JP7224738B2 - transmission - Google Patents

Description

The present invention relates to a transmission mounted on a vehicle.

BACKGROUND ART In a vehicle equipped with an engine as a drive source for running, the power of the engine is transmitted to drive wheels via a transmission. Engine mounting methods include vertical installation in which the crankshaft is oriented vertically with respect to the longitudinal direction of the vehicle body and horizontal installation in which the crankshaft is oriented horizontally. Vehicles that use the FF (Front-engine, Front-wheel-drive) layout, for example, have the engine mounted horizontally in order to increase the cabin length by reducing the size of the engine compartment in the front-rear direction. It is often done. On the other hand, in vehicles with a front-engine rear-wheel-drive (FR) layout, the engine is placed vertically because it is easier to transmit power to the rear wheels, which are the driving wheels. It may be installed.

2. Description of the Related Art A continuously variable transmission (CVT) for longitudinal installation has already been provided as a transmission for a vehicle in which an engine is installed longitudinally. A vertically mounted continuously variable transmission is arranged such that an input shaft to which engine power is input is oriented vertically with respect to the longitudinal direction of the vehicle body.

In an example of a vertically mounted continuously variable transmission, an input shaft and an output shaft that outputs power to a propeller shaft are arranged on the same axis, and between the input shaft and the output shaft, the primary shaft is the input shaft. and on the same axis as the output axis. The input shaft and the primary shaft are connected so as to be able to transmit power, and the power input from the engine to the input shaft is transmitted from the input shaft to the primary shaft. A secondary shaft is arranged parallel to and spaced from the primary shaft, and an endless belt is wound between the primary pulley supported by the primary shaft and the secondary pulley supported by the secondary shaft. As a result, power transmitted from the input shaft to the primary shaft is transmitted from the primary pulley to the belt, and then transmitted from the belt to the secondary pulley. In addition, an intermediate shaft is provided that extends in parallel with the secondary shaft with a gap therebetween. (see, for example, Patent Document 1).

JP 2012-192855 A

A valve body is provided at the bottom of the continuously variable transmission. A hydraulic circuit including a solenoid valve for controlling the supply of hydraulic pressure to each part is formed in the valve body. An electric wire is connected to each solenoid valve, and these electric wires are bundled together and connected to an intermediate connector. A connector of a vehicle harness wired to the vehicle is connected to the intermediate connector. As a result, it becomes possible to energize each solenoid valve from the harness through the electric wire.

However, depending on the position and orientation of the intermediate connector, it is difficult to connect the connector of the vehicle harness to the intermediate connector, and the connection work is troublesome.

SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission capable of improving workability of connecting a vehicle harness to an intermediate connector.

To achieve the above object, a transmission according to the present invention is a transmission mounted on a vehicle, comprising: a valve body having a solenoid valve; and an intermediate connector connected to the solenoid valve and connected to a vehicle harness routed to the vehicle. The intermediate connector is arranged in a space above the strainer so that the vehicle harness can be connected from above. It is

According to this configuration, the strainer is arranged side by side with the valve body, creating a space above the strainer and to the side of the valve body. Using this space, the intermediate connector is arranged in such a direction that the vehicle harness can be connected from above. As a result, workability of connecting the vehicle harness to the intermediate connector can be improved.

The transmission may be configured to further include a neutral start switch. In that case, the neutral start switch is preferably arranged side by side with the intermediate connector.

With this configuration, the length of each branch line branched from the main line of the vehicle harness and connected to the intermediate connector and the neutral start switch can be shortened, and the vehicle harness can be easily routed.

The transmission includes a case that forms an outer shell, a clutch that is arranged above the valve body in the case and switches transmission/interruption of power, and a clutch that is arranged between the valve body and the clutch and extends through the case. and a control shaft to which a cable extending from the shift lever (select lever) is connected to the projecting portion. An oil seal is preferably arranged between the valve body and the clutch for sealing between the case and the portion of the control shaft protruding from the case.

This configuration allows the neutral start switch to be closer to the center of the transmission and to be placed side by side with the intermediate connector.

According to the present invention, it is possible to improve the workability of connecting the vehicle harness to the intermediate connector.

1 is a skeleton diagram showing the configuration of a drive train of a vehicle equipped with a transmission unit according to an embodiment of the invention; FIG. It is a right side view of a transmission unit. FIG. 3 is a cross-sectional view of the transmission unit taken along a cross-sectional line AA shown in FIG. 2; It is the figure which looked at the inside of the 2nd case of the transmission unit from the lower side.

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Vehicle drive system>
FIG. 1 is a skeleton diagram showing the configuration of the driving system of a vehicle 1 equipped with a transmission unit 4 according to an embodiment of the invention.

A vehicle 1 is equipped with an engine 2 as a drive source, and employs, for example, a front-engine rear-wheel-drive (FR) layout. The engine 2 is mounted on the front portion of the vehicle 1 in a vertical orientation such that the crankshaft 3 is oriented vertically with respect to the front-rear direction of the vehicle 1 (hereinafter simply referred to as "the front-rear direction").

The engine 2 is, for example, a 3-cylinder 4-stroke engine, but is not limited to a 3-cylinder 4-stroke engine. That is, the number of cylinders of the engine 2 is not limited to three, and may be four or more, or may be two or less. Further, the number of strokes of the engine 2 is not limited to 4 strokes, and may be 2 strokes. The engine 2 includes an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) for injecting fuel into the intake air, and a spark plug for generating electrical discharge in the combustion chamber. are provided. A starter motor for cranking the engine 2 is attached to the engine 2 .

Power of the engine 2 is input to the transmission unit 4 . Power output from the transmission unit 4 is transmitted to a differential gear 6 via a propeller shaft 5, and from the differential gear 6 to left and right drive wheels (rear wheels) 7L and 7R.

The transmission unit 4 includes a torque converter 8 and a continuously variable transmission (CVT) 9 in a unit case 61 (see FIG. 2) forming an outer shell.

The torque converter 8 is a torque converter with a lockup mechanism, and includes a front cover 11 , a pump impeller 12 , a turbine runner 13 and a lockup clutch (lockup piston) 14 .

The front cover 11 extends in a substantially disk shape centering on a rotational axis extending in the front-rear direction, and has a shape in which an outer peripheral end thereof is bent rearward, which is the side opposite to the engine 2 side. A crankshaft 3 of the engine 2 is coupled to the center of the front cover 11 so as not to rotate relative to it.

The pump impeller 12 is arranged behind the front cover 11 . An outer peripheral end portion of the pump impeller 12 is connected to an outer peripheral end portion of the front cover 11 , and the pump impeller 12 is provided so as to be rotatable together with the front cover 11 .

Turbine runner 13 is arranged between front cover 11 and pump impeller 12 .

Lockup clutch 14 is positioned between front cover 11 and turbine runner 13 . When the hydraulic pressure in the engagement side oil chamber 15 on the turbine runner 13 side with respect to the lockup clutch 14 is higher than the hydraulic pressure in the release side oil chamber 16 on the front cover 11 side, the lockup clutch 14 is disengaged from the front cover by the differential pressure. 11 side, the lockup clutch 14 is pressed against the front cover 11, and the pump impeller 12 and the turbine runner 13 are directly connected (lockup on).

Conversely, when the hydraulic pressure in the release side oil chamber 16 is higher than the hydraulic pressure in the engagement side oil chamber 15, the lockup clutch 14 moves toward the turbine runner 13 due to the pressure difference. When the lockup clutch 14 is separated from the front cover 11, the direct connection between the pump impeller 12 and the turbine runner 13 is released (lockup off). When the engine torque rotates the pump impeller 12 in the lockup off state, oil flows from the pump impeller 12 toward the turbine runner 13 . This oil flow is received by the turbine runner 13 to rotate the turbine runner 13 . At this time, an amplifying action of the torque converter 8 occurs, and torque larger than the engine torque is generated in the turbine runner 13 .

The continuously variable transmission 9 has an input shaft 21 , a continuously variable transmission mechanism 22 , a reverse transmission mechanism 23 and an output shaft 24 . The continuously variable transmission 9 is provided so that the input shaft 21 is vertically oriented so as to extend in the front-rear direction.

The input shaft 21 extends along the rotational axis of the torque converter 8 and is provided rotatably integrally with the turbine runner 13 of the torque converter 8 . An input shaft gear 25 is integrally formed with the input shaft 21, or an input shaft gear 25 formed separately is supported so as not to be relatively rotatable.

The continuously variable transmission mechanism 22 is wound around a primary shaft 31, a secondary shaft 32, a primary pulley 33 supported by the primary shaft 31, a secondary pulley 34 supported by the secondary shaft 32, and the primary pulley 33 and the secondary pulley 34. A belt 35 is provided.

The primary shaft 31 extends parallel to the input shaft 21 with its axis spaced from the axis of the input shaft 21 in the lower right direction when viewed from the rear side. The secondary shaft 32 extends parallel to the input shaft 21 with its axis center spaced apart from the axis center of the input shaft 21 to the upper left when viewed from the rear side. In this manner, the primary shaft 31 and the secondary shaft 32 are arranged separately on the left and right with respect to the input shaft 21 . As a result, the distance between the primary shaft 31 and the secondary shaft 32 in the vertical direction can be shortened, and the size of the continuously variable transmission 9 in the vertical direction can be reduced. Therefore, even if the vehicle 1 is a vehicle such as a commercial vehicle with a low-floor cabin, the transmission unit 4 can be mounted on the vehicle 1 while ensuring the minimum ground clearance of the vehicle 1. .

The primary pulley 33 is arranged opposite to the primary fixed sheave 41 fixed to the primary shaft 31 with the belt 35 interposed therebetween, and is supported by the primary shaft 31 so as to be movable in the axial direction thereof and not relatively rotatable. and a primary movable sheave 42 . The primary movable sheave 42 is arranged on the front side with respect to the primary fixed sheave 41 .

A cylinder 43 is provided on the side opposite to the primary fixed sheave 41 side with respect to the primary movable sheave 42 , that is, on the front side. The cylinder 43 has an inner peripheral end fixed to the primary shaft 31, extends radially from the primary shaft 31, and has an outer peripheral end bent rearward. The outer peripheral end of the primary movable sheave 42 is in liquid-tight contact with the outer peripheral end of the cylinder 43 from the inner side in the radial direction of rotation. A hydraulic chamber (piston chamber) 44 is formed between the primary movable sheave 42 and the cylinder 43 .

The secondary pulley 34 is arranged opposite to the secondary fixed sheave 45 fixed to the secondary shaft 32 with the belt 35 interposed therebetween, and is supported by the secondary shaft 32 so as to be movable in the axial direction thereof and not relatively rotatable. A secondary movable sheave 46 is provided. The secondary movable sheave 46 is arranged on the rear side with respect to the secondary fixed sheave 45, and the positional relationship between the secondary fixed sheave 45 and the secondary movable sheave 46 in the front-rear direction is the same as that of the primary fixed sheave 41 of the primary pulley 33 and the primary fixed sheave 41 of the primary pulley 33. The positional relationship with the movable sheave 42 is reversed.

A piston 47 is provided on the side opposite to the secondary fixed sheave 45 with respect to the secondary movable sheave 46 , that is, on the rear side. The piston 47 has an inner peripheral end fixed to the secondary shaft 32 and extends radially from the secondary shaft 32 . The outer peripheral end of the secondary movable sheave 46 extends rearward, and the outer peripheral end of the piston 47 is in liquid-tight contact with the outer peripheral end of the secondary movable sheave 46 from the inner side in the radial direction of rotation. A hydraulic chamber 48 is formed between the secondary movable sheave 46 and the piston 47 .

In the continuously variable transmission mechanism 22, the hydraulic pressure supplied to the hydraulic chambers 44, 48 of the primary pulley 33 and the secondary pulley 34 is controlled to change the groove width of the primary pulley 33 and the secondary pulley 34, whereby the belt is The gear ratio (the pulley ratio between the primary pulley 33 and the secondary pulley 34) is continuously and steplessly changed within a constant gear ratio range.

Specifically, when the belt gear ratio is decreased, the hydraulic pressure supplied to the hydraulic chamber 44 of the primary pulley 33 is increased. As a result, the primary movable sheave 42 of the primary pulley 33 moves toward the primary fixed sheave 41, and the gap (groove width) between the primary fixed sheave 41 and the primary movable sheave 42 becomes smaller. Accordingly, the winding diameter of the belt 35 around the primary pulley 33 increases, and the interval (groove width) between the secondary fixed sheave 45 and the secondary movable sheave 46 of the secondary pulley 34 increases. As a result, the belt transmission ratio becomes smaller.

When the belt gear ratio is increased, the hydraulic pressure supplied to the hydraulic chamber 44 of the primary pulley 33 is decreased. As a result, the thrust of the secondary pulley 34 against the belt 35 becomes greater than the thrust of the primary pulley 33 against the belt 35 , the distance between the secondary fixed sheave 45 and the secondary movable sheave 46 of the secondary pulley 34 becomes smaller, and the primary fixed sheave 41 becomes smaller. and the primary movable sheave 42 becomes larger. As a result, the belt transmission ratio is increased.

Although not shown, the hydraulic chamber 48 of the secondary pulley 34 is provided with a bias spring. One end of the bias spring is in elastic contact with the secondary movable sheave 46 and the other end is in elastic contact with the piston 47 . The elastic force of the bias spring urges the secondary movable sheave 46 and the piston 47 away from each other. A biasing force is applied to the secondary movable sheave 46 by the hydraulic pressure in the hydraulic chamber 48 and a bias spring, and a nipping force is applied to the belt 35 accordingly.

A primary input gear 51 is rotatably supported on the front end of the primary shaft 31 .

A forward clutch 52 is provided between the primary input gear 51 and the primary pulley 33 arranged behind it. Forward clutch 52 is a hydraulic friction clutch that is hydraulically engaged to inhibit rotation of primary input gear 51 relative to primary shaft 31 . Therefore, when the forward clutch 52 is engaged, the primary shaft 31 rotates integrally with the primary input gear 51 when the primary input gear 51 rotates. When the hydraulic pressure is released from the engaged forward clutch 52, the forward clutch 52 is released. Disengagement of the forward clutch 52 permits rotation of the primary input gear 51 with respect to the primary shaft 31 , and even if the primary input gear 51 rotates, the rotation is not transmitted to the primary shaft 31 .

A secondary input gear 53 is rotatably supported on the front end of the secondary shaft 32 .

A reverse clutch 54 is provided between the secondary input gear 53 and the secondary pulley 34 arranged behind it. The reverse clutch 54 is a hydraulic friction clutch that is hydraulically engaged to prohibit rotation of the secondary input gear 53 with respect to the secondary shaft 32 . Therefore, when the secondary input gear 53 rotates, the secondary shaft 32 rotates together with the secondary input gear 53 . When the hydraulic pressure is released from the engaged reverse clutch 54, the reverse clutch 54 is released. The disengagement of the reverse clutch 54 allows the rotation of the secondary input gear 53 with respect to the secondary shaft 32 , and even if the secondary input gear 53 rotates, the rotation is not transmitted to the secondary shaft 32 .

The reverse transmission mechanism 23 is a mechanism that transmits the power (rotation) of the input shaft 21 to the secondary shaft 32 without passing through the continuously variable transmission mechanism 22 . Reverse transmission mechanism 23 includes a reverse idler shaft 55 , a first reverse gear 56 and a second reverse gear 57 .

The reverse idler shaft 55 extends in the front-rear direction parallel to the input shaft 21 .

The first reverse gear 56 is formed integrally with the reverse idler shaft 55 or formed separately from the reverse idler shaft 55 and supported by the reverse idler shaft 55 so as not to rotate relative to it.

The output shaft 24 is arranged on the same axis as the input shaft 21 with a gap on the rear side of the input shaft 21 . An output shaft gear 58 is formed integrally with the output shaft 24, or an output shaft gear 58 formed separately from the output shaft 24 is supported so as not to rotate relative to it. Correspondingly, a secondary output gear 59 is supported on the secondary shaft 32 adjacent to the rear side of the piston 47 of the secondary pulley 34 by spline engagement so as not to rotate relative to the secondary shaft 32 . The output shaft gear 58 and the secondary output gear 59 are in mesh with each other.

The continuously variable transmission 9 has, for example, a P range (parking range), an R range (reverse range), an N range (neutral range) and a D range (forward range). A shift lever (select lever) is provided in the interior of the vehicle 1 to instruct switching of the shift range. In the range of motion of the shift lever, P position, R position, N position and D position are set corresponding to P range, R range, N range and D range, respectively.

When the shift lever is in the P position, both the forward clutch 52 and the reverse clutch 54 are released and, for example, the parking gear supported by the output shaft 24 so as not to rotate relative to each other is fixed, thereby setting the P range. Configured. When the shift lever is in the N position, both the forward clutch 52 and the reverse clutch 54 are disengaged and the parking lock gear is not locked, thereby forming the N range.

When the shift lever is in the D position, the forward clutch 52 is engaged and the reverse clutch 54 is released, thereby forming the D range. At this time, the power input from the engine 2 to the input shaft 21 via the torque converter 8 is transmitted from the input shaft gear 25 to the primary shaft 31 via the primary input gear 51 due to the engagement of the forward clutch 52 . On the other hand, even if the power input to the input shaft 21 is transmitted from the input shaft gear 25 to the secondary input gear 53 and the secondary input gear 53 rotates, the secondary input gear 53 is rotated by the secondary shaft 32 due to the release of the reverse clutch 54 . , and power is not transmitted to the secondary shaft 32 .

The power transmitted to the primary shaft 31 is changed at a belt gear ratio corresponding to the pulley ratio between the primary pulley 33 and the secondary pulley 34 and transmitted to the secondary shaft 32 . The power transmitted to the secondary shaft 32 is transmitted from the secondary output gear 59 to the output shaft 24 via the output shaft gear 58 and then transmitted from the output shaft 24 to the propeller shaft 5 .

When the shift lever is in the R position, the forward clutch 52 is disengaged and the reverse clutch 54 is engaged, thereby forming the R range. At this time, the power input from the engine 2 to the input shaft 21 via the torque converter 8 is transferred from the input shaft gear 25 to the secondary shaft 32 via the reverse transmission mechanism 23 and the secondary input gear 53 due to the engagement of the reverse clutch 54 . is transmitted to At this time, the secondary shaft 32 rotates in a direction opposite to that when the vehicle 1 moves forward. On the other hand, even if the power input to the input shaft 21 is transmitted from the input shaft gear 25 to the primary input gear 51 and the primary input gear 51 rotates, the disengagement of the forward clutch 52 causes the primary input gear 51 to rotate to the primary shaft 31 . , and power is not transmitted to the primary shaft 31 .

The power transmitted to the secondary shaft 32 is transmitted from the secondary output gear 59 to the output shaft 24 via the output shaft gear 58 and then transmitted from the output shaft 24 to the propeller shaft 5 .

<Transmission unit>
2 is a right side view of the transmission unit 4. FIG. FIG. 3 is a cross-sectional view of transmission unit 4 taken along line AA shown in FIG. FIG. 4 is a view of the inside of the second case 63 of the transmission unit 4 as seen from below.

The transmission unit 4 has a unit case 61 that forms an outer shell. The unit case 61 is divided into three parts, a first case 62 , a second case 63 and a third case 64 . The first case 62, the second case 63 and the third case 64 are arranged in this order from the front side (engine 2 side) and joined together. .

A torque converter 8 (see FIG. 1) is housed in the first case 62 .

The continuously variable transmission 9 is housed inside the second case 63 . As shown in FIG. 3, the primary shaft 31 and the secondary shaft 32 of the continuously variable transmission 9 are offset from the input shaft 21 on one side and the other side in the vertical direction, respectively. Specifically, the primary shaft 31 is positioned below the input shaft 21 and the secondary shaft 32 is positioned above the input shaft 21 .

A valve body 71 is provided at the bottom of the second case 63 . Specifically, the valve body 71 is arranged below the secondary pulley 34 at the bottom of the second case 63 . The valve body 71 is formed with a hydraulic circuit including various valves for controlling the supply of oil to each part of the transmission unit 4 . As shown in FIGS. 2 and 3, an oil pan 72 is fixed to the second case 63 from below with a plurality of bolts.

A strainer 73 is provided at the bottom of the second case 63 as shown in FIG. Specifically, at the bottom of the second case 63 , the strainer 73 is arranged side by side with the valve body 71 at the right rear corner portion of the second case 63 below the primary pulley 33 . there is Inside the strainer 73, there is provided a filtering chamber that accommodates a filtering material. In addition, the strainer 73 is integrally formed with a suction pipe 74 that communicates with the filtering chamber. The suction pipe 74 extends forward from the strainer 73 , bends leftward under the valve body 71 , and its tip is located in the center of the second case 63 . A suction port 75 for sucking the oil stored in the oil pan 72 into the suction pipe 74 is formed on the lower surface of the tip portion of the suction pipe 74 .

As shown in FIG. 3, the second case 63 holds a control shaft 81 rotatably about its axis. The control shaft 81 extends laterally between the forward clutch 52 and the valve body 71 . The right end protrudes outside the second case 63 through the right side surface of the second case 63 . The right side surface of the second case 63 is recessed between the forward clutch 52 and the valve body 71 to a position above the valve body 71 where the control shaft 81 is inserted. An oil seal 82 is provided in this recessed portion, and the oil seal 82 seals between the second case 63 and the control shaft 81 .

An outer lever 83 is attached to a portion of the control shaft 81 that protrudes outside the second case 63 so as not to rotate relative to it. A control cable (not shown) extending from a shift lever in the vehicle interior is connected to the outer lever 83, and a force for operating the shift lever is input via the control cable. The control shaft 81 is rotated by the force that operates the shift lever.

An inner lever 84 is attached to the left end of the control shaft 81 so as not to rotate relative to it. The inner lever 84 is arranged below the reverse clutch 54 . The inner lever 84 is formed in a substantially fan-shaped plate shape, and the control shaft 81 is inserted through the vicinity of the center of the substantially fan shape so as not to rotate relative to each other.

The inner lever 84 is connected via a shift pin to a manual valve 85 provided on the uppermost floor of the valve body 71 . As the inner lever 84 rotates, the manual valve 85 is operated, and hydraulic pressure is output from the output port of the manual valve 85 corresponding to the position of the shift lever. Thus, in the continuously variable transmission 9, shift ranges (P range, R range, N range and D range) corresponding to the position of the shift lever are configured.

A neutral start switch (NSS) 86 is provided between the outer lever 83 and the side surface of the second case 63 at the portion of the control shaft 81 protruding outside the second case 63 . The neutral start switch 86 is turned on when the shift range of the continuously variable transmission 9 is the P range or the N range (when the shift lever is in the P position or the N position), and when it is in another shift range. It is a switch that turns off at The bottom of the second case 63 projects rightward from the right side surface, and the projecting portion 87 faces the outer lever 83 and the neutral start switch 86 from below.

In order to input the on/off signal of the neutral start switch 86 to an ECU (Electronic Control Unit), the transmission unit 4 is provided with an NSS connector 91 as shown in FIG. The NSS connector 91 is arranged at a position spaced rearward and upward from the control shaft 81 with the connector insertion opening 92 facing upward, and is fixed to the right outer surface of the second case 63 . The NSS connector 91 is connected with the neutral start switch 86 .

An intermediate connector 93 is provided behind the NSS connector 91 . The intermediate connector 93 is arranged above the strainer 73, at the same height and in the same lateral direction as the NSS connector 91, with the connector insertion port 94 directed upward, and on the right side of the second case 63. fixed to the outer surface. The intermediate connector 93 is connected to solenoid valves 101 , 102 , 103 , 104 and 105 provided on the valve body 71 .

Male connectors 112 and 113 provided on a vehicle harness 111 wired to the vehicle 1 are connected to the NSS connector 91 and the intermediate connector 93 from above, respectively. Specifically, two branch lines 114 and 115 are branched from the main line of the vehicle harness 111, and male connectors 112 and 113 are attached to the ends of the branch lines 114 and 115, respectively. The male connector 112 is inserted into the connector insertion opening 92 of the NSS connector 91 from above. The male connector 113 is inserted into the connector insertion opening 94 of the intermediate connector 93 from above.

<Effect>
As described above, the strainer 73 is arranged side by side with the valve body 71 . Therefore, a space is created above the strainer 73 and on the side of the valve body 71 . Using this space, the intermediate connector 93 is arranged in such a direction that the male connector 113 of the vehicle harness 111 can be connected from above. Thereby, the workability of connecting the vehicle harness 111 to the intermediate connector 93 can be improved.

The transmission unit 4 has a neutral start switch 86 . The neutral start switch 86 is arranged side by side with the intermediate connector 93 . As a result, the lengths of the branch lines 114 and 115 branched from the trunk line of the vehicle harness 111 and connected to the intermediate connector 93 and the neutral start switch 86 can be shortened. As a result, wiring of the vehicle harness 111 can be facilitated.

A portion 87 of the second case 63 faces the neutral start switch 86 from below. Therefore, the neutral start switch 86 can be protected from flying stones while the vehicle 1 is running.

The transmission unit 4 is provided with a control shaft 81, and the right side surface of the second case 63 is recessed between the forward clutch 52 and the valve body 71 at the portion through which the control shaft 81 is inserted. there is An oil seal 82 that seals between the second case 63 and the control shaft 81 is provided in the recessed portion. This configuration allows the neutral start switch 86 to be closer to the center of the transmission and be positioned side-by-side with the intermediate connector 93 .

<Modification>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

For example, although the transmission unit 4 is provided with the continuously variable transmission 9 as an example of a transmission, a stepped automatic transmission may be provided instead of the continuously variable transmission 9. good.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

1: Vehicle 4: Transmission unit 9: Continuously variable transmission (transmission)
63: Second case (case)
71: Valve body 73: Strainer 93: Intermediate connector 101, 102, 103, 104, 105: Solenoid valve 111: Vehicle harness

Claims (1)

A transmission mounted on a vehicle,
a valve body with a solenoid valve;
a strainer disposed alongside the valve body for filtering oil supplied to the valve body;
an intermediate connector connected to the solenoid valve and connected to a vehicle harness wired to the vehicle;
a neutral start switch,
an NSS connector connected to the neutral start switch and connected to the vehicle harness ;
The intermediate connector is arranged in a space above the strainer so that the vehicle harness can be connected from above ,
The transmission , wherein the NSS connector is arranged side by side with the intermediate connector so that the vehicle harness can be connected from above .

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