JP7375559B2 - Vehicle transmission - Google Patents

Description

The present invention relates to a vehicle transmission.

2. Description of the Related Art As a transmission for FF vehicles having a main shaft, a counter shaft, and a reverse idler shaft, the one described in Patent Document 1 is known.

In this transmission, a speed change operation section having a shift and select shaft is installed above a main shaft, a counter shaft, and a reverse idler shaft. The shift and select shaft extends in the front-rear direction orthogonal to the axial directions of the main shaft, counter shaft, and reverse idler shaft.

Japanese Patent Application Publication No. 7-269659

However, in such conventional vehicle transmissions, a shift operation unit having a shift and select shaft is installed at the top of the transmission case so as to be located above the main shaft, counter shaft, and reverse idler shaft. Therefore, there is a risk that the transmission will become larger in the vertical and longitudinal directions perpendicular to the main shaft, counter shaft, and reverse idler shaft, and there is room for improvement.

In particular, in multi-shaft transmissions in which the axial length of the rotating shaft is shortened to increase the number of gears, the size of the transmission becomes even larger in the direction orthogonal to the axial direction of the rotating shaft. Therefore, it is necessary to devise the position of the speed change operation section to prevent the transmission from increasing in size in a direction orthogonal to the axial direction of the rotating shaft.

The present invention has been made with attention to the above-mentioned circumstances, and by devising the positional relationship between the rotating shaft and the shift device, it is possible to achieve miniaturization in the direction orthogonal to the axial direction of the rotating shaft. The object of the present invention is to provide a transmission for a vehicle.

The present invention has a plurality of rotating shafts each having a transmission gear, and the rotating shaft includes a reverse shaft having a reverse final drive gear that meshes with a final driven gear of a differential device, and a forward final drive shaft that meshes with the final driven gear of a differential device. A transmission mechanism configured to include a counter shaft having a drive gear, a shift case, and a shift mechanism installed in the shift case so as to be movable in an axial direction and rotate around the axis, and to adjust the shift range of the transmission mechanism. a shift device having a shift and select shaft for switching, the reverse shaft being installed above the counter shaft and having an axial length shorter than the axial length of the counter shaft; The shift device is characterized in that the shift and select shaft extends in the vertical direction, and is installed so as to be aligned with the reverse shaft in the axial direction of the reverse shaft.

As described above, according to the present invention, by devising the positional relationship between the rotating shaft and the shift device, it is possible to reduce the size of the vehicle transmission in the direction perpendicular to the axial direction of the rotating shaft.

FIG. 1 is a left side view of a vehicle transmission according to an embodiment of the present invention. FIG. 2 is a front view of a vehicle transmission according to an embodiment of the present invention. FIG. 3 is a rear view of a vehicle transmission according to an embodiment of the present invention. FIG. 4 is a diagram of a vehicle transmission according to an embodiment of the present invention viewed from diagonally above the left rear, with the shift unit, reduction gear case, and reduction gear cover removed. FIG. 5 is a diagram of a left case of a vehicle transmission according to an embodiment of the present invention, viewed from diagonally above the left rear. FIG. 6 is a left side view showing the shaft arrangement of a vehicle transmission according to an embodiment of the present invention, and shows a state in which a left case is not attached. FIG. 7 is an exploded view of a power transmission system of a vehicle transmission according to an embodiment of the present invention. FIG. 8 is a sectional view of a vehicle transmission according to an embodiment of the present invention, and is a horizontal sectional view passing through the axis of the reverse shaft. FIG. 9 is a cross-sectional view of a vehicle transmission according to an embodiment of the present invention, and is a cross-sectional view perpendicular to the axial direction of the rotating shaft passing through the shift and select shaft. FIG. 10 is a left side view showing the shaft arrangement of a vehicle transmission according to an embodiment of the present invention, and is a diagram showing the positional relationship between a shift device, a reverse shaft, etc. FIG. 11 is a left side view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 12 is a rear view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 13 is a front view of a shift device for a vehicle transmission according to an embodiment of the present invention. FIG. 14 is a sectional view taken along the line XIV-XIV in FIG. 12.

A vehicle transmission according to an embodiment of the present invention has a plurality of rotating shafts each having a transmission gear, and the rotating shaft has a reverse final drive gear that meshes with a final driven gear of a differential device. and a counter shaft having a forward final drive gear that meshes with the final driven gear; a shift case; The reverse shaft is installed above the counter shaft and has an axial length shorter than the axial length of the counter shaft. The shift device is installed such that the shift and select shaft extends in the vertical direction and is aligned with the reverse shaft in the axial direction.

As a result, the vehicle transmission according to an embodiment of the present invention can reduce the size of the vehicle transmission in the direction perpendicular to the axial direction of the rotary shaft by devising the positional relationship between the rotary shaft and the shift device. can be achieved.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle transmission according to an embodiment of the present invention will be described below with reference to the drawings.
1 to 14 are diagrams showing a vehicle transmission according to an embodiment of the present invention. 1 to 14, the up, down, front, back, left, and right directions are based on the vehicle transmission installed in the vehicle, and the front and back direction of the vehicle is the front and rear direction, and the left and right direction of the vehicle (vehicle width direction) is the left and right direction. The vertical direction of the vehicle (vehicle height direction) is defined as the vertical direction.

First, the configuration will be explained.
In FIG. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is partitioned by a dash panel 3 into an engine room 2A on the front side and a vehicle interior 2B on the rear side.

A transmission 4 is installed in the engine room 2A, and the transmission 4 has six forward speeds and one reverse speed. The transmission 4 constitutes a vehicle transmission in the present invention.

In FIG. 2, an engine 20 constituting an internal combustion engine is connected to the transmission 4. The transmission 4 includes a transmission case 5, and the transmission case 5 includes, in order from the engine 20 side, a light case 6, a left case 7, a reduction gear case 8, a reduction gear cover 9, and a parking cover 42 ( (see Figure 1). Each case or cover is connected at a plane perpendicular to the left and right direction. In other words, the mating surfaces of each case and cover are formed in a plane perpendicular to the left-right direction.

The engine 20 is connected to the light case 6. The engine 20 has a crankshaft (not shown), and the crankshaft is installed so as to extend in the width direction (left-right direction, hereinafter simply referred to as the vehicle width direction) of the vehicle 1. That is, the engine 20 of this embodiment is a horizontal engine, and the vehicle 1 of this embodiment is a front engine/front drive (FF) vehicle.

The light case 6 has a peripheral wall whose right end is connected to the engine 20, a partition wall 6W (see FIG. 6) installed at the left end of the peripheral wall, and is open on the right side. . In order to install the differential device 17 (see FIG. 7) at the rear of the transmission 4, the partition wall 6W has a rear portion bulged to the right compared to the front portion to form a housing space for the differential device 17. The left case 7 is connected to the opposite side of the engine 20, that is, to the left side of the right case 6. As shown in FIG. 6, a flange portion 6A is formed on the outer peripheral edge of the partition wall 6W of the light case 6.

As shown in FIG. 8, the left case 7 has a peripheral wall whose right end is connected to the right case 6, and a left wall 7K installed on the left end of the peripheral wall, and has an open right side. It is a case. The peripheral wall of the left case 7 includes an upper wall 7E that is on the upper side when mounted on the vehicle 1, a rear wall 7B that is on the rear side when mounted on the vehicle 1, a front wall that is on the front side when mounted on the vehicle 1, and a front wall that is on the front side when mounted on the vehicle 1. It has a lower wall that becomes the lower side when it is mounted on the vehicle.

As shown in FIG. 2, a flange portion 7A is formed at the right end of the peripheral wall of the left case 7. In other words, the entire right end of the left case 7 is the flange part 7A, which is the mating surface that is connected to the left side of the light case 6, so the right end of the left case 7 is all the same in the vehicle width direction. It is located.

On the other hand, in the left end portion of the left case 7, the rear portion is located closer to the right case 6 than the front portion in the vehicle width direction. Therefore, as shown in FIGS. 4, 5, and 8, the left side wall 7K of the left case 7 includes a first left wall portion 7C on the front side and a second left wall portion 7D on the rear side.

The partition wall 6W of the light case 6 and the left side wall 7K of the left case 7 are substantially perpendicular to the left-right direction, and the left side wall 7K of the left case 7 is parallel to the partition wall 6W of the light case 6 in the vehicle width direction. They are facing each other. A gear chamber 21 is formed between the left side wall 7K of the left case 7 and the partition wall 6W of the right case 6 (see FIG. 7).

As shown in FIG. 3, the flange portion 7A is provided with a boss portion 7a into which the bolt 10A is inserted, and a plurality of boss portions 7a are provided along the flange portion 7A.

The flange portion 6A is formed with a plurality of boss portions 6a that match the boss portions 7a in the vehicle width direction, and by fastening the boss portions 6a of the flange portion 6A and the boss portions 7a of the flange portion 7A with bolts 10A, The right case 6 and the left case 7 are fastened and integrated.

A clutch (not shown) is accommodated in the interior space of the light case 6 located on the right side of the partition wall 6W. The gear chamber 21 formed by the right case 6 and the left case 7 houses the main input shaft 11, idle shaft 12, sub-input shaft 13, counter shaft 14, reverse shaft 15, and differential device 17 shown in FIG. ing. The respective shafts include the main input shaft 11, the idle shaft 12, the sub-input shaft 13, the counter shaft 14, and the reverse shaft 15, and each of these shafts constitutes a rotating shaft of the present invention.

The main input shaft 11, the idle shaft 12, the sub-input shaft 13, the counter shaft 14, the reverse shaft 15, and the differential device 17 are installed in parallel along the vehicle width direction (left-right direction). Further, the main input shaft 11, the idle shaft 12, the sub-input shaft 13, and the counter shaft 14 are installed on the partition wall 6W of the light case 6 and the left side wall 7K (first left wall portion 7C) of the left case 7. There is. The reverse shaft 15 and the differential device 17 are installed on the partition wall 6W of the right case 6 and the left side wall 7K (second left wall portion 7D) of the left case 7.

As shown in FIG. 7, the right side portion of the main input shaft 11 passes through the partition wall 6W, projects to the right side of the partition wall 6W, and is connected to a clutch. The main input shaft 11 is rotatably supported by a bearing support (not shown) of the partition wall 6W of the light case 6 via a ball bearing 22A at a portion passing through the partition wall 6W. The left end portion 11f of the main input shaft 11 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a ball bearing 22B.

The right end portion 12r of the idle shaft 12 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a ball bearing 23A. The left end portion 12f of the idle shaft 12 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a ball bearing 23B.

The right end portion 13r of the sub-input shaft 13 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a ball bearing 24A. The left end portion 13f of the sub-input shaft 13 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a ball bearing 24B.

The right end portion 14r of the counter shaft 14 is rotatably supported by a bearing support portion (not shown) of the partition wall 6W of the light case 6 via a tapered roller bearing 25A. The left end portion 14f of the counter shaft 14 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a tapered roller bearing 25B.

As shown in FIG. 8, the right end 15r of the reverse shaft 15 is rotatably supported by the bearing support 6R of the partition wall 6W of the light case 6 via a ball bearing 26A, and the left end 15f of the reverse shaft 15 is rotatably supported by a bearing support portion 7R of the left side wall 7K (second left wall portion 7D) of the left case 7 via a ball bearing 26B.

As explained above, as shown in FIG. 4, FIG. 5, and FIG. 8, the left side wall 7K of the left case 7 has a first left wall portion 7C located in a direction away from the right case 6 with respect to the flange portion 7A. , a second left wall portion 7D that is installed on the rear side, is located in a direction away from the light case 6 with respect to the flange portion 7A, and is located closer to the light case 6 than the first left wall portion 7C. have.

The left end portions 11f, 12f, 13f, and 14f of the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 are supported by the bearing support portion of the first left wall portion 7C, and the main input shaft 11 , the left end portion 15f of the reverse shaft 15, which has a shorter axis length than the idle shaft 12, the sub-input shaft 13, and the counter shaft 14, and the differential device 17 are connected to the bearing support portion (including the bearing support portion 7R) of the second left wall portion 7D. ) is supported. That is, the second left wall portion 7D is the left wall 7K of the left case 7 located at least on the left side of the reverse drive shaft 15 and the differential device 17.

Here, the reason why the reverse shaft 15 can be formed to have a shorter shaft length than the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 is because the gear installed on the reverse shaft 15 is This is because there are fewer gears than the gears installed on the shaft 12, the sub-input shaft 13, and the counter shaft 14, and it is possible to move the reverse gear 15A and the reverse final drive gear 15B closer to the engine 20 side.

As shown in FIG. 7, the main input shaft 11 includes an input gear 11A for 1st gear, an input gear 11B for 2nd gear, an input gear 11C for 3rd/5th gear, and an input gear 11C for 4th/6th gear. It has an input gear 11D.

The input gear 11A for the first speed and the input gear 11B for the second speed are formed integrally with the main input shaft 11 and rotate together with the main input shaft 11. The input gear 11C for the third/fifth speed and the input gear 11D for the fourth/sixth speed are spline-fitted to the main input shaft 11 and rotate integrally with the main input shaft 11.

The diameters of the input gears 11A, 11B, 11C, and 11D increase from the input gear 11A toward the input gear 11D. Moreover, the input gears 11A, 11B, 11C, and 11D are installed in order from the engine 20 side. The input gears 11A and 11B are spaced apart from each other in the axial direction so that a synchronizer 31, which will be described later, can be installed on the counter shaft 14.

The input gear 11B and the input gear 11C are spaced apart from each other in the axial direction so that a reduction driven gear 14E, which will be described later, can be installed on the counter shaft 14 between them. The input gear 11C and the input gear 11D are installed apart from each other in the axial direction so that a synchronizer 32, which will be described later, can be installed on the counter shaft 14, and a synchronizer 33, which will be described later, can be installed on the idle shaft 12.

The counter shaft 14 includes a counter gear 14A for 1st gear, a counter gear 14B for 2nd gear, a counter gear 14C for 5th gear, a counter gear 14D for 6th gear, a reduction driven gear 14E, and a forward final drive. It has a gear 14F.

The counter gears 14A, 14B, 14C, and 14D are idle gears supported by the counter shaft 14 via needle bearings 14a, 14b, 14c, and 14d, and are rotatable relative to the counter shaft 14.

The reduction driven gear 14E is spline-fitted to the counter shaft 14 and rotates integrally with the counter shaft 14. The forward final drive gear 14F is formed integrally with the counter shaft 14 and rotates integrally with the counter shaft 14.

The counter gears 14A, 14B, 14C, and 14D have diameters that become smaller as they go from the counter gear 14A to the counter gear 14D, and mesh with the input gears 11A to 11D that constitute the same gear stage, respectively.

In addition, the counter gears 14A, 14B, 14C, 14D, reduction driven gear 14E, and final drive gear 14F are arranged in order from the engine 20 side: final drive gear 14F, counter gears 14A, 14B, reduction driven gear 14E, counter gear 14C, and 14D. is set up.

The idle shaft 12 has an idle gear 12A for the third speed, an idle gear 12B for the fourth speed, and a reduction drive gear 12C. The reduction drive gear 12C is located on the opposite side of the idle gear 12A for third speed with respect to the idle gear 12B for fourth speed.

The idle gear 12A for the third speed and the idle gear 12B for the fourth speed are idle gears supported by the idle shaft 12 via needle bearings 12a and 12b, and are rotatable relative to the idle shaft 12. ing.

The reduction drive gear 12C is spline-fitted to the idle shaft 12 so as to be in the same axial position as the second gear input gear 11B provided on the main input shaft 11, and is integral with the idle shaft 12. Rotate. Idle gear 12A for 3rd gear, idle gear 12B for 4th gear, and reduction drive gear 12C are, in order from the engine 20 side, reduction drive gear 12C, idle gear 12A for 3rd gear, and idle gear 12A for 4th gear. They are installed in the order of gear 12B.

In the axial position, the reduction drive gear 12C and the idle gear 12A for the 3rd speed stage are set apart so that the outer peripheral edge of a reduction drive gear 13B, which will be described later and is installed on the sub-input shaft 13, can fit between them. has been done.

The idle gear 12A for the third speed is meshed with the input gear 11C for the third/fifth speed. The idle gear 12B for the 4th speed is formed to have a smaller diameter than the idle gear 12A for the 3rd speed, and meshes with the input gear 11D for the 4th/6th speed.

In the transmission 4 of this embodiment, the 3rd speed and the 5th speed share one 3rd/5th speed input gear 11C, reducing the number of parts and downsizing the transmission 4 (axially (reduced dimensions). In addition, the 4th and 6th gears share one 4th/6th gear input gear 11D, reducing the number of parts and downsizing the transmission 4 (shortening the axial dimension). There is.

Further, the idle gear 12A for the 3rd speed and the counter gear 14C for the 5th speed are the same gear, and the idle gear 12B for the 4th speed and the counter gear 14D for the 6th speed are the same. It is made up of gears. By using the same gears, productivity is improved.

That is, it is possible to use the idle gear 12A for the 3rd speed as the counter gear 14C for the 5th speed, and conversely, use the counter gear 14C for the 5th speed as the idle gear 12A for the 3rd speed. Is possible.

Further, the idle gear 12B for the 4th speed can be used as the counter gear 14D for the 6th speed, and vice versa, the counter gear 14D for the 6th speed can be used as the idle gear 12B for the 4th speed. Is possible.

The sub input shaft 13 has a reduction driven gear 13A, a reduction drive gear 13B, and a damper mechanism 16. The reduction driven gear 13A, the reduction drive gear 13B, and the damper mechanism 16 are installed in this order from the engine 20 side: the damper mechanism 16, the reduction driven gear 13A, and the reduction drive gear 13B.

The reduction driven gear 13A is formed to have a larger diameter than the reduction drive gear 12C, and meshes with the reduction drive gear 12C. The reduction driven gear 13A is supported by the sub-input shaft 13 so as to be rotatable relative to the sub-input shaft 13 within a range allowed by the damper mechanism 16.

The reduction drive gear 13B is formed to have a larger diameter than the reduction driven gear 13A and a smaller diameter than the reduction driven gear 14E, and meshes with the reduction driven gear 14E. The reduction drive gear 13B is spline-fitted to the sub-input shaft 13 and rotates together with the sub-input shaft 13.

That is, the reduction driven gear 14E is formed to have a larger diameter than the reduction drive gear 12C, the reduction driven gear 13A, and the reduction drive gear 13B. Therefore, in the third and fourth gears, the power transmitted from the idle shaft 12 to the counter shaft 14 via the sub-input shaft 13 is reduced compared to the fifth and sixth gears.

Regarding the reduction ratio, it is also possible to set a gear position using the counter gear 14C installed on the counter shaft 14 between a gear position using the idle gear 12A and idle gear 12B installed on the idle shaft 12. However, since the operating mechanism for operating the synchronizers 32 and 33, which will be described later, is complicated, in this embodiment the synchronizers 32 and 33 are configured to switch successive gears.

The reduction drive gear 12C and the reduction driven gear 13A of this embodiment constitute a first reduction gear pair, and the reduction drive gear 13B and the reduction driven gear 14E constitute a second reduction gear pair. That is, the transmission 4 has two reduction gear pairs.

The reduction drive gear 12C, the reduction driven gear 13A, the reduction drive gear 13B, and the reduction driven gear 14E are installed approximately at the center in the axial direction of each shaft on which they are installed. In the axial direction, the first reduction gear pair is installed on the engine 20 side of the second reduction gear pair, and is installed at the same position as the input gear 11B and the counter gear 14B.

A part of the outer circumference of the reduction driven gear 14E is inserted between the input gear 11B for the second speed and the input gear 11C for the third/fifth speed in the axial direction of the main input shaft 11. A portion of the outer circumference of the reduction drive gear 13B is inserted between the reduction drive gear 12C and the third-speed idle gear 12A in the axial direction of the idle shaft 12.

Therefore, even if large-diameter reduction drive gear 13B and reduction driven gear 14E are used, the distance between the main input shaft 11, idle shaft 12, sub-input shaft 13, and counter shaft 14 can be shortened, and the transmission case 5 can be made smaller. can be achieved. As a result, the transmission 4 can be made smaller.

The damper mechanism 16 includes an outer cylinder member 16A, an elastic body 16B such as rubber, and an inner cylinder member 16C.

The inner cylinder member 16C is formed to have a smaller diameter than the outer cylinder member 16A, and is installed on the inner diameter side of the outer cylinder member 16A. That is, in the axial direction, the inner cylinder member 16C is installed at the same position as the outer cylinder member 16A. The inner cylinder member 16C is spline-fitted to the sub-input shaft 13 and rotates together with the sub-input shaft 13.

The elastic body 16B is installed between the inner diameter of the outer cylinder member 16A and the outer diameter of the inner cylinder member 16C, and has an outer peripheral surface and an inner peripheral surface fixed to the outer cylinder member 16A and the inner cylinder member 16C, respectively. That is, the elastic body 16B is installed between the outer cylinder member 16A and the inner cylinder member 16C in the radial direction.

The outer cylindrical member 16A has an extending portion extending toward the reduction driven gear 13A from a portion that accommodates the elastic body 16B, and an inner circumferential spline 16a is formed on the inner circumferential portion of the extending portion. The inner cylinder member 16C has an extending portion extending toward the reduction driven gear 13A from a portion where the elastic body 16B is attached, and an outer peripheral spline 16c is formed in the extending portion.

The reduction driven gear 13A has an extension that enters the inner diameter side of the extension of the outer cylinder member 16A and extends toward the inner cylinder member 16C, and an outer circumferential spline 13e is formed in the extension. The outer circumferential splines 16c and 13e are fitted into the inner circumferential spline 16a of the outer cylinder member 16A.

The inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 13e of the reduction driven gear 13A are formed with a small gap in the circumferential direction, and are spline-fitted tightly (with relatively little play in the rotational direction).

On the other hand, the inner circumferential spline 16a of the outer cylinder member 16A and the outer circumferential spline 16c of the inner cylinder member 16C have a large gap in the circumferential direction, and the splines are loose (with relatively much play in the rotational direction). They are mated. In other words, the outer cylindrical member 16A and the inner cylindrical member 16C are spline-fitted to allow some relative rotation.

The damper mechanism 16 transmits power between the auxiliary input shaft 13 and the reduction driven gear 13A, but due to the spline fitting described above between the inner spline 16a of the outer cylinder member 16A and the outer spline 16c of the inner cylinder member 16C, different It is possible to achieve a power transmission path.

In the rotational direction, when the inner spline 16a and the outer spline 16c are not in contact with each other, power is transmitted through the elastic body 16B, and when the inner spline 16a and the outer spline 16c are in contact with each other, power is transmitted through the inner spline 16a and the outer spline 16c. This makes it possible to transmit power.

In other words, when the driving force to be transmitted is relatively small, the damper mechanism 16 transmits power via the elastic body 16B, and when the driving force to be transmitted is relatively large, the inner circumferential spline 16a and the outer circumferential spline 16c abut against each other, causing the damper mechanism 16 to transmit power through the elastic body 16B. Power is transmitted via the circumferential spline 16a and the outer circumferential spline 16c. The elastic body 16B can absorb minute torque fluctuations (rotation fluctuations) and suppress rattling noise and the like.

The reverse shaft 15 has a reverse gear 15A and a reverse final drive gear 15B. The reverse gear 15A is supported by the reverse shaft 15 via a needle bearing 15a, and is rotatable relative to the reverse shaft 15. The reverse gear 15A meshes with the first speed counter gear 14A.

The reverse final drive gear 15B is formed integrally with the reverse shaft 15 and rotates together with the reverse shaft 15. The reverse final drive gear 15B meshes with the final driven gear 17A of the differential device 17.

The counter shaft 14 is provided with a synchronizer 31, and the synchronizer 31 is installed between the first gear counter gear 14A and the second gear counter gear 14B in the axial direction of the counter shaft 14. . The synchronizer 31 includes a hub 31A, a sleeve 31B, and synchronizer rings 31C and 31D.

The inner peripheral surface of the hub 31A is spline-fitted to the counter shaft 14, and the hub 31A rotates integrally with the counter shaft 14. The sleeve 31B is spline-fitted to the hub 31A and is movable in the axial direction of the counter shaft 14.

When the gear is shifted to the first or second gear by a shift operation, the sleeve 31B is moved from the neutral position to the counter gear 14A side for the first gear or the second gear by the shift fork 57A (see FIG. 8). It is moved to the counter gear 14B side. Note that the illustrated position of the sleeve 31B is a neutral position.

For example, when an automatic shift operation is performed, the sleeve 31B is driven by a shift unit 50, which will be described later. The shift unit 50 operates based on a shift map preset using throttle opening and vehicle speed as parameters when a shift lever (not shown) operated by the driver is shifted to a drive range or a reverse range. A shift and select shaft 59 of a shift device 72, which will be described later, is operated, and a synchronizer 31 and synchronizers 32, 33, and 34, which will be described later, are operated via the shift and select shaft 59 to control the gear position.

Splines 31a and 31b are formed on the inner peripheral surface of the sleeve 31B. The counter gear 14A for the first speed is formed with a spline 14g that fits into the spline 31a, and the counter gear 14B for the second speed is formed with a spline 14h that fits into the spline 31b.

When the sleeve 31B moves from the neutral position to the 1st gear counter gear 14A side, the spline 31a of the sleeve 31B engages with the spline 14g of the 1st gear counter gear 14A, so that the 1st gear is shifted through the sleeve 31B. The counter gear 14A for the gear stage is connected to the counter shaft 14, and the counter gear 14A for the first speed stage rotates integrally with the counter shaft 14.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the first speed input gear 11A and the first speed counter gear 14A.

When the sleeve 31B moves from the neutral position to the second gear counter gear 14B, the spline 31b of the sleeve 31B fits into the spline 14h of the second gear counter gear 14B, so that the second gear is shifted through the sleeve 31B. The counter gear 14B for the gear stage is connected to the counter shaft 14, and the counter gear 14B for the second gear rotates integrally with the counter shaft 14.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the second speed input gear 11B and the second speed counter gear 14B.

Here, the fact that the first speed counter gear 14A is connected to the counter shaft 14 by the synchronizer means that the first speed counter gear 14A is directly connected to the counter shaft 14 so as to rotate integrally with the counter shaft 14. Is Rukoto. Hereinafter, the expression that the gear is connected to the rotating shaft means that the gear is directly connected to the rotating shaft so as to rotate together with the rotating shaft.

The synchronizer ring 31C is provided between the hub 31A and the first speed counter gear 14A, and has a spline formed on its outer peripheral surface that fits into the spline 31a of the sleeve 31B.

The synchronizer ring 31D is provided between the hub 31A and the second speed counter gear 14B, and has a spline formed on its outer peripheral surface to fit into the spline 31b of the sleeve 31B.

In the synchronizer ring 31C, when the sleeve 31B moves from the neutral position to the first gear counter gear 14A side, the splines formed on the synchronizer ring 31C engage with the splines 31a of the sleeve 31B, and the first gear counter gear 14A moves from the neutral position to the first gear counter gear 14A. 14A, the rotation of the first speed counter gear 14A is synchronized with the rotation of the sleeve 31B (rotation of the counter shaft 14).

In the synchronizer ring 31D, when the sleeve 31B moves from the neutral position to the second speed counter gear 14B side, the splines formed on the synchronizer ring 31D engage with the splines 31b of the sleeve 31B, and the second speed counter gear 14B, the rotation of the second speed counter gear 14B is synchronized with the rotation of the sleeve 31B (rotation of the counter shaft 14).

In this way, the synchronizer 31 of this embodiment selectively connects the counter gear 14A for the first gear and the counter gear 14B for the second gear to the counter shaft 14, and performs a synchronized operation at the time of connection, thereby reducing the gear shift shock. and suppress the occurrence of abnormal noises.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the first speed input gear 11A and the first speed counter gear 14A. Further, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the first gear input gear 11B and the second gear counter gear 14B.

The counter shaft 14 is further provided with a synchronizer 32 that functions similarly to the synchronizer 31 described above. It is installed between the stage counter gears 14D.

A synchronizer 33 is installed on the idle shaft 12 and has the same function as the synchronizers 31 and 32 described above. It is installed between the stage idle gears 12B.

When shifted to the third speed by the shift operation, the synchronizer 33 connects the third speed idle gear 12A to the idle shaft 12.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the input gear 11C for the 3rd/5th speed and the idle gear 12A for the 3rd speed.

When shifted to the fourth speed by the shift operation, the synchronizer 33 connects the idle gear 12B for the fourth speed to the idle shaft 12.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the input gear 11D for 4th/6th speed and the idle gear 12B for 4th speed.

When the power of the engine 20 is transmitted to the idle shaft 12, the power of the engine 20 is transmitted from the idle shaft 12 to the reduction drive gear 12C, the reduction driven gear 13A, the damper mechanism 16, the sub input shaft 13, the reduction drive gear 13B, and the reduction driven gear 14E. is transmitted to the counter shaft 14 via.

As a result, in the third and fourth speeds, power is transmitted from the idle shaft 12 to the counter shaft 14 via the sub-input shaft 13, and the transmitted power (rotational speed) is reduced.

When shifted to the fifth speed by the shift operation, the synchronizer 32 connects the counter gear 14C for the fifth speed to the counter shaft 14.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11C for 3rd/5th speed and the counter gear 14C for 5th speed.

When the gear is shifted to the sixth gear by the shift operation, the synchronizer 32 connects the counter gear 14D for the sixth gear to the counter shaft 14.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11D for the 4th/6th speed and the counter gear 14D for the 6th speed.

A synchronizer 34 is installed on the reverse shaft 15. When shifted to the reverse gear by a shift operation, the synchronizer 34 connects the reverse gear 15A to the reverse shaft 15, and rotates the reverse gear 15A together with the reverse shaft 15. Note that, on the reverse shaft 15, a reverse final drive gear 15B, a reverse gear 15A, and a synchronizer 34 are installed in this order from the engine 20 side.

Thereby, the power of the engine 20 is transmitted from the main input shaft 11 to the reverse shaft 15 via the first speed input gear 11A, the first speed counter gear 14A, and the reverse gear 15A.

The synchronizers 32, 33, and 34 are of the so-called single cone type, and the synchronizer 31 is of the so-called triple cone type, but the synchronizers 32, 33, and 34 perform the same synchronous operation as the synchronizer 31. Therefore, a detailed explanation will be omitted.

The synchronizer 31 includes a shift fork 57A for 1st/2nd speed (see FIG. 8) that engages with the sleeve 31B, and a shifter shaft 57B for 1st/2nd speed to which the shift fork 57A is attached (see FIG. 8). ), a shift yoke for 1st/2nd speed (not shown) attached to the shifter shaft 57B, and a cam member 80 that engages with the shift yoke and is attached to the shift and select shaft 59 (Fig. 9) and is operated by a shift and select shaft 59.

The synchronizer 32 includes a shift fork 58A for the 5th/6th speed (see FIG. 8) that engages with the sleeve of the synchronizer 32, and a shifter shaft (not shown) for the 5th/6th speed to which the shift fork 58A is attached. , a shift yoke for fifth/sixth speed (not shown) attached to the shifter shaft, and is connected to the shift and select shaft 59 via a cam member 80 that engages with the shift yoke and is attached to the shift and select shaft 59. and is operated by a shift and select shaft 59.

The synchronizer 33 includes a shift fork 58B for 3rd/4th speed (see FIG. 8) that engages with the sleeve of the synchronizer 33, and a shifter shaft (not shown) for 3rd/4th speed to which the shift fork 58B is attached. , a shift yoke for third/fourth speed (not shown) attached to the shifter shaft, and is connected to the shift and select shaft 59 via a cam member 80 that engages with the shift yoke and is attached to the shift and select shaft 59. and is operated by a shift and select shaft 59.

The synchronizer 34 includes a reverse shift fork that engages with a sleeve of the synchronizer 34 (all not shown), a reverse shift shaft to which the reverse shift fork is attached, and a reverse shift fork attached to the reverse shift shaft. The shift yoke is connected to the shift and select shaft 59 via a cam member 80 that engages with the reverse shift yoke and is attached to the shift and select shaft 59, and is operated by the shift and select shaft 59.

As shown in FIG. 9, a shift device 72 is attached to the left case 7, and a shift and select shaft 59 is provided to the transmission 4. The shift and select shaft 59 is moved in the select direction (direction of the axis 59L of the shift and select shaft 59) S1 and in the shift direction (around the axis 59L of the shift and select shaft 59) by a shift actuator and a select actuator (not shown) provided in the shift unit 50. ) is operated in S2. Note that the direction of the axis 59L of the shift and select shaft 59 is simply referred to as the axial direction.

An operating lever 59A is provided at the upper end of the shift and select shaft 59. The operating lever 59A is operated by a shift actuator of the shift unit 50. When the operating lever 59A is operated by the shift actuator, the shift and select shaft 59 is rotated in the shift direction S2.

Further, the select actuator of the shift unit 50 presses the upper end of the shift and select shaft 59 to move the shift and select shaft 59 in the axial direction (downward) against the urging force of a return spring 79, which will be described later.

In this way, the shift unit 50 operates the shift and select shaft 59, and the shift and select shaft 59 changes the shift range (from 1st gear to 6th gear and reverse gear) by its movement.

As shown in FIG. 7, the forward final drive gear 14F and the reverse final drive gear 15B mesh with the final driven gear 17A of the differential device 17. As a result, the power (rotation) of the counter shaft 14 is transmitted to the differential device 17 via the forward final drive gear 14F, and the power (rotation) of the reverse shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B. transmitted to device 17.

The differential device 17 includes a final driven gear 17A, a differential case 17B to which the final driven gear 17A is attached to the outer periphery, and a differential mechanism 17C built into the differential case 17B.

A cylindrical portion 17a is provided at the left end of the differential case 17B, and a cylindrical portion 17b is provided at the right end of the differential case 17B. One end portion of each of the left and right drive shafts 18L, 18R is inserted into the cylindrical portions 17a, 17b.

Specifically, as shown in FIG. 1, an opening 7c is formed in the first left wall 7C, and one end of the left drive shaft 18L is inserted into the cylindrical portion 17a through the opening 7c. has been done. One end of the right drive shaft 18R is inserted into the cylindrical portion 17b through an opening (not shown) in the partition wall 6W.

One end portion of the left and right drive shafts 18L, 18R is connected to a differential mechanism 17C, and the other end portions of the left and right drive shafts 18L, 18R are connected to left and right drive wheels (not shown), respectively.

The differential device 17 distributes the power of the engine 20 to the left and right drive shafts 18L and 18R using a differential mechanism 17C, and transmits the power to the drive wheels.

As shown in FIGS. 2 and 3, a motor 35 is installed on the upper front side of the left case 7. As shown in FIGS. The motor 35 includes a motor case 35A, a motor output shaft 35B (see FIGS. 6 and 7) rotatably supported by the motor case 35A, and a motor connector 35C attached to the motor case 35A.

The right end of the motor case 35A is attached to the upper wall 6B and front wall 6C of the light case 6 by brackets 36A and 36B. The left end of the motor case 35A is attached to the reducer case 8. That is, the motor 35 is installed on the front upper side of the transmission case 5 with the motor output shaft 35B along the left-right direction. The motor 35 and the motor output shaft 35B are arranged in a positional relationship as shown in FIGS. 6 and 7, parallel to a shaft arranged inside the transmission.

A rotor (both not shown) and a stator around which a coil is wound are housed inside the motor case 35A.

In the motor 35, three-phase alternating current is supplied to the coil, thereby generating a rotating magnetic field that rotates in the circumferential direction. The stator rotates the rotor, which is integrated with the motor output shaft 35B, by interlinking the generated magnetic flux with the rotor.

Motor connector 35C projects upward from the right end of motor case 35A. A power cable (not shown) that supplies electric power for driving the motor 35 is connected to the motor connector 35C.

The power cable is connected to the motor connector 35C by being inserted from the left side. That is, the power cable is routed so as to pass above the motor case 35A. By arranging the motor connector 35C to protrude upward from the motor case 35A, it is possible to suppress water exposure during driving in a flooded waterway, and to facilitate connection work from above, thereby improving maintainability.

As shown in FIG. 7, a sprocket mounting portion 12M is provided at the left end of the idle shaft 12, and the sprocket mounting portion 12M is located outside the ball bearing 23B and the left side wall 7K (first left wall portion 7C). In other words, it protrudes outward from the left case 7. Therefore, the sprocket mounting portion 12M is supported by the ball bearing 23B in a cantilevered manner.

A sprocket 37 is attached to the sprocket attachment portion 12M, and a chain 38 is wound around the sprocket 37. The chain 38 is wound around a sprocket 35D attached to the motor output shaft 35B.

Therefore, the power of the motor 35 is transmitted from the motor output shaft 35B to the idle shaft 12 via the chain 38 and sprocket 37. That is, the idle shaft 12 functions as an input shaft to which the power of the motor 35 is transmitted.

In FIG. 6, the motor output shaft 35B is installed forward of the main input shaft 11, the idle shaft 12, the sub input shaft 13, the counter shaft 14, and the reverse shaft 15, and is also installed above each shaft.

The idle shaft 12 is the shaft installed on the most front side among the main input shaft 11, idle shaft 12, sub input shaft 13, counter shaft 14, and reverse drive shaft 15, and is installed diagonally below the rear side of the motor output shaft 35B. has been done. The main input shaft 11 is installed diagonally above the rear side of the idle shaft 12, and the sub input shaft 13 is installed diagonally below the rear side of the idle shaft 12.

The counter shaft 14 is installed behind the idle shaft 12 and between the main input shaft 11 and the sub-input shaft 13 in the vertical direction.

That is, the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14 are arranged so that the main input shaft 11, the axial center O1, the idle shaft 12, the axial center O2, the auxiliary input shaft 13, the axial center O3, and the counter shaft 14 It is installed in the gear chamber 21 so that an imaginary line L1 connecting the axis O4 of the gear chamber 21 forms a square.

In FIG. 6, the motor 35 and the motor output shaft 35B are arranged so as to face the side connecting the axis O1 of the rectangular main input shaft 11 and the axis O2 of the idle shaft 12. Specifically, the motor 35 and the motor output shaft 35B are arranged slightly closer to the axis O2 while facing the side connecting the axis O1 and the axis O2.

Furthermore, the left case 7 has a surface facing the motor 35 that is diagonally downward in the front, similar to a virtual straight line L3 described later, and a surface that faces the motor 35 is a vertically downward slope that is steeper than the virtual straight line L3. It is formed on a slope, and an installation space for the motor 35 is formed in front of the surface facing the motor 35, so that the motor 35 can be disposed further to the rear. That is, in the left case 7, the front upper part is located at the rear compared to the front lower part, and an installation space for the motor 35 is formed in front of the front upper part.

The idle shaft 12 is located closer to the motor 35 than the main input shaft 11, the sub-input shaft 13, and the counter shaft 14. Therefore, the chain 38 can be shortened, the reduction gear case 8 can be made smaller, and the transmission 4 can be made smaller.

The auxiliary input shaft 13 is located in the direction in which the tension of the chain 38 acts on the idle shaft 12, that is, approximately on an extension line of an imaginary straight line L2 connecting the shaft center O5 of the motor output shaft 35B and the shaft center O2 of the idle shaft 12. It is installed in Specifically, the axis O3 of the sub-input shaft 13 is located slightly forward of the virtual straight line L2.

The main input shaft 11, the idle shaft 12, and the sub-input shaft 13 are connected to the axial center O2 of the idle shaft 12 and the main It is installed so that a virtual straight line L3 connecting the axis O1 of the input shaft 11 is approximately at a right angle.

Specifically, the main input shaft 11, the idle shaft 12, and the sub-input shaft 13 are installed so that the virtual straight line L4 is at an obtuse angle with respect to the virtual straight line L3. Moreover, the main input shaft 11 is installed on the opposite side of the sub-input shaft 13 with respect to a virtual straight line L2 connecting the axial center O5 of the motor output shaft 35B and the axial center O2 of the idle shaft 12.

As shown in FIG. 6, the reverse shaft 15 is installed above the final driven gear 17A and diagonally above the rear side of the counter shaft 14. Comparing the positions of the shaft centers, the reverse shaft 15 is the main input shaft 11, the idle shaft 12 , are installed above the sub-input shaft 13 and the counter shaft 14. That is, the reverse shaft 15 of this embodiment is installed above the counter shaft 14 installed closest in the front-rear direction.

As shown in FIGS. 4 and 5, an opening 7h is formed in the left side wall 7K of the left case 7. A sprocket mounting portion 12M of the idle shaft 12 is inserted through the opening 7h, and the sprocket mounting portion 12M protrudes outward (leftward) from the gear chamber 21 through the opening 7h. Although not shown in FIGS. 4 and 5, the sprocket 37 is installed on the left side of the left side wall 7K (first left wall portion 7C) of the left case 7 and outside the left case 7. .

As shown in FIGS. 1 and 2, the reducer case 8 is connected to the left side wall 7K (first left wall portion 7C) of the motor case 35A and the left case 7 by bolts (not shown) so as to cover the motor case 35A from the left side. ) is installed.

The reducer case 8 accommodates a chain 38, and is formed in a shape that follows the chain 38 that is wound around the sprocket 35D and the sprocket 37 of the motor output shaft 35B. When viewed from the left, the left case 7 is installed so as to be inclined diagonally downward from the left side of the front part of the left case 7 so that the rear part is downward.

The reducer case 8 is open at the right side where the motor output shaft 35B is inserted and the sprocket mounting portion 12M is inserted, and on the left side, and the reducer cover 9 closes the left side opening of the reducer case 8. It is attached to the reducer case 8 with bolts 10B.

An opening (not shown) is formed in the left side wall 7K of the left case 7. As shown in FIG. 1, a parking cover 42 is attached to the left case 7 with bolts 10C, and the parking cover 42 covers the opening. A parking device (not shown) is installed in the transmission 4.

When the parking cover 42 is removed from the left side wall 7K of the left case 7, the operator can replace or maintain the parking device.

The left case 7 has a rear wall 7B that serves as a rear peripheral wall when mounted on the vehicle 1. As shown in FIG. 5, an opening 70 is provided in the upper part of the rear wall 7B of the left case 7, and a mounting surface 71 is formed around the opening 70 (outer periphery).

That is, the rear wall 7B extends in the vehicle width direction between the first left wall portion 7C and the second left wall portion 7D, and extends from the rear end edge of the lower wall portion, which is the lower peripheral wall of the left case 7, to the upper portion. The opening 70 corresponds to a hole surrounded by the mounting surface 71 processed at the upper part of the rear wall 7B.

As shown in FIG. 9, the mounting surface 71 around the opening 70 extends in the front-rear direction at an angle with respect to the axis 59L of the shift and select shaft 59, and extends from the first left wall portion 7C to the second It extends in the left-right direction toward the left wall portion 7D and is formed to surround the opening 70 (see FIG. 5). As a result, the opening 70 is inclined with respect to the axis 59L of the shift and select shaft 59, and opens obliquely rearward and upward.

The shift and select shaft 59 of this embodiment is installed so that the axis 59L extends in the vertical direction, and the opening 70 and the mounting surface 71 extend from the rear to the front with respect to the axis 59L of the shift and select shaft 59. It is sloped upward according to the direction. That is, as shown in FIG. 9, the upper end 74e of the flange portion 74 is located near the shift and select shaft 59, and the lower end 74f of the flange portion 74 is located away from the shift and select shaft 59. The mounting surface 71 is arranged at an angle.

As shown in FIG. 4, a shift device 72 is attached to the left case 7. The shift device 72 includes a shift case 73 and a shift and select shaft 59. As shown in FIGS. 11 to 14, shift case 73 includes a flange portion 74 and a shift case body 75. As shown in FIGS.

The flange portion 74 extends obliquely to the axis 59L of the shift and select shaft 59, and is attached to the mounting surface 71 around the opening 70. That is, the flange portion 74 is inclined parallel to the opening portion 70 and the mounting surface 71.

As shown in FIG. 13, the flange portion 74 is provided with four bolt holes 74b and two fitting holes 74c and 74d. A bolt 10I (see FIG. 4) is inserted into the bolt hole 74b, and knock pins 76A and 76B are fitted into the fitting holes 74c and 74d.

As shown in FIG. 5, a screw hole 71a and fitting holes 71b and 71c are formed in the mounting surface 71 around the opening 70. A bolt 10I (see FIG. 4) is screwed into the screw hole 71a, and knock pins 76A and 76B are fitted into the fitting holes 71b and 71c.

In the flange portion 74, the bolt hole 74b and the screw hole 71a match by fitting the dowel pins 76A, 76B into the fitting holes 74c, 74d of the flange portion 74 and the fitting holes 71b, 71c of the mounting surface 71. In this way, it is superimposed on the mounting surface 71. At this time, shift case 73 becomes immovable with respect to opening 70 (left case 7), and positional displacement with respect to opening 70 is suppressed.

Then, the shift case 73 is attached to the left case 7 so as to close the opening 70 by fastening the bolts 10I to the matching bolt holes 74b and screw holes 71a.

As shown in FIGS. 8 and 10, the shift device 72 is installed in the axial direction of the reverse shaft 15 so as to be aligned with the reverse shaft 15. Specifically, as shown in FIG. 10, when viewed from the axial direction (vehicle width direction) of the reverse shaft 15, the shift device 72, the reverse shaft 15, and the reverse gear 15A are arranged to overlap.

Further, as shown in FIG. 10, when viewed from the axial direction (vehicle width direction) of the reverse shaft 15, the shift and select shaft 59 is arranged so as to overlap the reverse gear 15A. The shift cases 73 are arranged side by side in the axial direction of the reverse shaft 15.

In other words, the shift case 73 is arranged on the left side of the reverse shaft 15 and the reverse gear 15A. In addition, the shift device 72 is installed at the same position in the axial direction as the synchronizer 32 provided on the counter shaft 14 and the synchronizer 33 provided on the idle shaft 12. Specifically, the shift and select shaft 59 is installed at the same axial position as the synchronizer 32 and the synchronizer 33.

As shown in FIG. 9, the shift and select shaft 59 is installed such that the lower end portion 59b is located above the counter shaft 14. As shown in FIG. That is, when viewed from the axial direction (vehicle width direction) of the reverse shaft 15, the lower end portion 59b of the shift and select shaft 59 is located above the first gear counter gear 14A, which has the largest diameter among the counter gears. positioned.

That is, the lower end portion 59b of the shift and select shaft 59 is disposed above, in the longitudinal direction, between the front end and the rear end of the counter gear 14A for the first gear, which has the largest diameter among the counter gears. It is located above counter gear 14D and reduction driven gear 14E.

In this embodiment, the lower end 59b of the shift and select shaft 59 is disposed above the upper end of the first gear counter gear 14A, which has the largest diameter among the counter gears.

The mounting surface 71 of the opening 70 is located at the rear of the upper wall 7E of the left case 7 and extends below the upper wall 7E. In other words, the upper end of the mounting surface 71 extending in the left-right direction is formed at approximately the same height as the upper wall 7E of the left case 7, and the lower end thereof is located below the upper wall 7E. Therefore, most of the flange portion 74 of the shift case 73 is located below the upper wall 7E of the left case 7.

That is, in the left case 7 of this embodiment, the mounting surface 71 of the opening 70 is formed such that the flange portion 74 is located below the upper wall 7E of the left case 7. As shown in FIG. 9, the mounting surface 71 is formed such that the lower end of the mounting surface 71 protrudes rearward from the upper end of the mounting surface 71.

Note that the mounting surface 71 is the upper part of the rear wall 7B, and since the mounting surface 71 is arranged diagonally, the upper end of the mounting surface 71 is the front end of the mounting surface 71, and the lower end of the mounting surface 71 is This section corresponds to the rear end of the mounting surface 71.

A lower portion of the rear wall 7B is located below the shift case 73. As shown in FIG. 9, the lower part of the rear wall 7B (hereinafter simply referred to as the lower part 7b) extends forward and downward approximately perpendicularly to the lower end (rear end) of the mounting surface 71, and then extends downward. It is bent and concave in the front. That is, the lower portion 7b is located forward of the rear end of the shift case 73, that is, the rear end 74r of the flange portion 74.

In FIG. 9, when viewed from the axial direction of each shaft, a portion of the drive shaft 18L enters below the shift case 73 behind the lower portion 7b of the rear wall 7B, as shown by the imaginary line. Specifically, a constant velocity joint portion of the drive shaft 18L having a relatively large diameter is arranged below the shift case 73 behind the lower portion 7b. That is, the shift case 73 is arranged above the drive shaft 18L.

Here, the drive shaft 18L that enters below the lower part 7b of the rear wall 7B is on the left outer side of the left case 7 and is larger than the right end of the drive shaft 18L that is inserted into the cylindrical part 17a of the differential case 17B. This is the diameter part.

As shown in FIG. 14, the upper end 74e of the flange portion 74 is located near the shift and select shaft 59, and the lower end 74f of the flange portion 74 is located away from the shift and select shaft 59.

A through hole 74g is provided in the upper wall 75A continuous to the upper end 74e of the flange portion 74. A shift and select shaft 59 is disposed through the through hole 74g, and the through hole 74g serves as a support portion that supports the upper end 59a side of the shift and select shaft 59 in the axial direction.

A lower protrusion 77 is provided at the lower end 74f of the flange portion 74. The lower protrusion 77 protrudes horizontally from the lower end 74f of the flange portion 74 toward the shift and select shaft 59, and a through hole 77a is formed at the tip of the lower protrusion 77. The shift and select shaft 59 is disposed through the through hole 77a, and the through hole 77a serves as a support portion that supports the lower end portion 59b of the shift and select shaft 59 in the axial direction.

In the state where the shift and select shaft 59 passes through the through holes 74g and 77a, the shift and select shaft 59 is movable in the axial direction with respect to the flange portion 74 and rotates around the axis 59L with respect to the flange portion 74. do.

That is, the shift and select shaft 59 is installed so as to be movable in the axial direction with respect to the shift case 73 and to rotate around the axis 59L with respect to the shift case 73.

In the shift device 72, a portion of the shift and select shaft 59 passes through the opening 70 and enters the inside of the left case 7 with the flange portion 74 in contact with the mounting surface 71 of the opening 70.

As shown in FIG. 11, the shift case main body 75 bulges out from the flange portion 74 toward the rear, which is the opposite side to the shift and select shaft 59. As shown in FIG.

Specifically, the shift case main body 75 extends from the flange portion 74 in a diagonal direction (horizontally when mounted on the vehicle) with respect to the mounting surface 71, and is movable in the axial direction of the shift and select shaft 59, and is movable along the axis 59L. It has an upper wall 75A that is rotatably supported around it. That is, the shift case main body 75 has an upper wall 75A extending perpendicularly to the shift and select shaft 59 from the flange portion 74.

The shift case main body 75 has a vertical wall 75B that extends from the flange portion 74 in an oblique direction (upward when mounted on the vehicle) with respect to the mounting surface 71, and has an upper end connected to the tip (rear end) of the upper wall 75A.

As shown in FIGS. 11 and 12, the shift case main body 75 has a left side wall 75C that connects the left end 75a of the upper wall 75A, the left end 75b of the vertical wall 75B, and the flange 74. The shift case main body 75 has a right side wall 75D (see FIG. 12) that connects the right end 75c of the upper wall 75A, the right end 75d of the vertical wall 75B, and the flange 74.

In addition, the flange portion 74, the upper wall 75A, and the vertical wall 75B extend in the direction in which each shaft extends (vehicle width direction), and the left wall 75C and right wall 75D extend in the direction in which each shaft extends. The shift case body 75 extends along the front-rear direction orthogonal to the front-rear direction, and has a triangular shape when viewed from the vehicle width direction.

As shown in FIGS. 11 and 14, the shift case 73 is provided with a cylindrical portion 78. The cylindrical portion 78 projects upward in the axial direction of the shift and select shaft 59 from the upper end portion 74e of the flange portion 74 and the upper wall 75A of the shift case body 75.

A return spring 79 is accommodated in the cylindrical portion 78 . A spring receiver 59B is provided at the upper end 59a of the shift and select shaft 59, and a return spring 79 is provided between the spring receiver 59B and the bottom of the cylindrical portion 78.

Specifically, the spring receiver 59B is in contact with the lower surface of the operating lever 59A attached to the upper end of the shift and select shaft 59, and applies the force of the return spring 79 to the shift and select shaft 59 via the operating lever 59A. tell.

The return spring 79 urges the shift and select shaft 59 upward in the axial direction. As shown in FIGS. 9 and 14, the position where the shift and select shaft 59 is most urged upward by the return spring 79 is the basic position for speed change control.

The shift and select shaft 59 moves stepwise downward from the neutral position in the select direction S1 by a distance corresponding to the gear position, and at each stop position (position of each shift yoke) shifts in the clockwise or counterclockwise shift direction S2. By rotating, a predetermined gear stage is established.

As shown in FIG. 14, a cam member 80 is fixed to the shift and select shaft 59, and the cam member 80 moves integrally with the shift and select shaft 59.

The cam member 80 has a cam surface 80A that is arranged facing the vertical wall 75B and extends along the shift and select shaft 59, and a surface located on the opposite side of the cam surface 80A that extends in the axial direction of the shift and select shaft 59. A finger portion 80B protrudes in a perpendicular direction (more specifically, forward in the radial direction of the shift and select shaft 59), and a surface that is disposed facing the left wall 75C and extends along the shift and select shaft 59. 80C (see FIG. 13).

The finger portion 80B fits into any one of the shift yokes for 1st/2nd gear, 3rd/4th gear, 5th/6th gear, and reverse shift yoke. , by rotating around the axis 59L of the shift and select shaft 59, these shift yokes are moved in the shift direction (the axial direction of each shaft).

An interlock plate 81 is attached to the shift and select shaft 59 so as to cover the cam member 80, and the interlock plate 81 moves in the axial direction integrally with the shift and select shaft 59, and is connected to the shift and select shaft 59. Rotates relative to 59.

As shown in FIG. 13, the interlock plate 81 has a slit 81a extending laterally. The tip portion 80b of the finger portion 80B is arranged within the slit 81a. The interlock plate 81 and the tip portion 80b of the finger portion 80B fit into the four shift yokes described above, and the tip portion 80b fits into any one of the four shift yokes.

By rotating around the axis 59L of the shift and select shaft 59, the tip portion 80b moves this shift yoke in the shift direction (the axial direction of each shaft).

At this time, the remaining three shift yokes contact the interlock plate 81 and do not engage with the finger portion 80B. That is, the remaining three shift yokes are prevented from moving in the shift direction and maintain their positions.

In the shift device 72, the shift and select shaft 59 moves in the select direction S1 to select one shift yoke to which the finger portion 80B is fitted.

Thereafter, when the shift and select shaft 59 rotates in the shift direction S2, the shifter shaft is moved in the axial direction by moving one shift yoke fitted with the finger portion 80B, and the shift fork connected to the shifter shaft moves. The sleeve of any one of the synchronizers 31 to 34 is moved in the axial direction of each shaft. As a result, the power transmission path is switched, that is, the gear stage is switched.

The upper and lower surfaces of the cam member 80 are in contact with the upper and lower inner surfaces of the interlock plate 81, and the interlock plate 81 and the cam member 80 do not move relative to each other in the axial direction of the shift and select shaft 59.

A guide groove 80C formed on the outer peripheral surface of the cam member 80 is composed of a plurality of grooves arranged in the same manner as the shift pattern, and a guide pin 82 is inserted into the guide groove 80C.

As shown in FIG. 11, an intermediate protrusion 88 is provided between the upper end 74e and the lower end 74f of the flange portion 74. As shown in FIG. The intermediate protrusion 88 protrudes from the vertical wall 75B of the shift case body 75 toward the shift and select shaft 59 side.

The guide pin 82 is attached to the tip of the intermediate protrusion 88 in the protrusion direction, and is disposed on the shift and select shaft 59 side with respect to the attachment surface 71. That is, the guide pin 82 enters into the opening 70 (inside the left case 7).

The guide pin 82 is installed so that its axial direction is perpendicular to the axis 59L of the shift and select shaft 59, and is inserted into the guide groove 80C. Specifically, the guide pin 82 is installed in the shift case 73 so that its axial direction is parallel to the axial direction of the rotating shaft.

The tip of the guide pin 82 is inserted into a guide groove 80C formed in the cam member 80, which moves as the shift and select shaft 59 moves in the select direction S1 and rotates in the shift direction S2.

Therefore, the moving direction of the guide groove 80C (cam member 80) is regulated by the guide pin 82, and after the gear change is completed, the guide pin 82 comes into contact with the wall surface of the guide groove 80C, causing the cam member 80 to move further. Prevent rotation.

As a result, the amount of movement (moveable position) of the shift and select shaft 59 in the select direction S1 and shift direction S2 is restricted, and inappropriate movement of the shift and select shaft 59 in the select direction S1 and shift direction S2 is restricted. position.

In the neutral state, the shift and select shaft 59 is urged upward by the return spring 79. At this time, the guide pin 82 is in contact with the guide groove 80C. This restricts the shift and select shaft 59 from moving above the neutral position.

A vertical notch 81b is formed in the wall of the interlock plate 81 facing the intermediate protrusion 88 (see FIG. 11), and the guide pin 82 is inserted into the guide groove 80C through the notch 81b. It has been inserted.

The width of the notch 81b is slightly larger than the diameter of the guide pin 82, and when the interlock plate 81 attempts to rotate around the axis 59L of the shift and select shaft 59, the width of the notch 81b is slightly larger than the diameter of the guide pin 82. Interlock plate 81 abuts guide pin 82 . As a result, rotation of the interlock plate 81 is restricted, and rotation of the interlock plate 81 is prevented.

Further, the length of the notch 81b is formed to a length that does not become an obstacle when the shift and select shaft 59 moves in the axial direction. When the shift and select shaft 59 moves in the axial direction, the notch 81b (interlock plate 81) moves along the guide pin 82, so that the interlock plate 81 is moved by the guide pin 82. You will be guided.

As shown in FIG. 14, a cylindrical boss portion 75E is provided on the shift case body 75 (vertical wall 75B) facing the cam surface 80A of the cam member 80 in the direction orthogonal to the axial direction of the shift and select shaft 59. It is being

A detent member 83 is attached to the boss portion 75E. The detent member 83 includes a cylindrical body 83A attached to the boss portion 75E, a movable body 83B housed in the cylindrical body 83A, and a coil housed in the cylindrical body 83A that presses the movable body 83B against the cam surface 80A. It has a spring 83C.

The detent member 83 applies a pressing force between the movable body 83B and the cam surface 80A by the coil spring 83C, so that when the cam member 80 (shift and select shaft 59) moves in the select direction S1 and the shift direction S2, Gives operational power.

As shown in FIG. 14, a breather plate 84 is provided inside the shift case body 75. The breather plate 84 has a plate main body 84A, a lower protrusion 84B, and an upper protrusion 84C.

The plate body 84A is disposed between the vertical wall 75B and the shift and select shaft 59, extends from the vicinity of the upper wall 75A of the shift case body 75 to the vicinity of the lower protrusion 77, and is arranged vertically inside the shift case body 75. It covers the wall 75B. The plate body 84A is fastened to the shift case body 75 (specifically, the vertical wall 75B) with bolts 10J (see FIG. 13).

The lower protrusion 84B and the upper protrusion 84C are arranged to face each other in the vertical direction with the boss 75E in between, and protrude horizontally from the plate body 84A toward the vertical wall 75B of the shift case body 75. .

The tips of the lower protruding portion 84B and the upper protruding portion 84C in the protruding direction are shaped along the inner surface of the vertical wall 75B of the shift case body 75. A slight gap is formed between the tip of the upper protrusion 84C in the protrusion direction and the vertical wall 75B of the shift case body 75. Similarly, a small gap is formed between the tip of the lower protrusion 84B in the protrusion direction and the vertical wall 75B of the shift case body 75.

The plate main body 84A is installed so as to extend in the vertical direction between the vertical wall 75B of the shift case main body 75 and the shift and select shaft 59 in the front-rear direction. That is, the breather plate 84 is installed closer to the vertical wall 75B of the shift case body 75 than the shift and select shaft 59 (the gear chamber 21 side). Further, a detent member 83 passes through the plate main body 84A and is installed between the cam member 80 and the boss portion 75E.

A main breather chamber 85 is formed inside the shift case body 75 and is surrounded by a plate body 84A, an upper wall 75A of the shift case body 75, a vertical wall 75B, a left side wall 75C, and a right side wall 75D.

A gap is formed between the breather plate 84 and the shift case body 75 (specifically, between the lower protrusion 84B and the vertical wall 75B), and the main breather chamber 85 communicates with the gear chamber 21 through the gap. are doing.

As shown in FIG. 14, a bulge 86 is provided at the top of the vertical wall 75B of the shift case body 75. The bulging portion 86 bulges out from the shift case body 75 to the outside of the left case 7 on the opposite side to the shift and select shaft 59 (behind the shift case body 75).

As shown in FIG. 12, the bulging portion 86 is located above the detent member 83, and the detent member 83 and the bulging portion 86 are installed in parallel in the vertical direction. Further, the bulging portion 86 (sub-breather chamber 86A) is installed at a higher position than the upper protruding portion 84C.

As shown in FIG. 14, a sub-breather chamber 86A is formed inside the bulge 86, and the sub-breather chamber 86A communicates with the main breather chamber 85 at a position higher than the upper protrusion 84C. The sub-breather chamber 86A is formed to have a smaller volume than the main breather chamber 85.

A breather hole 86a is formed in the upper wall 86b of the bulging portion 86, and a breather pipe 87 is attached to the breather hole 86a to communicate the sub-breather chamber 86A with the outside of the transmission case 5.

That is, the bulging portion 86 is provided with a breather pipe 87, and this breather pipe 87 is connected from the outside of the transmission case 5 to the sub-breather chamber when the pressure inside the transmission case 5, that is, the gear chamber 21 is low. Outside air is introduced into the transmission case 5 (gear chamber 21) through 86A and the main breather chamber 85.

On the other hand, when the pressure in the gear chamber 21 becomes high, the breather pipe 87 releases the internal air of the transmission case 5 to the outside through the main breather chamber 85 and the sub-breather chamber 86A, thereby releasing the pressure from the gear chamber 21.

In addition, the oil scraped up by the input gear 11A to the input gear 11D, from the counter gear 14A to the counter gear 14D, etc. is blocked by the breather plate 84 and is prevented from entering the main breather chamber 85. It is also prevented from entering the sub-breather chamber 86A as it is blocked by the upper protrusion 84C, and is prevented from leaking to the outside of the transmission case 5 through the breather pipe 87.

As shown in FIGS. 1 to 3, a shift unit 50 is installed on the upper wall 7E of the left case 7, and the shift unit 50 is located behind the motor 35.

The shift unit 50 includes a base plate 51, a reservoir tank 52, an accumulator 53, an oil pump 54, a motor 55, and a housing 56.

As shown in FIG. 1, the base plate 51 includes a flat plate portion 51A and an accumulator mounting portion 51B that protrudes downward from the rear of the plate portion 51A. It is attached to the upper wall 7E of.

The reservoir tank 52 is attached above the plate portion 51A, and stores oil for operating the shift and select shaft 59 (see FIG. 4).

The oil pump 54 is attached to the lower side of the rear end of the plate portion 51A. The motor 55 is installed above the rear end of the plate portion 51A so as to face the oil pump 54 vertically across the plate portion 51A.

The oil pump 54 is driven by a motor 55, pressurizes the hydraulic oil stored in the reservoir tank 52, and transfers the pressure to the accumulator 54 via an oil passage (not shown) formed in the plate portion 51A and the accumulator mounting portion 51B. supply to. That is, an oil passage is formed inside the base plate 51, and the oil pump 54 supplies and accumulates pressurized hydraulic oil to the accumulator 53.

The accumulator 53 is attached to the accumulator attachment part 51B, and extends leftward from the accumulator attachment part 51B so as to cross the rear of the left case 7. The accumulator 53 is installed on the left side of the second left wall portion 7D of the left case 7 in the left-right direction.

The accumulator 53 stores the pressure of the hydraulic oil supplied from the oil pump 54 and supplies high-pressure oil pressure to the housing 56 through an oil passage (not shown) formed in the base plate 51.

The housing 56 is installed above the plate portion 51A so as to be located behind the reservoir tank 52, and the housing 56 includes a control device, a shift operation solenoid, a select operation solenoid, and a clutch operation solenoid, all of which are not shown. , a shift actuator, a select actuator, and a clutch actuator.

The shift operation solenoid and the select operation solenoid are actuated by a control signal output from the control device to cause high pressure hydraulic oil supplied from the accumulator 53 to act on the shift actuator, select actuator, and clutch actuator. , the select actuator, and the clutch actuator, and operate the shift and select shaft 59 in the shift direction and the select direction, as well as operate the clutch on and off.

The control device outputs a drive signal to the motor 55 to drive the motor 55. The control device also detects, for example, detection information of a shift position sensor (not shown) that detects a shift operation of a shift lever (not shown) provided in the driver's seat, detection information of a vehicle speed sensor (not shown) that detects vehicle speed, and the amount of depression of an accelerator pedal. The shift point is determined based on the detected information from the detected accelerator sensor and the like.

When the control device determines the shift point, it outputs a control signal to the shift operation solenoid, select operation solenoid, and clutch operation solenoid, controls these solenoids, and drives the shift actuator, select actuator, and clutch actuator. , operate the shift and select shaft 59. As a result, the speed change control of the transmission 4 is performed.

The main input shaft 11, the idle shaft 12, the sub-input shaft 13, the counter shaft 14, the reverse shaft 15, the gears 11A, 11B, 11C, 11D, 12A, 12B, 12C, 13A, 13B, 14A, 14B, 14C, 14D, 14E, 14F, and 15A constitute a transmission mechanism 60 that changes the power (rotational speed) of the engine 20, and the transmission mechanism 60 of this embodiment is a stepped transmission mechanism. .

Moreover, the gears 11A, 11B, 11C, 11D, 12A, 12B, 12C, 13A, 13B, 14A, 14B, 14C, 14D, 14E, 14F, and 15A constitute the transmission gear of the present invention.

Next, the power transmission paths in the main gear stages will be explained.
(Power transmission path when the gear is 1st gear)
In the first gear, the synchronizer 31 moves from the neutral position toward the first gear counter gear 14A, and connects the first gear counter gear 14A to the counter shaft 14.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the first speed input gear 11A, the first speed counter gear 14A, and the synchronizer 31.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the forward final drive gear 14F, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. distributed.

In addition, in the second gear, the power of the engine 20 transmitted to the main input shaft 11 is transmitted through the input gear 11B for the second gear, the counter gear 14B for the second gear, and the synchronizer 31, as in the first gear. The signal is transmitted to the counter shaft 14 via the counter shaft 14.

(Power transmission path when the gear is 3rd gear)
In the third speed, the synchronizer 33 moves from the neutral position toward the third speed idle gear 12A, and connects the third speed idle gear 12A to the idle shaft 12.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the third/fifth speed input gear 11C, the third speed idle gear 12A, and the synchronizer 33.

Next, the power of the engine 20 transmitted to the idle shaft 12 is transmitted from the reduction drive gear 12C to the reduction driven gear 13A, and then transmitted to the sub-input shaft 13 via the damper mechanism 16, and then from the sub-input shaft 13 to the reduction driven gear 13A. The speed is reduced and transmitted to the counter shaft 14 via gear 13B and reduction driven gear 14E.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the forward final drive gear 14F, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. distributed.

A damper mechanism 16 is installed on the sub-input shaft 13, and the inner circumferential spline 16a of the outer cylinder member 16A of the damper mechanism 16 and the outer circumferential spline 13e of the reduction driven gear 13A are spline-fitted tightly (with almost no play). The inner peripheral spline 16a of the outer cylinder member 16A and the outer peripheral spline 16c of the inner cylinder member 16C are loosely spline-fitted (with relatively large play). The inner cylinder member 16C and the sub-input shaft 13 are tightly spline-fitted.

Therefore, when minute rotational fluctuations and torque fluctuations of the engine 20 are input to the damper mechanism 16 from the reduction driven gear 13A, the elastic body 16B of the damper mechanism 16 elastically deforms in the circumferential direction, thereby reducing the minute rotational fluctuations and torque. The fluctuations are absorbed and the power is transmitted to the sub-input shaft 13.

Conversely, when power including minute rotational fluctuations and torque fluctuations is input from the sub-input shaft 13 to the damper mechanism 16, the elastic body 16B of the damper mechanism 16 elastically deforms in the circumferential direction, causing minute rotational fluctuations. The fluctuations and torque fluctuations are absorbed, and the power is transmitted to the reduction driven gear 13A.

On the other hand, if the transmitted torque is relatively large and the elastic body 16B is elastically deformed excessively in the circumferential direction, the teeth of the inner spline 16a of the outer cylinder member 16A and the outer periphery of the inner cylinder member 16C, which are loosely set, When the teeth of the spline 16c come into contact with each other, power is transmitted between the inner circumferential spline 16a and the outer circumferential spline 16c, and elastic deformation of the elastic body 16B is suppressed. Therefore, it is possible to prevent the durability of the elastic body 16B from deteriorating.

In addition, in the 4th gear, the power of the engine 20 is transmitted to the main input shaft 11 using the input gear 11D for the 4th/6th gear and the idle gear 12B for the 4th gear, similar to the 3rd gear. It is then transmitted to the counter shaft 14 via the idle shaft 12, the damper mechanism 16, and the sub-input shaft 13.

In the third and fourth gears, minute torque fluctuations and rotational fluctuations of the engine 20 can be absorbed by the damper mechanism 16, so it is possible to suppress rattling noise of each gear.

(Power transmission path when the gear is 5th gear)
In the fifth speed, the synchronizer 32 moves from the neutral position toward the fifth speed counter gear 14C, and connects the fifth speed counter gear 14C to the counter shaft 14.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the counter shaft 14 via the input gear 11C for the 3rd/5th speed, the counter gear 14C for the 5th speed, and the synchronizer 32.

The power of the engine 20 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the forward final drive gear 14F, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. distributed.

In addition, in the 6th gear, the power of the engine 20 is transmitted to the main input shaft 11 using the input gear 11D for the 4th/6th gear and the counter gear 14D for the 6th gear, similar to the 5th gear. is transmitted to the counter shaft 14.

(Power transmission path in case of reverse gear)
In the reverse gear, the synchronizer 34 moves from the neutral position toward the reverse gear 15A to connect the reverse gear 15A to the reverse shaft 15.

At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the reverse shaft 15 via the first speed input gear 11A, the first speed counter gear 14A, the reverse gear 15A, and the synchronizer 34.

The power of the engine 20 transmitted to the reverse shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B formed on the reverse shaft 15, and then from the differential device 17 via the drive shafts 18L, 18R. distributed to the drive wheels.

(Motor power transmission path)
The motor 35 is used to obtain power when the vehicle 1 is running, to obtain power to assist the engine 20 when the vehicle 1 starts and accelerates, and when the synchronizers 31, 32, 33, and 34 are used during shifting. It is used to obtain gap-filling power to supplement the power of the engine 20 while moving from a position where a previous gear is achieved to a position where a new gear is achieved.

Gap filling is an interruption in the driving force from the engine 20 due to clutch disengagement, which is necessary when changing gears in a stepped transmission. The motor 35 outputs driving force to supplement the power of the engine 20 that is interrupted when changing gears, allowing the vehicle to run smoothly.

The power of the motor 35 is transmitted from the motor output shaft 35B to the idle shaft 12 via the chain 38, and then transmitted from the reduction drive gear 12C to the sub input shaft 13 via the reduction driven gear 13A and the damper mechanism 16. The signal is decelerated and transmitted from the sub-input shaft 13 to the counter shaft 14 via the reduction drive gear 13B and the reduction driven gear 14E.

The power of the motor 35 transmitted to the counter shaft 14 is transmitted from the counter shaft 14 to the differential device 17 via the forward final drive gear 14F, and then from the differential device 17 to the drive wheels via the drive shafts 18L and 18R. distributed.

Note that the motor 35 is capable of forward and reverse rotation, and by rotating the motor 35 in the reverse direction compared to the normal rotation during forward movement, the power of the motor 35 can also be used during reverse movement. The power transmission path of the motor during backward movement is the same as the power transmission path of the motor during forward movement. In other words, the motor output shaft 35B of the motor 35 and the drive wheels are always coupled so that power can be transmitted. The motor 35 is also capable of generating electricity, and for example, when the vehicle is decelerating, the motor 35 performs regenerative electricity generation.

A damper mechanism 16 is installed on the auxiliary input shaft 13, and when driving force including minute rotational fluctuations and torque fluctuations of the motor 35 is input to the reduction driven gear 13A, the damper mechanism 16 is activated in the same manner as in the third and fourth gears. By elastically deforming the elastic body 16B of the mechanism 16 in the circumferential direction, minute rotational fluctuations and torque fluctuations are absorbed, and driving force is transmitted to the sub-input shaft 13.

In addition, a damper mechanism 16 installed on the sub-input shaft 13 is configured to absorb minute rotational fluctuations from the engine 20 and drive wheels that are transmitted to the sub-input shaft 13 via the counter shaft 14, reduction driven gear 14E, and reduction drive gear 13B. It absorbs minute rotational fluctuations and torque fluctuations from the power including torque fluctuations and transmits the power to the idle shaft 12 and the motor 35.

Furthermore, the damper mechanism 16 functions to adjust minute rotational fluctuations and torque fluctuations from the motor 35 and minute rotational fluctuations and torque fluctuations from the engine 20 and drive wheels on the sub-input shaft 13.

Therefore, transmission of minute rotational fluctuations and torque fluctuations of the motor 35 to the auxiliary input shaft 13 is suppressed, making it possible to prevent the generation of abnormal noises such as teeth rattling of each gear, thereby improving the marketability of the vehicle 1. I can do it.

Next, the effects of the transmission 4 of this embodiment will be explained.
The transmission 4 of this embodiment includes a reverse shaft 15 having a reverse final drive gear 15B that meshes with a final driven gear 17A of a differential device 17, and a counter shaft 14 that has a forward final drive gear 14F that meshes with the final driven gear 17A. The transmission mechanism 60 includes a transmission mechanism 60 including the following.

The transmission 4 also includes a shift case 73 and a shift and select shaft 59 which is installed in the shift case 73 so as to be movable in the axial direction and rotate around an axis 59L, and which switches the shift range of the transmission mechanism 60. A shift device 72 is provided.

In this way, when increasing the number of gears using the five axes of the main input shaft 11, idle shaft 12, auxiliary input shaft 13, counter shaft 14, and reverse drive shaft 15, the axial length of each shaft is shortened. Although the size of the transmission 4 in the axial direction of each shaft can be reduced, the size of the transmission 4 increases in the vertical and longitudinal directions orthogonal to the axial direction of each shaft.

According to the transmission 4 of this embodiment, the reverse shaft 15 is installed above the counter shaft 14 and has an axial length shorter than that of the counter shaft 14, and the shift device 72 A shift and select shaft 59 extends in the vertical direction and is arranged to be aligned with the reverse shaft 15 in the axial direction.

Thereby, the shift device 72 can be installed using a dead space (empty space) to the left of the reverse shaft 15 in the axial direction and in a direction perpendicular to the axial direction of each shaft other than the reverse shaft 15. Therefore, the dimensions of the transmission case 5 in the vertical and longitudinal directions orthogonal to the axial direction of each shaft can be shortened, and the transmission 4 can be made smaller.

In this way, the transmission 4 of this embodiment can be made smaller in the direction perpendicular to the axial direction of each shaft by devising the positional relationship between each shaft and the shift device 72. . Therefore, the space in the engine room 2A for installing the multi-stage transmission 4 can be reduced. As a result, it is possible to reduce the size of the vehicle 1 and increase the number of gears.

Further, according to the transmission 4 of this embodiment, the shift case 73 is installed so as to overlap the reverse gear 15A or the reverse shaft 15 when viewed from the axial direction of each shaft, and the shift and select shaft 59 is installed such that the lower end portion 59b is located above the counter shaft 14.

As a result, even if the shift device 72 is installed so that the shift and select shaft 59 extends in the vertical direction, the shift and select shaft 59 and the counter shaft 14 can be prevented from interfering with each other, and the counter shaft 14 can be The shift device 72 and the reverse shaft 15 can be installed side by side in the axial direction of the reverse shaft 15 in the upper space.

Therefore, the dimensions of the transmission case 5 in the vertical and longitudinal directions perpendicular to the axial direction of each shaft can be more effectively shortened, and the transmission 4 can be further downsized.

Further, according to the transmission 4 of the present embodiment, the transmission case 5 has the opening 70 to which the shift device 72 is attached and houses the transmission mechanism 60, and the shift case 73 has the opening 70. It has a flange portion 74 that is attached to a surrounding attachment surface 71.

In addition, the mounting surface 71 of the opening 70 of the left case 7 is formed such that the flange portion 74 of the shift case 73 is located below the upper wall 7E of the left case 7.

Thereby, the position of the upper end of the shift device 72, that is, the position of the upper end portion 59a of the shift and select shaft 59 can be lowered. Therefore, the dimensions of the transmission case 5 in the vertical and longitudinal directions perpendicular to the axial direction of each shaft can be more effectively shortened, and the transmission 4 can be further downsized.

In addition, the position of the shift unit 50 that operates the shift and select shaft 59 can also be lowered, effectively shortening the dimensions of the transmission case 5 in the vertical and longitudinal directions perpendicular to the axial direction of each shaft. Therefore, the transmission 4 can be further downsized.

Further, according to the transmission 4 of the present embodiment, the left case 7 has a rear wall 7B located below the shift case 73 in the longitudinal direction, and the lower part 7b of the rear wall 7B is a flange portion of the shift case 73. It is recessed forward from the rear end 74r of 74.

In addition, when viewed from the axial direction of each shaft, a portion of the drive shaft 18L that connects the differential case 17B of the differential device 17 and the wheels is inserted below the shift case 73.

As a result, the shift device 72 can be installed using the dead space above the drive shaft 18L, and the dimensions of the transmission case 5 in the vertical and longitudinal directions perpendicular to the axial direction of each shaft can be more effectively shortened. The transmission 4 can be further downsized.

Note that although the transmission 4 of this embodiment transmits the power of the motor 35 to the idle shaft 12 via the chain 38, the transmission is not limited to this. For example, the power of the motor 35 may be transmitted to the idle shaft 12 by a belt.

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

1... Vehicle, 4... Transmission (vehicle transmission), 5... Transmission case, 7B... Rear wall (rear wall of transmission case), 7b... Lower part (rear wall) (lower part of , 12... Idle shaft (rotating shaft), 12A, 12B... Idle gear (shift gear), 12C... Reduction drive gear (shift gear), 13... Sub-input shaft (rotating shaft), 13A ...Reduction driven gear (shift gear), 13B...Reduction drive gear (shift gear), 14...Counter shaft (rotary shaft), 14A, 14B, 14C, 14D...Counter gear (shift gear), 14E... Reduction driven gear (shift gear), 14F... Final drive gear for forward, 15... Reverse shaft (rotary shaft), 15A... Reverse gear (shift gear), 15B... For reverse final drive gear, 17...differential device, 17A...final driven gear, 18L...drive shaft, 59...shift and select axis, 59L...axis line of shift and select axis, 59b... Lower end (lower end of shift and select shaft), 60...Transmission mechanism, 70...Opening, 71...Mounting surface, 72...Shift device, 73...Shift case, 74.. .Flange part, 74r...Rear end (rear end of shift case)

Claims (4)

It has a plurality of rotating shafts each having a transmission gear, and the rotating shaft has a reverse shaft having a reverse final drive gear that meshes with a final driven gear of a differential device, and a forward final drive gear that meshes with the final driven gear. a transmission mechanism including a counter shaft;
A shift device having a shift case and a shift and select shaft that is movable in an axial direction and is installed in the shift case so as to rotate around the axis and switches a shift range of the transmission mechanism,
The reverse shaft is installed above the counter shaft, and is formed to have an axial length shorter than the axial length of the counter shaft,
A vehicle transmission, wherein the shift device is installed such that the shift and select shaft extends in a vertical direction and is aligned with the reverse shaft in the axial direction of the reverse shaft. When viewed from the axial direction of the rotating shaft, the shift case is installed side by side with the speed change gear of the reverse shaft in the axial direction of the reverse shaft,
2. The vehicle transmission according to claim 1, wherein the shift and select shaft is installed such that a lower end thereof is located above the counter shaft. a transmission case having an opening and accommodating the transmission mechanism;
The shift case has a flange portion attached to a mounting surface around the opening,
According to claim 1 or 2, the mounting surface of the opening is formed in the transmission case so that the flange portion is located below an upper wall of the transmission case. The vehicle transmission described. The transmission case has a rear wall located below the shift case in the longitudinal direction of the vehicle,
The lower portion of the rear wall is recessed forward than the rear end of the shift case,
4. The vehicle transmission according to claim 3, wherein a part of the drive shaft connecting the differential device and the wheels is inserted below the shift case when viewed from the axial direction of the rotating shaft. Machine.

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