowing through the oil passage 8A is a needle bearing installed between the speed change gear 64 for the 3rd speed and the intermediate shaft 8, and a needle bearing installed between the speed change gear for the 6th speed and the intermediate shaft 8. And supplied to the synchronization device 69, these needle bearings and synchronization device 69 are lubricated and cooled.

Further, the oil flowing through the oil passage 8A is supplied to the needle bearings installed between the speed change gear 66 for the 7th gear and the intermediate shaft 8, and these needle bearings are lubricated and cooled by the oil.

The intermediate shaft 8 is provided with a large number of lubrication portions including a bearing 102A as a lubrication portion, a speed change gear 63, a speed change gear 66, and synchronization devices 68 and 69. Therefore, by closing one end of the intermediate shaft 8, a large amount of oil is held in the oil passage 8A, and the lubricated portion is effectively lubricated and cooled. Since the bearing 102B is arranged at a low position in the transmission mechanism accommodation chamber 92A, it is lubricated and cooled by the oil flowing in the transmission mechanism accommodation chamber 92A.

An oil passage 9A is formed on the output shaft 9. The oil passage 9A extends axially along the axis of the output shaft 9 and is open at both ends of the shaft. The other end of the output shaft 9 faces the rib 109b in the axial direction of the output shaft 9, and the oil passage 9A at the other end of the output shaft 9 is located slightly below the oil supply hole 109a. It faces 109a.

The oil that has passed through the oil supply hole 109a flows between the bearing 103A and the left partition wall 95 in the bearing holding portion 109, a part of the oil flows out through the bearing 103A, and the rest is guided by the rib 109b to the output shaft 9. It flows into the oil passage 9A.

A plurality of radiation holes (not shown) communicating with the oil passage 9A are formed in the output shaft 9. The oil flowing through the oil passage 9A reaches the opening at the shaft end on the opposite side by the centrifugal force during rotation of the output shaft 9, flows into the space between the bearing 103B and the partition wall 94 in the bearing holding portion, and passes through the bearing 103B. And flow out. Therefore, the bearings 103A and 103B are lubricated and cooled by the oil.

The bearing holding portion 108 of the present embodiment constitutes the first bearing holding portion of the present invention, and the bearing holding portions 106 and 109 form the second bearing holding portion of the present invention. The oil supply holes 106a and 109a constitute other oil supply holes of the present invention, and the forward idle shaft 6, the intermediate shaft 8 and the output shaft 9 constitute the rotation shaft of the present invention.

An oil passage 7A is formed in the reverse idle shaft 7. The oil passage 7A extends axially along the axis of the reverse idle shaft 7, and is open at both ends of the shaft. The other end of the reverse idle shaft 7 faces the rib 107b in the axial direction of the reverse idle shaft 7, and the oil passage 7A at the other end of the reverse idle shaft 7 is slightly below the oil supply hole 107a. Facing the oil supply hole 107a at the position of.

The oil that has passed through the oil supply hole 107a flows between the bearing 104A and the left partition wall 95 in the bearing holding portion 107, a part of the oil flows out through the bearing 104A, and the rest is guided to the rib 107b and is an idle shaft for reverse movement. It flows into the oil passage 7A of 7.

The oil flowing through the oil passage 7A reaches the opening at the shaft end on the opposite side by the centrifugal force during rotation of the reverse idle shaft 7 and flows into the space between the bearing 104B and the partition wall 94 in the bearing holding portion, and flows into the space between the bearing 104B and the partition wall 94. It passes through and flows out. Therefore, the bearings 104A and 104B are lubricated and cooled by the oil.

In FIG. 5, a guide rib 96A is provided on the inner surface of the upper peripheral wall 96. The guide rib 96A is connected to the peripheral wall 96 and extends from the peripheral wall 96 along the rotation direction R of the clutch device 41, and forms an oil receiving portion 99 that opens together with the peripheral wall 96 so as to face the rotation direction of the clutch device 41. ing.

The peripheral wall 96 swells in the radial direction at a position corresponding to the oil receiving portion 99, and forms a space of the oil receiving portion 99 with the guide rib 96A. The oil supply hole 107a is opened at the innermost position in the space of the oil receiving portion 99.

In FIG. 9, a guide rib 93D is provided on the inner surface of the cylindrical portion 93B located at the upper part of the clutch cover 93. The guide rib 93D corresponds to the guide rib 96A, contacts the guide rib 96A in the axial direction of the main input shaft 11, extends from the cylindrical portion 93B along the rotation direction of the clutch device 41, and rotates the clutch device 41 together with the cylindrical portion 93B. An oil receiving portion 99 that opens so as to face the direction is formed.

The rotation direction R of the clutch device 41 is a counterclockwise rotation direction when the clutch device 41 is viewed from the left. The cylindrical portion 93B swells in the radial direction at a position corresponding to the oil receiving portion 99, and forms a space of the oil receiving portion 99 with the guide rib 93D.

The oil inside the clutch accommodating chamber 78 flows along the peripheral wall 96 and the cylindrical portion 93B by the rotation of the clutch device 41, is captured by the guide ribs 96A and 93D, and is guided from the oil receiving portion 99 to the oil supply hole 107a.

Since the peripheral wall 96 and the cylindrical portion 93B bulge outward at the portion of the oil receiving portion 99, the oil can be efficiently flowed into the oil receiving portion 99 by the centrifugal force acting on the oil due to the rotation of the clutch device 41. .. Further, since the guide ribs 96A and 93D are arranged in the vicinity of the clutch device 41, the oil accompanying the clutch device 41 can be scraped off and efficiently flowed into the oil receiving portion 99.

Further, a tubular bearing holding portion 107 is formed on the left partition wall 95 of the oil receiving portion 99, and the left partition wall 95 bulges toward the clutch device 41, so that the left partition wall 95 is brought to the clutch device 41. Since the width through which the oil can pass is narrowed, the oil can be collected toward the oil receiving portion 99, and the oil can be pushed into the oil receiving portion 99 by the rotation of the clutch device 41. The oil guided to the oil supply hole 107a is supplied to the oil passage 7A of the reverse idle shaft 7.

As shown in FIG. 5, an oil discharge port 111 is formed on the front side of the left partition wall 95 inside the peripheral wall 96, and the oil discharge port 111 is located above the oil sump 97. The oil discharge port 111 communicates the oil sump 97 with the speed change mechanism accommodating chamber 92A, and discharges oil from the oil sump 97 to the speed change mechanism accommodating chamber 92A.

Specifically, the oil discharge port 111 is located on the front side of the one end portion 95f of the partition rib 95A and on the lower side of the one end portion 95f. In the vertical direction, the oil discharge port 111 is arranged at the same height as the partition rib 95A, and has the same height as the connecting portion between the other end portion 95r and the peripheral wall 96.

Further, the oil discharge port 111 is arranged at a position higher than the oil supply hole 108a. This position is determined in consideration of oil retention and lubrication. The oil discharge port 111 is arranged on the radial outer side of the clutch device 41 with respect to the opening 98, and the opening 98 is arranged between the oil discharge port 111 and the clutch device 41.

An oil regulation rib 96B is formed on the left partition wall 95. The oil regulation rib 96B extends from the peripheral wall 96 located above the oil discharge port 111 toward the bottom 96b of the peripheral wall 96 so as to cover the oil discharge port 111 when viewed from the axial direction of the main input shaft 11. The gap between the peripheral wall 96 and the bottom 96b gradually narrows toward the bottom 96b of the 96.

Between the narrowed oil regulation rib 96B and the peripheral wall 96 is a continuous passage between the oil discharge port 111 and the oil sump 97. The oil regulation rib 96B is erected between the oil discharge port 111 and the partition rib 95A, and extends from the upper side to the lower side of the oil discharge port 111 in the vertical direction.

That is, the oil discharge port 111 is open in the vertical position range where the oil regulation rib 96B is formed. Further, the oil regulation rib 96B is connected to the peripheral wall 96 near the opening 98, and is formed along the partition rib 95A.

As shown in FIG. 9, the oil regulation rib 93E is formed on the clutch cover 93 so as to correspond to the oil regulation rib 96B. The oil regulating rib 93E protrudes from the clutch cover 93 toward the left partition wall 95, and the tip end portion in the protruding direction is in contact with the oil regulating rib 96B.

As a result, the oil regulation rib 93E, like the oil regulation rib 96B, is on the left side of the oil discharge port 111 from the cylindrical portion 93B located above the oil discharge port 111 when viewed from the axial direction of the main input shaft 11. It projects toward the bottom 93b of the cylindrical portion 93B so as to cover the space. Further, the gap between the oil regulating rib 93E and the bottom portion 93b of the cylindrical portion 93B gradually narrows toward the bottom portion 93b of the cylindrical portion 93B.

The oil regulation ribs 96B and 93E are located between one end 95f of the partition rib 95A and the bottom 96b of the peripheral wall 96 in the vertical direction, and are located below the opening 98 of the oil sump 97. .. That is, the opening 98 opens above the oil discharge port 111.

As a result, the oil flowing from the clutch accommodating chamber 78 to the oil sump 97 due to the rotation of the clutch device 41 is blocked by the oil regulating ribs 96B and 93E, and is restricted from the opening 98 toward the oil discharge port 111. Further, the oil regulating ribs 96B and 93E change the direction of the oil flowing from the opening 98 into the oil sump 97, and pour the oil into the back side (rear side) of the oil sump 97.

Next, the action will be described.
The oil introduced from the oil pump 79 into the oil passage 11A is discharged from the oil passage 11A through the radiation hole 11c between the main input shaft 11 and the sub input shaft 12 by centrifugal force or hydraulic pressure during rotation of the main input shaft 11. After that, it is supplied to the clutch accommodating chamber 78 from the other end 12b of the sub input shaft 12.

In the clutch device 41, the lubricating portions such as the friction plates 44, 45 and the thrust bearing 48 are lubricated and cooled by the oil supplied to the clutch accommodating chamber 78.

By the way, when a large amount of oil is supplied to the clutch accommodating chamber 78 in order to improve the lubrication efficiency and cooling of the clutch apparatus 41, the oil level inside the clutch accommodating chamber 78 rises, and the stirring resistance of the clutch apparatus 41 increases. The fuel efficiency of the vehicle may deteriorate.

On the other hand, according to the lubrication structure of the transmission 1 of the present embodiment, the left partition wall 95 of the transmission case 92 protrudes from the left partition wall 95 toward the clutch cover 93 above the bottom 96b of the peripheral wall 96, and the clutch is clutched. A partition rib 95A that surrounds the device 41 from below is formed.

Further, the clutch cover 93 protrudes from the clutch cover 93 toward the left partition wall 95 above the bottom portion 93b of the cylindrical portion 93B, surrounds the clutch device 41 from below, and comes into contact with the partition rib 95A. 93C is formed.

In addition to this, an oil sump 97 surrounded by the partition ribs 95A and 93C, the peripheral wall 96, and the cylindrical portion 93B of the clutch cover 93 is formed below the clutch device 41. The oil sump 97 is opened in the opening 98 that opens facing the rotation direction R of the clutch device 41 and the left partition wall 95 in the oil sump 97, and supplies the oil stored in the oil sump 97 to the intermediate shaft 8. It has an oil supply hole 108a.

As a result, the oil supplied to the clutch accommodating chamber 78 is attracted to the clutch drum 42 that rotates in the rotation direction R due to its viscosity and the like, and flows in the rotation direction R along the peripheral wall 96. The flowing oil reaches the guide ribs 96A, 93D and the partition ribs 95A, 93C.

The oil that has reached the guide ribs 96A and 93D is separated from the clutch drum 42, rushes into the oil receiving portion 99 with the force of the flow, the pressure is increased, and the oil reaches the oil supply hole 107a that opens at the innermost part of the oil receiving portion 99. It flows in efficiently. The oil that has reached the partition ribs 95A and 93C is separated from the clutch drum 42 at one ends 95f and 93f of the partition ribs 95A and 93C and guided to the opening 98 that opens radially outward of the clutch drum 42. ..

The oil that has flowed into the opening 98 is then directed toward the back side (rear side) of the oil sump 97 by the oil regulation ribs 96B and 93E, and is stored in the oil sump 97. FIG. 5 shows the flow of oil O).

Therefore, the oil supplied to the clutch accommodating chamber 78 can be captured by the clutch drum 42 and efficiently stored in the oil sump 97. It should be noted that the outer peripheral surface of the clutch drum 42 has irregularities of the spline for engaging with the friction plate 44, and the irregular shape makes it easy to carry the surrounding oil.

Specifically, the oil O flows in the rotation direction R due to the rotation of the clutch drum 42, and rushes into the opening 98 that opens upward due to the momentum (inertial flow) when the oil flows and the weight of the oil, and opens. It is stored in the oil sump 97 through the portion 98.

At this time, the pressure of the oil stored in the oil reservoir 97 is increased by the pushing force of the oil due to the inertial flow of the clutch drum 42. This is because the other end (rear end) 95r and 93r of the partition rib are connected to the peripheral wall and the like, and the downstream end of the oil reservoir 97 is closed.

Further, since the clutch accommodating chamber 78 is partitioned from the oil sump 97 by the partition ribs 95A and 93C, the oil flowing into the oil sump 97 does not return to the clutch device 41 side. Therefore, the clutch drum 42 agitates the oil on the partition ribs 95A and 93C.

However, the amount of this oil agitated by the clutch drum 42 is smaller than the amount of the oil when the partition ribs 95A and 93C are not present, and the agitation resistance of the clutch drum 42, that is, the agitation of the clutch device 41. The resistance can be reduced and the fuel efficiency of the vehicle can be improved.

On the other hand, the oil stored in the oil sump 97 flows into the speed change mechanism accommodating chamber 92A from the oil supply hole 108a of the bearing holding portion 108 that holds the intermediate shaft 8. The oil that has passed through the oil supply hole 108a is guided by the rib 108b and introduced into the oil passage 8A of the intermediate shaft 8.

The oil introduced into the oil passage 8A is supplied to the bearings 102A and 102B installed in the intermediate shaft 8, the plurality of needle bearings, and the synchronization devices 68 and 69 by the centrifugal force at the time of rotation of the intermediate shaft 8.

As a result, the bearings 102A and 102B, the plurality of needle bearings and the synchronization devices 68 and 69 are lubricated and cooled by the oil. The oil discharged from the open end of one end of the oil passage 8A returns to the bottom of the speed change mechanism accommodating chamber 92A by its own weight.

That is, in the lubrication structure of the transmission 1 of the present embodiment, oil for lubricating and cooling the lubricating portion is secured in the oil reservoir 97, and the oil is supplied from the oil reservoir 97 to the lubricating portion of the intermediate shaft 8. can. Further, since the oil stored in the oil sump 97 is in a high pressure state, it is smoothly discharged from the oil supply hole 108a of the bearing holding portion 108 to the transmission mechanism accommodating chamber 92A.

Further, according to the lubrication structure of the transmission 1 of the present embodiment, the partition ribs 95A and 93C extend along the rotation direction R of the clutch device 41. In other words, it is curved so as to have the same outer shape as the outer shape of the clutch drum 42, that is, the circular shape of the clutch drum 42.

As a result, the clutch drum 42 is brought closer to the partition ribs 95A and 93C to reduce the gap between the clutch drum 42 and the partition ribs 95A and 93C, thereby reducing the radial outer end of the clutch drum 42 when the clutch device 41 rotates. The amount of oil adhering to the portion 42b can be reduced. Therefore, the stirring resistance of the clutch drum 42 can be reduced more effectively as the amount of oil is reduced.

Further, by reducing the gap between the clutch drum 42 and the partition ribs 95A and 93C, the amount of oil sent out at the radial outer end portion 42b of the clutch drum 42 when the clutch device 41 rotates is increased, and the oil is efficiently received. Oil can be sent to the portion 99 and the oil sump 97.

Further, the oil adhering to the radial outer end portion 42b of the clutch drum 42 when the clutch device 41 is rotated is scraped off from the radial outer end portion of the clutch drum 42 by the partition ribs 95A and 93C at one ends 95f and 93f. It can be guided to the oil sump 97 from the opening 98.

As a result, more lubricating oil can be sent to the oil reservoir 97, and the amount of oil stored on the partition ribs 95A and 93C is reduced to make the stirring resistance of the clutch drum 42 more effective. Can be reduced.

Further, in the oil reservoir 97, the distance between one end 95f of the partition rib 95A and the bottom 96b of the peripheral wall 96 is wider than the distance between the other end 95r of the partition rib 95A and the bottom 96b of the peripheral wall 96. ing.

As a result, more oil can be guided and stored in the oil sump 97 from the opening 98, and more oil for lubrication can be secured in the oil sump 97 while reducing the stirring resistance of the clutch device 41.

On the other hand, in the clutch accommodating chamber 78, the left partition wall 95 bulges from the left partition wall 95 toward the clutch cover 93, and the other ends of the forward idle shaft 6 and the output shaft 9 are rotatable via the bearings 101A and 103A. A plurality of bearing holding portions 106 and 109 to support are formed.

The gap between the tip of the bearing holding portions 106, 109 in the bulging direction and the clutch device 41 is formed to be smaller than the gap between the left partition wall 95 and the clutch device 41, and the partition rib 95A is mainly used. It overlaps a plurality of bearing holding portions 106 and 109 when viewed from the axial direction such as the input shaft 11 and the forward idle shaft 6.

The bearing holding portions 106 and 109 have oil supply holes 106a and 109a for supplying the oil flowing through the clutch accommodating chamber 78 to the forward idle shaft 6 and the output shaft 9 above the partition rib 95A.

As a result, when the clutch device 41 rotates, a gap through which oil can pass between the clutch device 41 and the left partition wall 95 (bearing holding portion) at a step between the bearing holding portions 106, 109 and the left partition wall 95 (bearing holding portion). Can be made smaller. Therefore, more oil can be collected and poured into the space between the clutch device 41 and the left partition wall 95, and the oil pushing pressure to the oil supply holes 106a and 109a can be increased.

Therefore, more oil can be discharged from the clutch accommodating chamber 78 through the oil supply holes 106a and 109a to the transmission mechanism accommodating chamber 92A and supplied to the forward idle shaft 6 and the output shaft 9.

The oil discharged to the speed change mechanism accommodating chamber 92A is guided by the ribs 106b and 109b and introduced into the oil passage 6A of the forward idle shaft 6 and the oil passage 9A of the output shaft 9.

The oil introduced into the oil passage 6A is supplied to the bearings 101A and 101B installed on the forward idle shaft 6 by the centrifugal force during rotation of the forward idle shaft 6, and the bearings 101A and 101B are lubricated and cooled by the oil. Ru.

The oil introduced into the oil passage 9A is supplied to the bearings 103A and 103B installed on the output shaft 9 by the centrifugal force during rotation of the output shaft 9, and the bearings 103A and 103B are lubricated and cooled by the oil.

The oil discharged from the open end of one end of the oil passages 6A and 9A returns to the bottom of the speed change mechanism accommodating chamber 92A by its own weight.

Therefore, the oil supplied to the clutch accommodating chamber 78 can be positively discharged from the clutch accommodating chamber 78 to the transmission mechanism accommodating chamber 92A, and is also used for supplying and cooling the lubricating portion of the forward idle shaft 6 and the output shaft 9. can.

Therefore, it is possible to suppress the accumulation of a large amount of oil in the clutch accommodating chamber 78, and it is possible to more effectively reduce the stirring resistance of the clutch device 41.

On the other hand, the oil supplied to the clutch accommodating chamber 78 moves along the peripheral wall 96 as the clutch drum 42 rotates in the rotation direction R. A part of this oil is accommodated in the oil receiving portion 99 formed by the guide ribs 96A and 93D, and then flows into the oil supply hole 107a.

The oil guided to the oil supply hole 107a is discharged from the oil supply hole 107a to the transmission mechanism accommodating chamber 92A. The oil discharged to the speed change mechanism accommodating chamber 92A is guided by the rib 107b and introduced into the oil passage 7A of the reverse idle shaft 7.

The oil introduced into the oil passage 7A is supplied to the bearings 104A and 104B installed on the reverse idle shaft 7 by the centrifugal force during rotation of the reverse idle shaft 7, and the bearings 104A and 104B are lubricated and cooled by the oil. Ru.

The oil discharged from the open end of one end of the oil passage 7A returns to the bottom of the speed change mechanism accommodating chamber 92A by its own weight.

Further, the gap between the tip of the bearing holding portion 107 in the bulging direction and the clutch device 41 is formed to be smaller than the gap between the left partition wall 95 and the clutch device 41.

As a result, when the clutch device 41 is rotated, a gap through which oil can pass between the clutch device 41 and the left partition wall 95 (bearing holding portion 107) is formed at a step between the bearing holding portion 107 and the left partition wall 95. Can be made smaller. Therefore, since more oil is collected and poured into the space between the bearing holding portion 107 and the left partition wall 95, the pressing pressure of the oil into the oil supply hole 107a can be increased.

Therefore, more oil can be discharged from the clutch accommodating chamber 78 through the oil supply hole 107a to the transmission mechanism accommodating chamber 92A and supplied to the reverse idle shaft 7.

Further, the oil supplied to the clutch accommodating chamber 78 collides with the lower surface of the bearing holding portion 107 formed slightly above and slightly behind the main input shaft 11 as the clutch drum 42 rotates in the rotation direction R. do.

When the oil collides with the lower surface of the bearing holding portion 107, a part of the oil adhering to the radial outer end portion 42b of the clutch drum 42 is scraped off from the radial outer end portion 42b and loses its momentum. Due to the inertial force with respect to the rotation direction R, the clutch flows forward from the bearing holding portion 107.

Since the notch portion 15A is formed diagonally downward in front of the bearing holding portion 107, the oil that collides with the lower surface of the bearing holding portion 107 and flows down is supplied to the bearing 26 through the notch portion 15A. As a result, the bearing 26, which is difficult to supply oil from the oil passage 11A of the main input shaft 11, is lubricated and cooled by the oil.

Further, according to the transmission 1 of the present embodiment, since the bearing holding portions 109 project from the plurality of bearing holding portions 106 to the clutch accommodating chamber 78 from the left partition wall 95, the volume of the clutch accommodating chamber 78 can be reduced.

As a result, even when the amount of oil inside the clutch accommodating chamber 78 is small, the oil in the clutch accommodating chamber 78 can be collected in the vicinity of the clutch device 41, and the oil can be reliably scraped up by the clutch drum 42. The inclined portion 93T of the clutch cover 93 has the same effect. Then, by scraping up a small amount of oil, the oil level of the oil can be constantly lowered, and the stirring resistance of the clutch device 41 can be reduced more effectively.

Further, in the bearing holding portion 109 from the bearing holding portion 106, the rotation center shafts 6p, 7p, 8p, and 9p portions protrude most from the left partition wall 95, and the rotation center shafts 6p, 7p, 8p, and 9p are radially outward from the rotation center shafts 6p, 7p, 8p, and 9p. The amount of protrusion decreases toward the left partition wall 95.

As a result, the oil that passes from the bearing holding portion 106 to the left of the bearing holding portion 109 due to the rotation of the clutch device 41 is collected around the outer end portion 42b of the clutch device 41 and is flowed by the rotation of the clutch device 41 to flow around the peripheral wall. Oil can be collected in the 96 and the guide ribs 96A and 93D, and the oil can be easily guided to the oil reservoir 98 and the oil supply hole 107a along the peripheral wall 96.

Further, according to the lubrication structure of the transmission 1 of the present embodiment, the oil pool 97 and the transmission mechanism accommodating chamber 92A are communicated with each other through the left partition wall 95, and the oil is discharged from the oil reservoir 97 to the transmission mechanism accommodation chamber 92A. The discharge port 111 is formed.

Further, the left partition wall 95 and the clutch cover 93 are formed with oil regulating ribs 96B and 93E that regulate the oil flowing from the clutch accommodating chamber 78 to the oil sump 97 toward the oil discharge port 111.

As a result, the oil flowing from the opening 98 to the oil sump 97 can be prevented from directly heading toward the oil discharge port 111, and the oil can be prevented from being discharged preferentially from the oil discharge port 111 to the transmission mechanism accommodating chamber 92A. Therefore, the oil for lubrication can be secured in the oil sump 97. Therefore, the lubricity of the lubricating portion installed on the intermediate shaft 8 can be improved.

In addition to this, the oil regulation rib 96B extends from the peripheral wall 96 located above the oil discharge port 111 to the bottom 96b of the peripheral wall 96 so as to cover the oil discharge port 111 when viewed from the axial direction of the main input shaft 11. The gap between the peripheral wall 96 and the bottom portion 96b gradually narrows toward the bottom portion 96b of the peripheral wall 96.

Further, the oil regulation rib 93E, like the oil regulation rib 96B, covers the oil discharge port 111 from the cylindrical portion 93B located above the oil discharge port 111 when viewed from the axial direction of the main input shaft 11. It protrudes toward the bottom portion 93b of the cylindrical portion 93B, and the gap between the cylindrical portion 93B and the bottom portion 93b gradually narrows toward the bottom portion 93b of the cylindrical portion 93B.

Therefore, in addition to being able to regulate the direction of the oil toward the oil discharge port 111 by the oil regulating ribs 96B and 93E, the oil flowing into the oil sump 97 from the opening 98 is allowed to flow into the oil sump 97 on the back side (rear side) of the oil sump 97. Can be poured into.

The oil that has passed through the oil discharge port 111 and returned to the transmission mechanism accommodating chamber 92A is the oil that has flowed from the opening 98 into the oil reservoir 97 on the back side (rear side) of the oil regulation ribs 96B and 93E. , Flows in through the opening 98, wraps around the oil regulating ribs 96B and 93E, and reaches the oil discharge port 111.

That is, the oil passing through the oil discharge port 111 flows backward and downward from the opening 98 along the oil regulation ribs 96B and 93E, flows into the oil reservoir 97, changes the direction of flow in the oil reservoir 97, and is used for oil regulation. It wraps around the ribs 96B and 93E, turns forward and upward, and reaches the oil discharge port 111.

Therefore, the oil can be positively stored in the oil sump 97, and the lubricating oil can be more effectively stored in the oil sump 97. Further, the oil stored in the oil sump 97 can be maintained at a high pressure by the pushing force of the oil due to the inertial flow of the clutch drum 42.

Further, according to the lubrication structure of the transmission 1 of the present embodiment, the opening 98 is opened above the oil discharge port 111. As a result, the oil stored in the oil sump 97 can be reliably discharged from the oil discharge port 111 to the transmission mechanism accommodating chamber 92A, and the oil level of the oil in the clutch accommodating chamber 78 can be prevented from becoming excessively high. Therefore, it is possible to reliably prevent the stirring resistance of the clutch device 41 from increasing.

Further, the clutch cover 93 of the present embodiment has a flat surface portion 93S extending radially outward from the radial inner end of the cover body 93A and a left side toward the cylindrical portion 93B from the radial outer end of the flat surface portion 93S. It has an inclined portion 93T inclined toward the partition wall 95 side.

As a result, in the axial direction of the main input shaft 11, the clutch cover 93 has a large gap between the left partition wall 95 and the flat surface portion 93S in the radial direction thereof, and is directed from the radial center of the flat surface portion 93S toward the radial outer end. Therefore, the gap with the left partition wall 95 can be gradually reduced.

Therefore, when the clutch device 41 is rotating, oil can be efficiently collected on the peripheral wall 96 and the guide ribs 93D and 96A along the inclination of the inclined portion 93T. Further, oil can be collected around the outer end portion 42b of the clutch device 41 and flowed by the rotation of the clutch device 41. Therefore, the oil can be easily guided to the oil sump 97 and the oil supply hole 107a.

In the present embodiment, the rotating member is composed of the clutch device 41, but the present invention is not limited to this, and any rotating member installed in the transmission 1 can be applied to other rotating members. ..

Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that modifications may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 ... Transmission (transmission for vehicles), 6 ... Idle shaft for forward movement (second rotation shaft), 8 ... Intermediate shaft (first rotation shaft), 9 ... Output shaft ( 2nd rotating shaft), 41 ... clutch device (rotating member), 61 ... idle gear (gear member), 62 ... idle gear (gear member), 63 ... for 1-2 speeds Transmission gear (gear member), transmission gear (gear member) for 64 ... 3rd gear, transmission gear (gear member) for 65 ... 6th gear, gear shift for 66 ... 7th gear Gear (gear member), 67 ... idle gear (gear member), 70 ... 1-2-4 speed speed output gear (gear member), 71 ... 3-5 speed stage output gear (Gear member), 72 ... 6-speed output gear (gear member), 73 ... 7-speed output gear (gear member), 77 ... transmission mechanism, 78 ... clutch accommodation Room (rotating member accommodation room), 91 ... Torcon housing (transmission case), 92 ... Transmission case (transmission case), 92A ... Transmission mechanism accommodation room, 93 ... Clutch cover (cover member) ), 93C ... Partition rib (cover side partition), 93E, 96B ... Oil regulation rib, 95 ... Left partition (wall), 95A ... Partition rib (case side partition) ), 96 ... peripheral wall, 96b ... bottom (bottom of peripheral wall), 98 ... opening, 106 ... bearing holding part (second bearing holding part), 106a ... oil supply hole ( Other oil supply holes), 108 ... bearing holding part (first bearing holding part), 108a ... oil supply hole, 109 ... bearing holding part (second bearing holding part), 109a .. .Oil supply hole (other oil supply hole), 111 ... oil outlet

Claims (5)

A transmission case having a transmission mechanism accommodating chamber for accommodating a transmission mechanism and a rotating member accommodating chamber separated from the transmission mechanism accommodating chamber via a wall portion and accommodating a rotating member is provided.
The rotating member accommodating chamber has a wall portion, a peripheral wall protruding outward from the wall portion so as to surround the outer peripheral portion of the rotating member, and an outer peripheral edge portion in contact with the peripheral wall portion. It is a lubrication structure of a vehicle transmission formed by a cover member attached to the peripheral wall so as to cover from the outside.
A case-side partition that projects from the wall toward the cover member above the bottom of the peripheral wall and surrounds the rotating member from below is formed on the wall.
The cover member is formed with a cover-side partition that projects from the cover member toward the wall and surrounds the rotating member from below so as to come into contact with the case-side partition.
An oil pool surrounded by the case-side partition, the cover-side partition, the peripheral wall, and the outer edge of the cover member is formed below the rotating member.
The oil sump has an opening that opens facing the rotation direction of the rotating member, and an oil supply hole that is opened in the wall portion and communicates the oil sump and the transmission mechanism accommodating chamber.
The case-side partition and the cover-side partition extend along the rotation direction of the rotating member.
The speed change mechanism has a gear member, and includes a first rotation shaft and a second rotation shaft installed in parallel with each other.
A plurality of bearings swelling from the wall portion toward the cover member on the wall portion and rotatably supporting the axial end portions of the first rotating shaft and the second rotating shaft via bearings. A holding part is formed,
The case-side partition portion is formed so as to overlap the tips of the plurality of bearing holding portions in the protruding direction when viewed from the axial direction of the first rotating shaft and the second rotating shaft.
The plurality of bearing holding portions have the oil supply hole located below the case-side partition portion, and supply the oil stored in the oil reservoir to the first rotation shaft from the oil supply hole. It has a first bearing holding portion and another oil supply hole located above the case-side partition portion, and oil in the rotating member accommodating chamber is transferred from the other oil supply hole to the second rotating shaft. Consists of including a second bearing holder to supply
The gap between the tip of the first bearing holding portion and the second bearing holding portion in the bulging direction in the axial direction of the rotating member and the rotating member is between the wall portion and the rotating member. A lubrication structure for a vehicle transmission, which is characterized by being formed smaller than a gap . An oil discharge port is formed in the wall portion so as to communicate the oil sump and the transmission mechanism accommodating chamber and discharge oil from the oil sump to the transmission mechanism accommodating chamber.
Claim 1 is characterized in that the wall portion and the cover member are formed with an oil regulating rib that regulates the direction of oil flowing from the rotating member accommodating chamber to the oil reservoir toward the oil discharge port. Lubrication structure of the transmission for vehicles described in. A transmission case having a transmission mechanism accommodating chamber for accommodating a transmission mechanism and a rotating member accommodating chamber separated from the transmission mechanism accommodating chamber via a wall portion and accommodating a rotating member is provided.
The rotating member accommodating chamber has a wall portion, a peripheral wall protruding outward from the wall portion so as to surround the outer peripheral portion of the rotating member, and an outer peripheral edge portion in contact with the peripheral wall portion. It is a lubrication structure of a vehicle transmission formed by a cover member attached to the peripheral wall so as to cover from the outside.
A case-side partition that projects from the wall toward the cover member above the bottom of the peripheral wall and surrounds the rotating member from below is formed on the wall.
The cover member is formed with a cover-side partition that projects from the cover member toward the wall and surrounds the rotating member from below so as to come into contact with the case-side partition.
An oil pool surrounded by the case-side partition, the cover-side partition, the peripheral wall, and the outer edge of the cover member is formed below the rotating member.
The oil sump has an opening that opens facing the rotation direction of the rotating member, and an oil supply hole that is opened in the wall portion and communicates the oil sump and the transmission mechanism accommodating chamber.
An oil discharge port is formed in the wall portion so as to communicate the oil sump and the transmission mechanism accommodating chamber and discharge oil from the oil sump to the transmission mechanism accommodating chamber.
The vehicle speed change is characterized in that the wall portion and the cover member are formed with an oil regulating rib that regulates the direction of the oil flowing from the rotating member accommodating chamber to the oil reservoir toward the oil discharge port. Lubrication structure of the machine. The lubrication structure for a vehicle transmission according to claim 3, wherein the case-side partition portion and the cover-side partition portion extend along the rotation direction of the rotating member . The lubrication structure for a vehicle transmission according to any one of claims 2 to 4 , wherein the opening is opened above the oil discharge port.

Images