JP7258442B2 - 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 CVT (Continuously Variable Transmission) for longitudinal installation has already been provided as a transmission for a vehicle in which an engine is installed longitudinally. A CVT for vertical installation 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. The output shaft that outputs power to the propeller shaft is separated from the input shaft on the opposite side (rear side) of the engine side, and the primary and secondary shafts are rotatable between the input shaft and the output shaft. is provided. The primary shaft and the secondary shaft are parallel to each other, and an endless belt is wound around the primary pulley and the secondary pulley that are provided on the primary shaft and the secondary shaft so as not to rotate relative to each other.

Power input to the input shaft is transmitted from the input shaft to the primary shaft to rotate the primary shaft. The primary pulley rotates integrally with the primary shaft, and the power generated by the rotation of the primary pulley is transmitted to the secondary pulley via the belt, and from the secondary pulley to the output shaft via the secondary shaft.

JP 2012-192855 A

The primary shaft and the secondary shaft are rotatably supported by, for example, a case forming the outer shell of the transmission via bearings. In bearings, since friction occurs between parts (for example, friction between bearing rings and rolling elements), it is essential to supply oil for lubrication.

In order to lubricate the bearing well, it is sufficient to provide a bearing lubricating oil passage for supplying oil to the bearing. The size of the transmission is increased in order to secure the space to be provided.

SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission in which oil can be supplied to bearings from an oil passage for bearing lubrication provided at low cost and in a space-saving manner so that the bearings can be satisfactorily lubricated with the oil.

In order to achieve the above object, a transmission according to the present invention is a transmission mounted on a vehicle, in which a case, a first rotating shaft, and a first rotating shaft are provided on the same axis as the first rotating shaft. In order to switch permission/prohibition of relative rotation between the second rotating shaft coupled to the first rotating shaft from one side in the axial direction so as not to rotate relative to each other, and the first rotating shaft and a member provided on the outer periphery of the first rotating shaft. a clutch to be engaged/disengaged, and a bearing provided on the outer periphery of the second rotating shaft and rotatably holding the second rotating shaft with respect to the case; A concave portion is formed on one of the ends of the two, and a convex portion is formed on the other end. , a space is created by the tip of the convex portion being separated from the bottom of the concave portion in the axial direction, and the first rotating shaft is formed with a clutch cooling oil passage for supplying oil from the space to the clutch. An oil introduction passage is formed in the recess for introducing oil into the space, and a through hole penetrating between the inner surface and the outer surface of the recess is for lubricating the bearing for supplying oil from the space to the bearing. It is formed as an oil passage.

According to this configuration, the first rotating shaft and the second rotating shaft are provided on the same axis, and are positioned in the concave portion formed at one of the end of the first rotating shaft and the end of the second rotating shaft. They are connected to each other by fitting the projections formed on the other side. In the recess, there is a space sandwiched from the axial direction by the bottom surface of the recess and the tip surface of the projection. Oil is introduced into this space through an oil introduction passage formed in the recess, and the introduced oil is accumulated. The oil accumulated in the space is supplied to the clutch as oil for cooling the clutch through a clutch cooling oil passage formed in the first rotating shaft.

Further, an oil passage for lubricating the bearing is formed in the recess for supplying oil from the space to the bearing. As a result, the oil can be well supplied to the bearings, and the bearings can be well lubricated with the oil. Moreover, since the oil passage for lubricating the bearing is constituted by a through-hole penetrating between the inner side surface and the outer side surface of the recess, it can be provided at low cost and in a small space.

According to the present invention, oil can be supplied to the bearing from the oil passage for lubricating the bearing provided at low cost and space, and the oil can satisfactorily lubricate the bearing.

1 is a cross-sectional view showing the configuration of a transmission unit according to one embodiment of the present invention; FIG. FIG. 2 is a cross-sectional view showing an enlarged part of a transmission unit extracted from FIG. 1; FIG. 2 is a skeleton diagram for explaining power transmission paths in a CVT;

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

<Transmission unit>
FIG. 1 is a cross-sectional view showing the configuration of a transmission unit 1 according to one embodiment of the invention. FIG. 2 is a cross-sectional view showing a portion of the transmission unit 1 extracted from FIG. 1 and enlarged. In addition, in the cross-sectional views of FIG. 1 and subsequent drawings, the hatching representing the cross-section is omitted.

The transmission unit 1 is mounted on a vehicle and is a unit that changes the speed of power generated by an engine (E/G) as a drive source for running. The vehicle adopts an FR layout, and the engine is, for example, a 3-cylinder 4-stroke engine. The transmission unit 1 includes a torque converter 3 and a CVT 4 inside a unit case 2 forming an outer shell.

In the following, a case where the engine is a 3-cylinder 4-stroke engine will be taken up, but the number of cylinders of the engine is not limited to 3, and may be 4 or more or 2 or less. Further, the number of strokes of the engine is not limited to 4 strokes, and may be 2 strokes.

<Unit case>
The unit case 2 is composed of a first case 11 , a second case 12 and a third case 13 divided into three parts. The first case 11, the second case 12 and the third case 13 are made of, for example, an aluminum alloy and cast by die casting. The first case 11, the second case 12 and the third case 13 are arranged in this order from the front side (engine side), and the first case 11 and the second case 12 are fastened with bolts (not shown). The second case 12 and the third case 13 are integrated by fastening with bolts 14 . Torque converter 3 is housed in first case 11 , and CVT 4 is housed in second case 12 and third case 13 .

<Torque converter>
The torque converter 3 has a front cover 21 , a pump impeller 22 , a turbine hub 23 , a turbine runner 24 , a lockup mechanism 25 and a stator 26 .

The front cover 21 extends in a substantially disc shape around a rotation axis extending in the front-rear direction of the vehicle (vehicle body), and its outer peripheral end portion is on the rear side opposite to the engine side (on the side of the continuously variable transmission mechanism 42 to be described later). It has a curved shape. A central portion of the front cover 21 bulges forward. A crankshaft of the engine is coupled to this bulging portion so as not to rotate relative to it.

The pump impeller 22 is arranged behind the front cover 21 . An outer peripheral end portion of the pump impeller 22 is connected to an outer peripheral end portion of the front cover 21 so as to be integrally rotatable with the front cover 21 about the rotation axis. A plurality of blades 27 are arranged radially on the inner surface of the pump impeller 22 .

Turbine hub 23 is arranged between front cover 21 and pump impeller 22 .

Turbine runner 24 is fixed to turbine hub 23 . A plurality of blades 28 are arranged radially on the surface of the turbine runner 24 facing the pump impeller 22 .

The lockup mechanism 25 has a lockup piston 31 and a damper mechanism 32 .

The lockup piston 31 has a substantially annular plate shape, and its inner peripheral end portion is fitted onto the turbine hub 23 to be positioned between the front cover 21 and the turbine runner 24 . When the hydraulic pressure of the engagement side oil chamber 33 on the turbine runner 24 side with respect to the lockup piston 31 is higher than the hydraulic pressure of the release side oil chamber 34 on the front cover 21 side, the lockup piston 31 moves toward the front cover. Move to 21 side. When the lockup piston 31 is pressed against the front cover 21, the pump impeller 22 and the turbine runner 24 are directly connected (locked on). Conversely, when the hydraulic pressure in the release side oil chamber 34 is higher than the hydraulic pressure in the engagement side oil chamber 33, the lockup piston 31 moves toward the turbine runner 24 due to the pressure difference. When the lockup piston 31 is separated from the front cover 21, the direct connection between the pump impeller 22 and the turbine runner 24 is released (lockup off).

The damper mechanism 32 is a mechanism for damping vibrations from the engine when the pump impeller 22 and the turbine runner 24 are directly connected.

Stator 26 is arranged between pump impeller 22 and turbine runner 24 .

When the engine torque rotates the pump impeller 22 in the lockup off state, oil flows from the pump impeller 22 toward the turbine runner 24 . This oil flow is received by the blades 28 of the turbine runner 24 to rotate the turbine runner 24 . At this time, an amplifying action of the torque converter 3 occurs, and torque larger than the engine torque is generated in the turbine runner 24 .

<Vertical CVT>
The CVT 4 has an input shaft 41 , a continuously variable transmission mechanism 42 , a reverse transmission mechanism 43 and an output shaft 44 . The CVT 4 is arranged such that the input shaft 41 extends vertically in the longitudinal direction of the vehicle. That is, the CVT 4 is a so-called vertical CVT.

The input shaft 41 is formed as a hollow shaft and extends along the rotational axis of the torque converter 3 . A front end of the input shaft 41 is inserted into the torque converter 3 and spline-fitted with the turbine hub 23 .

An axial center portion of the input shaft 41 is rotatably supported by the first case 11 via a bearing 45 .

A mechanical oil pump 46 is arranged on the rear side of the input shaft 41 (the side opposite to the engine side). The oil pump 46 includes a pump case 47 and a pump cover 48 overlapping the pump case 47 . The pump case 47 and the pump cover 48 are fastened with a plurality of bolts and held by the second case 12 . A space surrounded by the pump case 47 and the pump cover 48 accommodates a pump gear 49 .

The pump case 47 is arranged on the front side with respect to the pump cover 48 . As shown in FIG. 2, the front end of the pump case 47 is formed with a circular recess 51 recessed rearward. A rear end of the input shaft 41 is inserted into the recess 51 . A bearing (ball bearing) 52 is interposed between the peripheral surface of the input shaft 41 and the inner peripheral surface of the recess 51 . Thereby, the rear end of the input shaft 41 is rotatably supported by the pump case 47 via the bearing 52 .

One end of a pump shaft 54 is connected to the pump gear 49 so as to be relatively non-rotatable, as shown in FIG. The pump shaft 54 protrudes forward from the pump case 47 through the central portion of the recess 51 and is inserted through the hollow portion of the input shaft 41 with a gap between it and the inner peripheral surface of the input shaft 41 . A front end portion of the pump shaft 54 is inserted into a central portion of the front cover 21 of the torque converter 3 that bulges forward and is coupled to the front cover 21 so as not to rotate relative to the front cover 21 . As a result, when the front cover 21 rotates by the power of the engine, the pump shaft 54 and the pump gear 49 rotate together with the front cover 21 , and hydraulic pressure is generated from the oil pump 46 .

The input shaft 41 is rotatably supported by the first case 11 via bearings 45 and rotatably supported by the pump case 47 via bearings 52, and is spline-fitted with the turbine hub 23 of the torque converter 3. Therefore, when the turbine runner 24 rotates, it rotates together with the turbine runner 24 .

The continuously variable transmission mechanism 42 has a primary shaft 61 , a secondary shaft 62 , a primary pulley 63 , a secondary pulley 64 and a belt 65 .

The primary shaft 61 extends parallel to the input shaft 41 with its axis spaced from the axis of the input shaft 41 in the lower right direction when viewed from the rear side of the vehicle. The secondary shaft 62 extends parallel to the input shaft 41 with its axis spaced apart from the axis of the input shaft 41 to the upper left when viewed from the rear side of the vehicle. In this manner, the primary shaft 61 and the secondary shaft 62 are arranged separately on the left and right with respect to the input shaft 41 . Thereby, the distance between the primary shaft 61 and the secondary shaft 62 in the vertical direction can be shortened, and the size of the CVT 4 in the vertical direction can be reduced. Therefore, even if the vehicle is a vehicle with a low-floor compartment such as a commercial vehicle, the transmission unit 1 can be mounted on the vehicle while ensuring the minimum ground clearance of the vehicle.

The primary pulley 63 is arranged opposite to the primary fixed sheave 71 fixed to the primary shaft 61 with the belt 65 interposed therebetween, and is supported by the primary shaft 61 so as to be movable in its axial direction and relatively non-rotatable. and a primary movable sheave 72 . The primary movable sheave 72 is arranged on the front side with respect to the primary fixed sheave 71 .

A cylinder 73 is provided on the side opposite to the primary fixed sheave 71 side with respect to the primary movable sheave 72 , that is, on the front side. The cylinder 73 has an inner peripheral end fixed to the primary shaft 61, extends in the axial radial direction from the primary shaft 61, and an outer peripheral end bent and extending rearward. The outer peripheral end of the primary movable sheave 72 is in liquid-tight contact with the outer peripheral end of the cylinder 73 from the inner side in the radial direction of rotation. A hydraulic chamber (piston chamber) 74 is formed between the primary movable sheave 72 and the cylinder 73 .

The secondary pulley 64 is arranged opposite to the secondary fixed sheave 75 fixed to the secondary shaft 62 with the belt 65 interposed therebetween, and is supported by the secondary shaft 62 so as to be movable in the axial direction thereof and not relatively rotatable. A secondary movable sheave 76 is provided. The secondary movable sheave 76 is arranged on the rear side with respect to the secondary fixed sheave 75, and the positional relationship between the secondary fixed sheave 75 and the secondary movable sheave 76 in the front-rear direction is the same as that of the primary fixed sheave 71 of the primary pulley 63 and the primary fixed sheave 71 of the primary pulley 63. The positional relationship with the movable sheave 72 is reversed.

A piston 77 is provided on the side opposite to the secondary fixed sheave 75 with respect to the secondary movable sheave 76 , that is, on the rear side. The piston 77 has an inner peripheral end fixed to the secondary shaft 62 and extends radially from the secondary shaft 62 . The outer peripheral end of the secondary movable sheave 76 extends rearward, and the outer peripheral end of the piston 77 liquid-tightly contacts the outer peripheral end of the secondary movable sheave 76 from the inner side in the radial direction of rotation. A hydraulic chamber 78 is formed between the secondary movable sheave 76 and the piston 77 .

The secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 overlap the primary movable sheave 72 and part of the cylinder 73 in the vertical direction (they overlap when viewed in the front-rear direction). Specifically, the outer peripheral end of the primary movable sheave 72 extends in the front-rear direction and the front end thereof is bent outward in the radial direction of rotation. It faces the portion extending in the front-rear direction from the outside in the radial direction of rotation, and faces the portion extending in the radial direction of rotation at the outer peripheral end thereof from the rear side.

In the continuously variable transmission mechanism 42, the hydraulic pressure supplied to the hydraulic chambers 74, 78 of the primary pulley 63 and the secondary pulley 64 is controlled to change the groove widths of the primary pulley 63 and the secondary pulley 64, whereby the belt is The gear ratio (the pulley ratio between the primary pulley 63 and the secondary pulley 64) is continuously and steplessly changed within a fixed gear ratio range.

Specifically, when the belt gear ratio is decreased, the hydraulic pressure supplied to the hydraulic chamber 74 of the primary pulley 63 is increased. As a result, the primary movable sheave 72 of the primary pulley 63 moves toward the primary fixed sheave 71, and the gap (groove width) between the primary fixed sheave 71 and the primary movable sheave 72 becomes smaller. Accordingly, the winding diameter of the belt 65 around the primary pulley 63 increases, and the interval (groove width) between the secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 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 74 of the primary pulley 63 is decreased. As a result, the thrust of the secondary pulley 64 against the belt 65 becomes greater than the thrust of the primary pulley 63 against the belt 65 , the distance between the secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 becomes smaller, and the primary fixed sheave 71 becomes smaller. and the primary movable sheave 72 becomes larger. As a result, the belt transmission ratio is increased.

A bias spring 79 is provided in the hydraulic chamber 78 of the secondary pulley 64 . One end of the bias spring 79 elastically contacts the secondary movable sheave 76 and the other end elastically contacts the piston 77 . The elastic force of the bias spring 79 urges the secondary movable sheave 76 and the piston 77 away from each other. A biasing force is applied to the secondary movable sheave 76 by the hydraulic pressure in the hydraulic chamber 78 and the bias spring 79 , and the belt 65 is applied with a corresponding clamping pressure.

The primary shaft 61 is divided into a first primary shaft 81 and a second primary shaft 82 . The first primary shaft 81 is arranged in front of the second primary shaft 82 . Primary pulley 63 is supported by second primary shaft 82 . At the rear end of the first primary shaft 81, a connection recess 83 having a substantially cylindrical shape recessed from the rear end surface is formed. The front end of the second primary shaft 82 is inserted into the connection recess 83 , and the outer peripheral surface of the second primary shaft 82 is spline-fitted with the inner peripheral surface of the connection recess 83 in the connection recess 83 . there is A front end portion of the first primary shaft 81 is rotatably supported by the first case 11 via a bearing 84 . A front end of the second primary shaft 82 is rotatably supported by the second case 12 via a bearing 85 . An adapter 86 fixedly held by the second case 12 is arranged behind the primary pulley 63 , and the rear end of the second primary shaft 82 rotates around the adapter 86 via a bearing 87 . supported as possible.

As shown in FIG. 2, the input shaft 41 is integrally formed with an input shaft gear 91 at a portion adjacent to the rear side of the portion where the inner race of the bearing 45 is fitted. Correspondingly, a primary input gear 92 is rotatably supported on the first primary shaft 81 via a needle bearing 93 . The primary input gear 92 meshes with the input shaft gear 91 and has a larger gear diameter than the input shaft gear 91 .

A forward clutch 94 that permits/prohibits rotation of the primary input gear 92 with respect to the first primary shaft 81 by utilizing the space between the input shaft gear 91 and the primary input gear 92 that mesh with each other and the pump case 47 of the oil pump 46. is provided. A portion of the forward clutch 94 overlaps the oil pump 46 in the rotational radial direction (overlapping when viewed in the rotational axis direction). Forward clutch 94 includes clutch drum 95 , clutch hub 96 and clutch piston 97 .

The clutch drum 95 has an inner peripheral end fixed to the first primary shaft 81, extends radially from the first primary shaft 81, and an outer peripheral end bends toward the primary input gear 92, that is, extends forward. A plurality of clutch plates 101 are arranged and held at intervals in the front-rear direction at the outer peripheral end of the clutch drum 95 .

Clutch hub 96 is formed integrally with primary input gear 92 . The clutch hub 96 has a cylindrical shape extending rearward from the primary input gear 92 and faces the outer peripheral end portion of the clutch drum 95 from the inside in the radial direction of rotation with a gap therebetween. A plurality of clutch discs 102 are held on the clutch hub 96 at intervals in the front-rear direction. The clutch plates 101 and the clutch discs 102 are arranged alternately in the central axis direction.

The clutch piston 97 is provided between the clutch drum 95 and the clutch hub 96 so as to be movable in the axial direction of the first primary shaft 81, that is, in the longitudinal direction. The tip of the outer peripheral end of the clutch piston 97 contacts the clutch plate 101 . In addition, the clutch piston 97 is in liquid-tight contact with the clutch drum 95, and a hydraulic chamber 103 is formed between the clutch drum 95 and the clutch piston 97 to supply hydraulic pressure acting on the clutch piston 97. ing. Clutch piston 97 is elastically biased away from clutch plate 101 by return spring 104 .

The clutch piston 97 is moved toward the clutch plate 101 by hydraulic pressure supplied to the hydraulic chamber 103 and presses the clutch plate 101 . Due to this pressure, the clutch plate 101 and the clutch disc 102 are pressed against each other, and the forward clutch 94 is engaged. Engagement of the forward clutch 94 inhibits rotation of the primary input gear 92 with respect to the first primary shaft 81 , and when the primary input gear 92 rotates, the first primary shaft 81 rotates together with the primary input gear 92 . When the hydraulic pressure is released from the engaged state of the forward clutch 94 , the biasing force of the return spring 104 separates the clutch piston 97 from the clutch plate 101 . As a result, the pressure contact between the clutch disc 102 and the clutch plate 101 is released, and the forward clutch 94 is released. The disengagement of the forward clutch 94 allows the rotation of the primary input gear 92 with respect to the first primary shaft 81 , and even if the primary input gear 92 rotates, the rotation is not transmitted to the first primary shaft 81 .

The secondary shaft 62 is configured by being divided into a first secondary shaft 111 and a second secondary shaft 112 . The first secondary shaft 111 is arranged in front of the second secondary shaft 112 . Secondary pulley 64 is supported by second secondary shaft 112 . At the rear end of the first secondary shaft 111, a connection recess 113 having a substantially cylindrical shape recessed from the rear end face is formed. The front end of the second secondary shaft 112 is inserted into the connection recess 113 , and the outer peripheral surface of the second secondary shaft 112 is spline-fitted with the inner peripheral surface of the connection recess 113 in the connection recess 113 . there is The first secondary shaft 111 is the same component as the first primary shaft 81 as can be understood by comparing with the first primary shaft 81 . By sharing the first primary shaft 81 and the first secondary shaft 111, it is possible to reduce the number of types of parts that constitute the transmission unit 1 (CVT 4) and reduce the manufacturing cost of the transmission unit 1. A front end portion of the first secondary shaft 111 is rotatably supported by the first case 11 via a bearing 114 . A front end of the second secondary shaft 112 is rotatably supported by the second case 12 via a bearing 115 . A rear end portion of the second secondary shaft 112 is rotatably supported by the third case 13 via a bearing 116 .

A secondary input gear 121 is rotatably supported on the second secondary shaft 112 via a needle bearing 122 on the rear side of the bearing 114 .

A space between the secondary input gear 121 and the pump case 47 of the oil pump 46 is utilized to provide a reverse clutch 123 that permits/prohibits rotation of the secondary input gear 121 relative to the first secondary shaft 111 . A portion of the reverse clutch 123 overlaps with the oil pump 46 in the rotation radial direction (overlapping when viewed in the rotation axis direction). The reverse clutch 123 has a clutch drum 124 , a clutch hub 125 and a clutch piston 126 .

The clutch drum 124 has an inner peripheral end fixed to the first secondary shaft 111, extends radially from the first secondary shaft 111, and an outer peripheral end bends toward the secondary input gear 121, that is, extends forward. A plurality of clutch plates 131 are arranged and held at intervals in the front-rear direction at the outer peripheral end of the clutch drum 124 .

Clutch hub 125 is formed integrally with secondary input gear 121 . The clutch hub 125 has a cylindrical shape extending rearward from the secondary input gear 121 and faces the outer peripheral end portion of the clutch drum 124 from the inner side in the rotation radial direction with a gap therebetween. A plurality of clutch discs 132 are held on the clutch hub 125 at intervals in the front-rear direction. The clutch plates 131 and the clutch discs 132 are arranged alternately in the central axis direction. Each number of clutch plates 131 and clutch disks 132 is greater than each number of clutch plates 101 and clutch disks 102 of forward clutch 94 .

The clutch piston 126 is provided between the clutch drum 124 and the clutch hub 125 so as to be movable in the axial direction of the first secondary shaft 111, that is, in the longitudinal direction. The tip of the outer peripheral end of clutch piston 126 contacts clutch plate 131 . In addition, the clutch piston 126 is in liquid-tight contact with the clutch drum 124, and a hydraulic chamber 133 is formed between the clutch drum 124 and the clutch piston 126 to supply the hydraulic pressure acting on the clutch piston 126. ing. Clutch piston 126 is elastically biased away from clutch plate 131 by return spring 134 .

The clutch piston 126 is moved toward the clutch plate 131 by hydraulic pressure supplied to the hydraulic chamber 133 and presses the clutch plate 131 . Due to this pressure, the clutch plate 131 and the clutch disk 132 are pressed against each other, and the reverse clutch 123 is engaged. The engagement of the reverse clutch 123 inhibits rotation of the secondary input gear 121 with respect to the first secondary shaft 111 , and when the secondary input gear 121 rotates, the first secondary shaft 111 rotates integrally with the secondary input gear 121 . When the hydraulic pressure is released from the engaged state of the reverse clutch 123 , the urging force of the return spring 135 separates the clutch piston 126 from the clutch plate 131 . As a result, the pressure contact between the clutch disc 132 and the clutch plate 131 is released, and the reverse clutch 123 is released. Disengagement of reverse clutch 123 allows rotation of secondary input gear 121 with respect to first secondary shaft 111 , and rotation of secondary input gear 121 is not transmitted to first secondary shaft 111 even if secondary input gear 121 rotates.

The reverse transmission mechanism 43 is a mechanism that transmits the power (rotation) of the input shaft 41 to the secondary shaft 62 (first secondary shaft 111) without passing through the continuously variable transmission mechanism 42. Reverse transmission mechanism 43 includes a reverse idler shaft 141 , a first reverse gear 142 and a second reverse gear 143 .

The reverse idler shaft 141 extends in the front-rear direction parallel to the input shaft 41 . A front end of the reverse idler shaft 141 is rotatably supported by the first case 11 via a bearing 144 . A rear end of the reverse idler shaft 141 is rotatably supported by the second case 12 via a bearing 145 .

The first reverse gear 142 is formed integrally with the reverse idler shaft 141 . The first reverse gear 142 meshes with the input shaft gear 91 and has a larger gear diameter than the input shaft gear 91 . The second reverse gear 143 is formed integrally with the reverse idler shaft 141 behind the first reverse gear 142 . The second reverse gear 143 meshes with the secondary input gear 121 and has a smaller gear diameter than the secondary input gear 121 .

The output shaft 44 is arranged on the same axis as the input shaft 41 while being spaced rearward from the input shaft 41 . In other words, the input shaft 41 and the output shaft 44 are arranged to have a common axis extending longitudinally along the longitudinal direction of the vehicle with a space therebetween in the longitudinal direction.

A front end of the output shaft 44 is rotatably supported by an adapter 86 via a needle bearing 146 . In addition, the output shaft 44 is rotatably supported by the third case 13 via the bearing 147 with the inner ring of the bearing 147 fitted on the portion spaced rearward from the support portion by the needle bearing 146 . It is

An output shaft gear 148 is integrally formed on the output shaft 44 between a portion supported by the needle bearing 146 and a portion supported by the bearing 147 . Correspondingly, the secondary output gear 149 is spline-fitted and supported on the secondary shaft 62 (second secondary shaft 112) adjacent to the rear side of the piston 77 of the secondary pulley 64 so as to be non-rotatable relative thereto. . The secondary output gear 149 meshes with the output shaft gear 148 .

<Power transmission path>
FIG. 3 is a skeleton diagram showing the power transmission path of the CVT 4 together with the configuration of the CVT 4. As shown in FIG.

When the vehicle moves forward, the forward clutch 94 is engaged and the reverse clutch 123 is released. Power input from the engine to the input shaft 41 via the torque converter 3 is transmitted from the input shaft gear 91 to the primary shaft 61 via the primary input gear 92 by engagement of the forward clutch 94 . On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 91 to the secondary input gear 121 and the secondary input gear 121 rotates, the release of the reverse clutch 123 causes the secondary input gear 121 to rotate to the secondary shaft 62 . (The first secondary shaft 111 ) and power is not transmitted to the secondary shaft 62 .

The power transmitted to the primary shaft 61 is changed at a belt gear ratio according to the pulley ratio between the primary pulley 63 and the secondary pulley 64 and transmitted to the secondary shaft 62 . The power transmitted to the secondary shaft 62 is transmitted from the secondary output gear 149 to the output shaft 44 via the output shaft gear 148, is output from the output shaft 44 to a propeller shaft (not shown), and is output from the propeller shaft. It is transmitted to the left and right rear wheels via the rear differential gear (rear differential) and drive shaft.

When the vehicle moves backward, the forward clutch 94 is released and the reverse clutch 123 is engaged. Power input from the engine to the input shaft 41 via the torque converter 3 is transmitted from the input shaft gear 91 to the secondary shaft 62 via the reverse transmission mechanism 43 and the secondary input gear 121 due to engagement of the reverse clutch 123 . . At this time, the secondary shaft 62 rotates in a direction opposite to that during forward movement of the vehicle. On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 91 to the primary input gear 92 and the primary input gear 92 rotates, the forward clutch 94 is released and the primary input gear 92 rotates to the primary shaft 61 . (The first primary shaft 81 ) and power is not transmitted to the primary shaft 61 .

The power transmitted to the secondary shaft 62 is transmitted from the secondary output gear 149 to the output shaft 44 via the output shaft gear 148, is output from the output shaft 44 to the propeller shaft, and is transmitted from the propeller shaft to the rear differential gear and the drive shaft. It is transmitted to the left and right rear wheels via the

<Oil supply structure>
A valve body 151 is provided at the bottom of the second case 12 as shown in FIG. A hydraulic circuit including various valves for controlling the supply of oil to each part of the transmission unit 1 is formed in the valve body 151 . An oil pan 152 is fixed to the second case 12 from below with a plurality of bolts. Oil is stored in the oil pan 152, and the strainer 153 is immersed in the oil. As the pump gear 49 of the oil pump 46 rotates, the oil stored in the oil pan 152 is sucked up through the strainer 153 and supplied to the valve body 151 . Then, oil is supplied from the valve body 151 as working oil or lubricating oil to each part that requires oil supply.

The second case 12 is formed with a wall portion 154 extending vertically between the forward clutch 94 and the primary pulley 63 and between the reverse clutch 123 and the secondary pulley 64 . A plurality of oil passages through which oil sent from the valve body 151 flows are formed in the wall-shaped portion 154 . This oil passage includes a forward clutch supply oil passage 155 through which oil supplied to the forward clutch 94 flows, and a reverse clutch supply oil passage 156 through which oil is supplied to the reverse clutch 123 .

In order to supply oil to the forward clutch 94, the first primary shaft 81 is formed with an axial oil passage 161 extending along its axial center. Further, distribution oil passages 162 and 163 are formed in the first primary shaft 81 . One end of each of the distribution oil passages 162 and 163 is connected to and communicates with the axial oil passage 161 . The other end of the distribution oil passage 162 is open on the outer peripheral surface of the first primary shaft 81 at a position facing the return spring 104 in the axial radial direction. The other end of distribution oil passage 163 is open on the outer peripheral surface of first primary shaft 81 at a position facing needle bearing 93 that supports primary input gear 92 .

On the other hand, the front end of the second primary shaft 82 has a substantially cylindrical shape having an outer diameter corresponding to the inner diameter of the connecting recess 83 as a connecting protrusion 171 inserted into the connecting recess 83 of the first primary shaft 81 . formed. The front portion of the connection protrusion 171 is spline-fitted with the inner peripheral surface of the connection recess 83, and the rear portion thereof is fitted to the inner peripheral surface of the connection recess 83 by a spigot so that the center of the connection protrusion 171 matches the center of the connection recess 83 without any gap. are doing. The tip end face of the connection protrusion 171 is separated from the bottom face of the connection recess 83 in the axial direction, and a space 172 is formed between the bottom face of the connection recess 83 and the tip end face of the connection protrusion 171 . The axial oil passage 161 communicates with the space 172 .

A shaft insertion portion 173 through which the first primary shaft 81 is inserted is formed in the second case 12 . The inner peripheral surface of the shaft insertion portion 173 is formed into a cylindrical surface, and inside the shaft insertion portion 173, a cylindrical sleeve 174 is in contact with the inner peripheral surface of the shaft insertion portion 173 with its outer peripheral surface. is provided in The first primary shaft 81 is inserted through the shaft insertion portion 173 (sleeve 174 ) so that the sleeve 174 is fitted across the connection recess 83 and its front portion.

The forward clutch supply oil passage 155 extends from the valve body 151 to the shaft insertion portion 173 and is open on the inner surface of the shaft insertion portion 173 . An oil hole 175 that communicates with the forward clutch supply oil passage 155 is formed through the sleeve 174 at a position that overlaps with the open end of the forward clutch supply oil passage 155 (a position facing in the axial direction). An oil groove 176 is formed along the entire circumference of the outer peripheral surface of the connection recess 83 at a position overlapping the oil hole 175 . Further, an introduction oil passage 177 that communicates with the oil groove 176 is formed through the connection recess 83 in the axial radial direction.

With this configuration, the oil delivered from the valve body 151 to the forward clutch supply oil passage 155 flows from the forward clutch supply oil passage 155 into the oil groove 176 of the connection recess 83 through the oil hole 175 of the sleeve 174 . Then, the oil flows into the space 172 from the oil groove 176 through the introduction oil passage 177, and the oil accumulates in the space 172. - 特許庁The oil accumulated in the space 172 flows into the shaft center oil passage 161, is supplied from the shaft center oil passage 161 through the distribution oil passage 162 to the forward clutch 94, and is also supplied from the shaft center oil passage 161 through the distribution oil passage 163 to the needle bearing. 93. As a result, the forward clutch 94 is cooled with oil and the needle bearing 93 is lubricated with oil.

A lubricating oil passage 178 for lubricating the bearing 85 is formed on the inner peripheral surface of the connecting concave portion 83 at a position facing the portion of the connecting convex portion 171 on the true side of the spigot portion in the axial radial direction. and the outer peripheral surface. As a result, the oil accumulated in the space 172 is released to the outside of the connection recess 83 through the space between the connection recess 83 and the connection protrusion 171 and through the lubricating oil passage 178 . By supplying the released oil to the bearing 85, the bearing 85 is lubricated with the oil.

In order to supply oil to the reverse clutch 123, the first secondary shaft 111 is formed with an axial oil passage 181 extending along the axial center thereof. Further, distribution oil passages 182 and 183 are formed in the first secondary shaft 111 . One end of each of the distribution oil passages 182 and 183 is connected to and communicates with the axial oil passage 181 . The other end of distribution oil passage 182 is open on the outer peripheral surface of first secondary shaft 111 at a position facing return spring 134 in the axial radial direction. The other end of distribution oil passage 183 is open on the outer peripheral surface of first secondary shaft 111 at a position facing needle bearing 122 that supports secondary input gear 121 .

On the other hand, the front end portion of the second secondary shaft 112 has a substantially cylindrical shape having an outer diameter corresponding to the inner diameter of the connecting concave portion 113 as a connecting convex portion 191 inserted into the connecting concave portion 113 of the first secondary shaft 111 . formed. The front portion of the connecting protrusion 191 is spline-fitted with the inner peripheral surface of the connecting recess 113, and the rear portion thereof is fitted to the inner peripheral surface of the connecting recess 113 by spigot so that there is no gap and the center is aligned. are doing. The tip end face of the connection protrusion 191 is separated from the bottom face of the connection recess 113 in the axial direction, and a space 192 is formed between the bottom face of the connection recess 113 and the tip end face of the connection protrusion 191 . The axial oil passage 181 communicates with the space 192 .

A shaft insertion portion 193 through which the first secondary shaft 111 is inserted is formed in the second case 12 . The inner peripheral surface of the shaft insertion portion 193 is formed into a cylindrical surface, and inside the shaft insertion portion 193, a cylindrical sleeve 194 is in contact with the inner peripheral surface of the shaft insertion portion 193 with its outer peripheral surface. is provided in The first secondary shaft 111 is inserted through the shaft insertion portion 193 (sleeve 194) so that the sleeve 194 is externally fitted across the connection recess 113 and its front portion.

The reverse clutch supply oil passage 156 extends from the valve body 151 to the shaft insertion portion 193 and is open on the inner surface of the shaft insertion portion 193 . An oil hole 195 that communicates with the reverse clutch supply oil passage 156 is formed through the sleeve 194 at a position that overlaps with the open end of the forward clutch supply oil passage 155 (a position facing in the axial direction). An oil groove 196 is formed along the entire circumference of the outer peripheral surface of the connection recess 113 at a position overlapping the oil hole 195 . Further, an oil introduction passage 197 that communicates with the oil groove 196 is formed through the connection recess 113 in the axial radial direction.

With such a configuration, oil sent from the valve body 151 to the reverse clutch supply oil passage 156 flows from the reverse clutch supply oil passage 156 into the oil groove 196 of the connection recess 113 through the oil hole 195 of the sleeve 194 . Then, the oil flows into the space 192 from the oil groove 196 through the introduction oil passage 197, and the space 192 is filled with the oil. The oil accumulated in the space 192 flows into the shaft center oil passage 181, is supplied from the shaft center oil passage 181 through the distribution oil passage 182 to the reverse clutch 123, and is also supplied from the shaft center oil passage 181 through the distribution oil passage 183 to the needle bearing. 122. As a result, the reverse clutch 123 is cooled with oil, and the needle bearing 122 is lubricated with oil.

A lubricating oil passage 198 for lubricating the bearing 115 is formed on the inner peripheral surface of the connecting concave portion 113 at a position facing the portion of the connecting convex portion 191 on the true side of the spigot portion in the axial radial direction. and the outer peripheral surface. As a result, the oil accumulated in the space 192 is discharged to the outside of the connection recess 113 through the space between the connection recess 113 and the connection protrusion 191 and through the lubricating oil passage 198 . By supplying the released oil to the bearing 115, the bearing 115 is lubricated with the oil.

<Effect>
As described above, the first primary shaft 81 and the second primary shaft 82 are provided on the same axis, and the second primary shaft 82 is inserted into the connection recess 83 formed at the end of the first primary shaft 81 . are connected to each other by fitting the connection projections 171 formed at the ends of the two. A space 172 sandwiched between the bottom surface of the connection recess 83 and the tip surface of the connection projection 171 from the axial direction is formed in the connection recess 83 . Oil is introduced into the space 172 through an oil introduction passage 177 formed in the connection recess 83, and the introduced oil is accumulated. The oil accumulated in the space 172 is supplied to the forward clutch 94 as oil for cooling the forward clutch 94 through the axial oil passage 161 formed in the first primary shaft 81 .

A lubricating oil passage 178 for supplying oil from the space 172 to the bearing 85 is formed in the connection recess 83 . Thereby, the oil can be well supplied to the bearing 85, and the bearing 85 can be well lubricated with the oil. Moreover, since the lubricating oil passage 178 is constituted by a through hole penetrating between the inner side surface and the outer side surface of the connection recess 83, it can be provided at low cost and in a small space.

The first secondary shaft 111 and the second secondary shaft 112 are provided on the same axis, and are formed at the end of the second secondary shaft 112 in the connection recess 113 formed at the end of the first secondary shaft 111. By fitting the connecting projections 191, they are connected to each other. A space 192 sandwiched between the bottom surface of the connection recess 113 and the tip surface of the connection projection 191 from the axial direction is formed in the connection recess 113 . Oil is introduced into this space 192 through an oil introduction passage 177 formed in the connection recess 113, and the introduced oil is accumulated. The oil accumulated in the space 192 is supplied to the forward clutch 94 as oil for cooling the forward clutch 94 through the axial oil passage 181 formed in the first secondary shaft 111 .

A lubricating oil passage 178 for supplying oil from the space 192 to the bearing 115 is formed in the connection recess 113 . Thereby, the oil can be well supplied to the bearing 115, and the bearing 115 can be well lubricated with the oil. Moreover, since the lubricating oil passage 178 is constituted by a through hole penetrating between the inner side surface and the outer side surface of the connection recess 113, it can be provided at low cost and in a small space.

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

For example, in the above-described embodiment, the CVT 4 is arranged vertically, but the present invention can also be applied to a transmission arranged horizontally so that the input shaft extends in the lateral direction of the vehicle.

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

1: Transmission unit (transmission)
12: Second case (case)
81: First primary axis (first rotary axis)
82: Second primary axis (second rotary axis)
83, 113: Connection recess (recess)
85, 115: Bearing (bearing)
94: forward clutch (clutch)
111: First secondary shaft (first rotary shaft)
112: Second secondary shaft (second rotating shaft)
123: Reverse clutch (clutch)
161, 181: Axial oil passage (cooling oil passage)
162, 182: Distribution oil passage (cooling oil passage)
171, 191: connection protrusions (protrusions)
172, 192: Space 177, 197: Introduction oil passage 178, 198: Lubricating oil passage (oil passage for bearing lubrication)

Claims (1)

A transmission mounted on a vehicle,
a case;
a first rotating shaft;
a second rotating shaft provided on the same axis as the first rotating shaft and coupled to the first rotating shaft from one side in the axial direction so as not to rotate relative to each other;
a clutch that is engaged/disengaged to switch permission/prohibition of relative rotation between the first rotating shaft and a member provided on the outer periphery of the first rotating shaft;
a bearing provided on the outer periphery of the second rotating shaft and rotatably holding the second rotating shaft with respect to the case;
A concave portion is formed at one of the ends of the first rotating shaft and the end portion of the second rotating shaft, and a convex portion is formed at the other. The rotating shaft and the second rotating shaft are coupled,
A space is generated in the recess by the tip of the projection being separated from the bottom of the recess in the axial direction,
An oil passage for cooling the clutch for supplying oil from the space to the clutch is formed in the first rotating shaft,
An oil introduction passage for introducing oil into the space is formed in the recess, and a through hole penetrating between the inner surface and the outer surface of the recess is for supplying oil from the space to the bearing. A transmission formed as an oil passage for bearing lubrication.

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