JP7443813B2 - Vehicle transmission - Google Patents

Description

The present invention relates to a vehicle transmission.

A transmission is known that includes an oil gutter that captures oil scraped up by the ring gear of a differential device and supplies it to the transmission mechanism to lubricate the transmission mechanism (see Patent Document 1).

Patent No. 6407680

However, in such a conventional transmission equipped with an oil gutter, the oil supplied to the transmission mechanism is simply circulated through the oil gutter. For this reason, the oil level of the oil stored at the bottom of the transmission case cannot be significantly lowered, and there is a risk that the agitation resistance of the ring gear will increase.

The present invention was made in view of the above-mentioned circumstances, and it distributes the oil introduced into the oil gutter to the catch tank and the lubricated parts, thereby improving the lubrication performance of the lubricated parts and reducing the agitation resistance of the final driven gear. The object of the present invention is to provide a vehicle transmission that can simultaneously reduce the

The present invention provides a transmission case connected to an internal combustion engine and having a partition wall facing the internal combustion engine and a side wall facing the partition wall, a plurality of rotating shafts housed in the transmission case, and a plurality of rotating shafts. a transmission mechanism that changes the power of the internal combustion engine; and a final driven gear that scrapes up oil stored in the bottom of the transmission case, and the transmission mechanism has a transmission mechanism that shifts the power of the internal combustion engine, and a final driven gear that scoops up oil stored at the bottom of the transmission case, and a differential device that transmits the power transmitted to the left and right drive shafts, and an oil gutter installed in the transmission case that captures oil scraped up by the final driven gear and supplies it to lubricated parts of the transmission mechanism. A vehicular transmission, wherein the differential device is installed on the bulkhead side with respect to the side wall, and is opposite to the final driven gear with respect to the oil gutter in a horizontal direction perpendicular to the axis of the final driven gear. A catch tank is located on the side and temporarily stores the oil scooped up by the final driven gear, and the catch tank introduces the oil scooped up by the final driven gear via the oil gutter. It has a tank-side oil introduction part, and the tank-side oil introduction part overlaps with the oil gutter in a horizontal direction perpendicular to the axis of the final driven gear, and the oil gutter is configured to allow the oil scooped up by the final driven gear to flow through the oil gutter. a gutter-side oil introduction part to be introduced; a first oil passage part that guides the oil introduced into the gutter-side oil introduction part to the tank-side oil introduction part; and a first oil passage part that guides the oil introduced into the gutter-side oil introduction part. a second oil passage portion leading to the side wall side, and the tank-side oil introduction portion of the catch tank is provided at a downstream portion of the first oil passage portion in the oil flow direction; The present invention is characterized in that an oil supply section that supplies oil to the lubricated portion is provided at a downstream portion of the second oil passage section in the oil flow direction.

As described above, according to the present invention described above, the oil introduced into the oil gutter is distributed between the catch tank and the lubricated parts, and it is possible to simultaneously improve the lubrication performance of the lubricated parts and reduce the stirring resistance of the final driven gear.

FIG. 1 is a perspective view of a vehicle transmission according to an embodiment of the present invention, viewed from diagonally above the left front. FIG. 2 is a plan view of a vehicle transmission according to an embodiment of the present invention, in which a right case and a left case are shown with imaginary lines. FIG. 3 is a left side view of a vehicle transmission according to an embodiment of the present invention, with the left case removed. FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3. FIG. 5 is a right side view of a vehicle transmission according to an embodiment of the present invention, with the light case removed. FIG. 6 is an exploded view of a power transmission system of a vehicle transmission according to an embodiment of the present invention. FIG. 7 is a right side view of the left case of the vehicle transmission according to one embodiment of the present invention, showing a state in which the transmission mechanism is removed.

A vehicle transmission according to an embodiment of the present invention includes a transmission case that is connected to an internal combustion engine and has a partition wall facing the internal combustion engine and a side wall facing the partition wall, and a transmission case that is connected to an internal combustion engine. The transmission mechanism has a rotating shaft and gears provided on a plurality of rotating shafts, and has a transmission mechanism that changes the power of the internal combustion engine, and a final driven gear that scrapes up oil stored at the bottom of the transmission case. A differential device transmits the power transmitted from the drive shaft to the final driven gear to the left and right drive shafts, and an oil gutter installed in the transmission case that captures the oil scraped up by the final driven gear and supplies it to the lubricated parts of the transmission mechanism. This is a vehicle transmission in which the differential device is installed on the bulkhead side with respect to the side wall, and the differential device is located on the opposite side of the final driven gear with respect to the oil gutter in the horizontal direction perpendicular to the axis of the final driven gear. It has a catch tank that temporarily stores the oil scraped up by the driven gear, and the catch tank has a tank side oil introduction part into which the oil scraped up by the final driven gear is introduced. The oil gutter overlaps the oil gutter in the horizontal direction perpendicular to the axis of the final driven gear, and the oil gutter has a gutter-side oil introduction section into which the oil scraped up by the final driven gear is introduced, and a gutter-side oil introduction section where the oil introduced into the gutter-side oil introduction section overlaps with the oil gutter. A first oil passage section that guides the oil introduced into the tank side oil introduction section, and a second oil passage section that guides the oil introduced into the gutter side oil introduction section to the side wall side, and the oil in the second oil passage section An oil supply section that supplies oil to the lubricated parts is provided downstream in the flow direction.

As a result, the vehicle transmission according to an embodiment of the present invention distributes the oil introduced into the oil gutter to the catch tank and the lubricated parts, thereby improving the lubrication performance of the lubricated parts and reducing the agitation resistance of the final driven gear. It is possible to achieve both reduction.

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 7 are diagrams showing a vehicle transmission according to an embodiment of the present invention. 1 to 7, 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 back 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, an engine 1 serving as an internal combustion engine and a transmission 2 connected to the engine 1 are provided in an engine room (not shown) of a vehicle. The output of the engine 1 is transmitted from the transmission 2 to left and right drive wheels (not shown) via left and right drive shafts 18L and 18R (see FIG. 6), not shown.

2 and 4, the transmission 2 includes a transmission case 3, and the transmission case 3 includes a light case 4 and a left case 5 connected to the light case 4 by bolts (not shown). The transmission 2 of this embodiment constitutes the vehicle transmission of the present invention.

In FIG. 4, the light case 4 has an open surface facing the engine 1. The light case 4 has a partition wall 4A formed on the left side surface facing the engine 1. The inside of the transmission case 3 is partitioned into a space inside the right case 4 and a space inside the left case 5 by a partition wall 4A.

The left case 5 has a left side wall 5A that faces the partition wall 4A in the vehicle width direction, and lubricating oil O (see FIG. 3) is stored at the bottom of the left case 5. The left side wall 5A of this embodiment constitutes a side wall of the present invention.

As shown in FIGS. 2 and 4, a clutch (not shown) is housed inside the light case 4 on the right side of the partition wall 4A. A transmission mechanism 6 and a differential device 17 are housed inside the right case 4 on the left side of the partition wall 4A and inside the left case 5.

The transmission 2 inputs power from the engine 1 to a transmission mechanism 6, changes the power (rotational speed) in the transmission mechanism 6 by operating a shifter shaft (not shown), and transfers the changed power to a drive shaft through a differential device 17. 18L and 18R (see FIG. 6).

As shown in FIG. 6, the transmission mechanism 6 has a main input shaft 11, an idle shaft 12, a sub-input shaft 13, a counter shaft 14, and a reverse shaft 15.

The main input shaft 11 has 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 11D for 4th/6th gear. , these input gears 11A to 11D are fixed to the main input shaft 11.

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.

Each of the counter gears 14A to 14D is rotatable relative to the counter shaft 14, and meshes with input gears 11A to 11D forming the same gear stage, respectively.

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 idle gear 12A for the third gear and the idle gear 12B for the fourth gear are rotatable relative to the idle shaft 12, and are meshed with input gears 11C and 11D that constitute the same gear, respectively.

The sub input shaft 13 has a reduction driven gear 13A, a reduction drive gear 13B, and a damper mechanism 16. Reduction driven gear 13A meshes with reduction drive gear 12C, and reduction drive gear 13B meshes with reduction driven gear 14E.

The reverse shaft 15 has a reverse gear 15A and a reverse final drive gear 15B. The reverse gear 15A meshes with the first speed counter gear 14A, and 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 when the gear stage is shifted to the first gear or the second gear by a shift operation, the synchronizer 31 shifts the counter gear 14A for the first gear or the second gear. A counter gear 14B for use is connected to the counter shaft 14.

A synchronizer 32 is provided on the counter shaft 14 . The synchronizer 32 connects the counter gear 14C for the 5th gear or the counter gear 14D for the 6th gear to the counter shaft 14 when the gear stage is shifted to the 5th gear or the 6th gear by a shift operation.

A synchronizer 33 is installed on the idle shaft 12. The synchronizer 33 connects the idle gear 12A for the third gear or the idle gear 12B for the fourth gear to the idle shaft 12 when the gear is shifted to the third or fourth gear by a shift operation.

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.

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 transmitted directly from the engine 1 to the counter shaft 14, or the power transmitted from the engine 1 to the counter shaft 14 via the main input shaft 11, the idle shaft 12, and the sub input shaft 13, depending on the gear position. , are transmitted to the differential device 17 from the forward final drive gear 14F.

Further, power transmitted from the engine 1 to the reverse shaft 15 via the main input shaft 11 and the counter shaft 14 is transmitted to the differential device 17 from the reverse final drive gear 15B.

As shown in FIG. 2, the differential device 17 is installed on the partition wall 4A side with respect to the left side wall 5A, and the right side portion enters the light case 4.

As shown in FIGS. 2 and 6, 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.

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 and transmits the power of the engine 1 to the left and right drive shafts 18L and 18R using a differential mechanism 17C, and transmits the power from the left and right drive shafts 18L and 18R to the drive wheels.

As shown in FIG. 7, the left side wall 5A of the left case 5 is provided with bearing support parts 5B, 5C, 5D, 5E, and 5F.

As shown in FIG. 6, one end of the main input shaft 11 is rotatably supported by a bearing support (not shown) of the partition wall 4A via a bearing 22A. The other end of the main input shaft 11 is rotatably supported by the left side wall 5A (see FIG. 7) via a bearing 22B.

One end of the idle shaft 12 is rotatably supported by a bearing support (not shown) of the partition wall 4A via a bearing 23A. The other end of the idle shaft 12 is rotatably supported by a bearing support portion 5C (see FIG. 7) via a bearing 23B.

One end of the sub-input shaft 13 is rotatably supported by a bearing support (not shown) of the partition wall 4A via a bearing 24A. The other end of the sub-input shaft 13 is rotatably supported by a bearing support portion 5D (see FIG. 7) via a bearing 24B.

One end portion of the counter shaft 14 is rotatably supported by a bearing support portion (not shown) of the partition wall 4A via a bearing 25A. The other end of the counter shaft 14 is rotatably supported by a bearing support portion 5E (see FIG. 7) via a bearing 25B.

One end of the reverse shaft 15 is rotatably supported by a bearing support (not shown) of the partition wall 4A via a bearing 26A. The other end of the reverse shaft 15 is rotatably supported by a bearing support portion 5F (see FIG. 7) via a bearing 26B.

As shown in either FIG. 3 or FIG. 7, the main input shaft 11 (bearing support portion 5B) is installed diagonally above the rear side of the idle shaft 12. The auxiliary input shaft 13 (bearing support part 5D) is installed behind the idle shaft 12 (bearing support part 5C) and below the main input shaft 11, and is located diagonally downward on the rear side with respect to the idle shaft 12. It is located in

The counter shaft 14 (bearing support portion 5E) is installed behind the idle shaft 12 and between the main input shaft 11 and the sub-input shaft 13 in the vertical direction. The reverse shaft 15 (bearing support portion 5F) is installed obliquely above and behind the counter shaft 14, and is installed above the main input shaft 11, the idle shaft 12, the sub input shaft 13, and the counter shaft 14.

The main input shaft 11, the idle shaft 12, the sub-input shaft 13, the counter shaft 14, and the reverse shaft 15 of this embodiment constitute a rotating shaft of the present invention. Input gears 11A, 11B, 11C, 11D, idle gears 12A, 12B, reduction drive gear 12C, reduction driven gear 13A, reduction drive gear 13B, counter gears 14A, 14B, 14C, 14D, reduction driven gear 14E, and reverse gear 15A are It constitutes the gear of invention.

Further, the shafts 11 to 15, the above-mentioned gears provided on these shafts 11 to 15, and synchronizers 31, 32, and 33 constitute a transmission mechanism 6 that changes the power (rotational speed) of the engine 1. do.

As shown in FIG. 7, a notch 5b is formed in the upper part of the bearing support part 5B, and the notch 5b communicates the inside and outside of the bearing support part 5B. A notch 5c is formed in the upper part of the bearing support part 5C, and the notch 5c communicates the inside and outside of the bearing support part 5C.

A notch 5m is formed in the bearing support portion 5B and the bearing support portion 5E. Specifically, a notch of 5 m is provided between the front diagonal upper part of the bearing support part 5E, the rear diagonal lower part of the bearing support part 5B, and the front diagonal upper part of the bearing support part 5E and the rear diagonal lower part of the bearing support part 5B. The inside of the bearing support part 5B and the inside of the bearing support part 5E are communicated with each other through the notch 5m.

As shown in FIGS. 1 to 5, a catch tank 35 and an oil gutter 41 are installed in the transmission case 3.

As shown in FIGS. 2 and 3, the oil gutter 41 is installed in front of the final driven gear 17A and above the reverse shaft 15. The oil gutter 41 captures and temporarily stores the oil scraped up by the final driven gear 17A.

As shown in FIGS. 2 and 4, the catch tank 35 is located on the opposite side of the oil gutter 41 from the final driven gear 17A in the horizontal direction (front-back direction) perpendicular to the axis 17L of the final driven gear 17A. Catch tank 35 temporarily stores oil scooped up by final driven gear 17A.

A horizontal direction perpendicular to the axis 17L of the final driven gear 17A is a direction in which oil scraped up by the final driven gear 17A is scattered.

As shown in FIG. 1, the catch tank 35 has a box-shaped oil reservoir 35A, and an opening 35a is formed above the oil reservoir 35A. The catch tank 35 has an oil introduction part 35B, and the oil introduction part 35B extends rearward from the oil storage part 35A.

The catch tank 35 is attached to the partition wall 4A of the light case 4 with bolts 10C. The oil introduction section 35B of this embodiment constitutes the tank-side oil introduction section of the present invention.

The oil scraped up by the final driven gear 17A is captured by the oil introduction part 35B, guided forward by the oil introduction part 35B, and introduced into the oil storage part 35A through the opening 35a. Further, the oil scraped up by the final driven gear 17A is directly introduced into the opening 35a.

An oil discharge port (not shown) is formed at the bottom of the oil storage section 35A, and the oil discharge port discharges oil from the oil storage section 35A. The opening area of the oil discharge port is smaller than the opening area of the opening portion 35a, and the oil scraped up by the final driven gear 17A is always stored in the oil storage portion 35A.

That is, in the catch tank 35, the amount of oil discharged from the oil discharge port when the vehicle is running does not exceed the amount of oil stored in the oil storage portion 35A, and the oil can be maintained at all times.

Thereby, the oil level of the oil O in which the final driven gear 17A is immersed can be lowered, and the stirring resistance of the final driven gear 17A can be reduced.

As shown in FIG. 3, the oil gutter 41 is installed in front of the final driven gear 17A and above the reverse shaft 15, and the oil gutter 41 captures the oil scraped up by the final driven gear 17A and temporarily to be stored.

When the transmission case 3 is viewed from the left side in the vehicle width direction in FIG. 3, the final driven gear 17A rotates counterclockwise when the vehicle is traveling forward (in FIG. rotate clockwise).

As shown in FIGS. 2 and 4, the oil gutter 41 includes a right oil gutter 42 and a left oil gutter 43 provided separately from the right oil gutter 42.

The right oil gutter 42 has a bottom wall 42A. The bottom wall 42A extends linearly rearward from above the final driven gear 17A, then bends to the left and extends linearly in the vehicle width direction toward the left case 5.

The right oil gutter 42 has side walls 42B and 42C. The side wall 42B protrudes upward from the left end and rear end in the width direction of the bottom wall 42A, and extends from the upstream portion to the downstream portion of the bottom wall 42A.

The side wall 42C has a partition wall 42a and a side wall 42b. The partition wall 42a protrudes upward from the right side in the width direction of the bottom wall 42A, and extends linearly forward from the upstream portion of the bottom wall 42A. That is, the partition wall 42a extends linearly from an oil introduction portion 42c (described later) in a horizontal direction perpendicular to the axis 17L of the final driven gear 17A. The oil introduction part 42c of this embodiment constitutes the gutter side oil introduction part of the present invention.

The side wall 42b is connected to the front end of the partition wall 42a, projects upward from the front end of the bottom wall 42A, and extends from the front end of the partition wall 42a to the downstream portion of the bottom wall 42A. Here, upstream and downstream refer to upstream and downstream with respect to the oil flow direction, and regarding the oil gutter 41, the final driven gear 17A side is upstream, and the left case 5 side is downstream.

The upstream portion of the right oil gutter 42 constitutes an oil introduction section 42c, into which oil scraped up by the final driven gear 17A is introduced.

The right oil gutter 42 overlaps with the oil introduction part 35B of the catch tank 35 in the horizontal direction perpendicular to the axis 17L of the final driven gear 17A.

A downstream portion of the right oil gutter 42 constitutes an oil discharge section 42d, and the right oil gutter 42 discharges oil from the oil discharge section 42d to the left oil gutter 43. The upstream part of the left oil gutter 43 constitutes an oil introduction part 43b, and the oil discharged from the right oil gutter 42 is introduced into the left oil gutter 43 from the oil introduction part 43b.

As shown in FIGS. 5 and 7, the right oil gutter 42 is provided with fastening parts 42e and 42f to which the bolt 10A is fastened, and the right oil gutter 42 is provided with fastening parts 42e and 42f to which the bolt 10A is fastened to the light case. 4, it is attached to the light case 4.

As shown in FIG. 1, the left oil gutter 43 is installed vertically apart from the right oil gutter 42, and the oil discharge part 42d of the right oil gutter 42 is located above the oil introduction part 43b of the left oil gutter 43. There is.

That is, the oil discharge part 42d of the right oil gutter 42 and the oil introduction part 43b of the left oil gutter 43 overlap in the front-rear direction. In other words, the oil discharge part 42d of the right oil gutter 42 and the oil introduction part 43b of the left oil gutter 43 face each other in the vertical direction.

As shown in FIGS. 2 and 4, the left oil gutter 43 includes a bottom wall 43A, a front wall 43B that protrudes upward from the front end of the bottom wall 43A and extends along the vehicle width direction of the bottom wall 43A, and a front wall 43B that extends along the vehicle width direction of the bottom wall 43A. It has a rear wall 43C that projects upward from the rear end and extends along the vehicle width direction of the bottom wall 43A.

As shown in FIG. 7, the left oil gutter 43 is provided with a fastening portion 43a to which the bolt 10B is fastened. By doing so, it is attached to the left side wall 5A of the left case 5.

A first oil supply section 43D and a second oil supply section 43E are provided downstream of the left oil gutter 43. As shown in FIG. 7, the first oil supply section 43D extends from the bottom wall 43A to the notch 5b of the bearing support section 5B. The second oil supply section 43E extends from the bottom wall 43A to the notch 5c of the bearing support section 5C. The first oil supply section 43D and the second oil supply section 43E of this embodiment constitute an oil supply section of the present invention.

As shown in FIG. 4, the right oil gutter 42 is partitioned into a first oil passage portion 44A and a second oil passage portion 44B by a partition wall 42a. The first oil passage portion 44A is surrounded by the partition wall 42a, the bottom wall 42A, and the partition wall 4A of the light case 4, and extends linearly forward from the oil introduction portion 42c.

A downstream portion of the first oil passage portion 44A communicates with an oil introduction portion 35B of the catch tank 35. The oil scooped up by the final driven gear 17A flows through the first oil passage part 44A from the oil introduction part 42c, and is led from the first oil passage part 44A to the oil introduction part 35B of the catch tank 35, and then flows through the opening. The oil is stored in the oil storage portion 35A through the oil storage portion 35a.

The second oil passage portion 44B is surrounded by a side wall 42B, a partition wall 42a, a side wall 42b connected to the partition wall 42a, and a bottom wall 42A. In addition, the second oil passage portion 44B is surrounded by a bottom wall 43A, a front wall 43B, and a rear wall 43C of the right oil gutter 42.

That is, the second oil passage portion 44B is constituted by a portion of the right oil gutter 42 excluding the first oil passage portion 44A and the left oil gutter 43.

The oil scooped up by the final driven gear 17A flows from the oil introduction part 42c through the second oil passage part 44B, and from the second oil passage part 44B to the first oil supply part 43D and the second oil supply part 43E. be introduced.

The oil introduced into the first oil supply section 43D is introduced from the first oil supply section 43D into the bearing support section 5B through the notch 5b, and lubricates the bearing 22B that rotatably supports the main input shaft 11. (See oil O3 in Figure 7).

Further, the oil O3 introduced into the inside of the bearing support portion 5B is introduced into an oil passage 11a (see FIG. 6) extending in the axial direction of the main input shaft 11.

The oil O3 introduced into the oil passage 11a is discharged to the outside of the oil passage 11a through a radial hole (not shown) formed in the main input shaft 11 due to the centrifugal force of the rotating main input shaft 11, and is splined into the main input shaft 11. Lubricate the splines of input gears 11C and 11D that are matched.

Moreover, the oil O3 introduced into the inside of the bearing support part 5B is introduced into the inside of the bearing support part 5E through the notch 5m. The oil introduced into the bearing support portion 5E lubricates the bearing 25B that rotatably supports the counter shaft 14 (see oil O4 in FIG. 7).

On the other hand, the oil introduced into the second oil supply section 43E is introduced into the inside of the bearing support section 5C through the notch 5c, and lubricates the bearing 23B that rotatably supports the idle shaft 12 (oil O5 in FIG. reference).

The bearings 22B, 23B, 25B and the input gears 11C, 11D of this embodiment constitute lubricated parts of the present invention.

As shown in FIGS. 5 and 6, the reverse gear 15A is formed to have a larger diameter than the reverse final drive gear 15B that meshes with the final driven gear 17A. The reverse gear 15A of this embodiment constitutes the large diameter gear of the present invention.

As shown in FIG. 5, the reverse shaft 15 is installed below the oil introduction part 42c, and the oil introduction part 42c is connected to the shaft of the final driven gear 17A with respect to the meshing part 46 of the final driven gear 17A and the final drive gear 15B. It is located on the catch tank 35 side in the horizontal direction (front-back direction) perpendicular to the center 17L.

That is, the oil introduction part 42c is installed downstream of the meshing part 46 with respect to the flow direction of the oil scraped up by the final driven gear 17A.

As shown in FIGS. 2 and 4, the reverse gear 15A is installed on the opposite side of the partition wall 4A with respect to the final driven gear 17A in the direction of the axis 17L of the final driven gear 17A (hereinafter referred to as the axial direction). In other words, the final driven gear 17A is installed between the partition wall 4A and the reverse gear 15A in the axial direction of the reverse shaft 15. Note that the axial direction and the axial center direction are the same direction.

As shown in FIGS. 4 and 5, the reverse gear 15A faces the oil introduction portion 42c and the meshing portion 46 in the axial direction of the final driven gear 17A. In other words, in the axial direction of the final driven gear 17A, the oil introduction part 42c and the meshing part 46 are installed radially inward with respect to the outer peripheral edge of the reverse gear 15A.

Next, the effects of the transmission 2 of this embodiment will be explained.
The transmission 2 of this embodiment has an oil gutter 41 that captures the oil scraped up by the final driven gear 17A and supplies it to the lubricated parts of the transmission mechanism 6, and in a horizontal direction perpendicular to the axis 17L of the final driven gear 17A. A catch tank 35 is located on the opposite side of the final driven gear 17A with respect to the oil gutter 41 and temporarily stores the oil scooped up by the final driven gear 17A.

The catch tank 35 has an oil introduction part 35B into which oil scraped up by the final driven gear 17A is introduced, and the oil introduction part 35B overlaps the right oil gutter 42 in the horizontal direction orthogonal to the axis 17L of the final driven gear 17A. ing.

The oil gutter 41 includes an oil introduction part 42c into which the oil scraped up by the final driven gear 17A is introduced, and a first oil passage part 44A which leads the oil introduced into the oil introduction part 42c to the oil introduction part 35B of the catch tank 35. and a second oil passage portion 44B that guides the oil introduced into the oil introduction portion 42c toward the left side wall 5A.

In addition, a first oil supply section 43D and a second oil supply section that supply oil to the lubricated parts of the transmission mechanism 6 are provided downstream in the oil flow direction of the second oil passage section 44B of the oil gutter 41. A section 43E is provided.

Thereby, the oil scooped up by the final driven gear 17A can be guided to the oil introduction part 35B of the catch tank 35 by the first oil passage part 44A, and can be stored in the oil storage part 35A through the opening part 35a (see oil O1 in FIG. 4). ).

On the other hand, the oil scooped up by the final driven gear 17A can be guided toward the left side wall 5A by the second oil passage portion 44B (see oil O2 in FIG. 4). That is, the oil scooped up by the final driven gear 17A is guided to the left oil gutter 43 by the right oil gutter 42.

The oil guided to the downstream part of the right oil gutter 42 is dropped from the oil discharge part 42d of the right oil gutter 42 to the left oil gutter 43, and then transferred by the left oil gutter 43 to the first oil supply part 43D and the second oil supply part 43E. will be introduced in

The oil introduced into the first oil supply section 43D is introduced from the first oil supply section 43D into the inside of the bearing support section 5B through the notch 5b, and is thereby applied to the bearing 22B and the input gear that constitute the lubricated parts. 11C and 11D are lubricated.

Moreover, the oil introduced into the inside of the bearing support part 5B is introduced into the inside of the bearing support part 5E through the notch 5m, and lubricates the bearing 25B that constitutes the lubricated part.

Further, the oil introduced into the second oil supply section 43E is introduced into the inside of the bearing support section 5C through the notch 5c, thereby lubricating the bearing 23B that constitutes the lubricated part.

In this way, the transmission 2 of this embodiment separates the oil introduced into the oil introduction part 42c of the right oil gutter 42 into the oil O1 flowing through the first oil passage part 44A and the second oil passage part 44B by the partition wall 42a. Can be distributed to flowing oil O2.

Therefore, the oil gutter 41 can be used to store oil in the catch tank 35 and to lubricate the parts to be lubricated. Therefore, the oil level of the oil O in which the final driven gear 17A is submerged can be lowered while lubricating the lubricated parts, and the stirring resistance of the final driven gear 17A can be reduced. As a result, the fuel efficiency of the engine 1 can be improved.

Further, according to the transmission 2 of the present embodiment, the oil gutter 41 has the partition wall 42a that partitions the oil gutter 41 into the first oil passage part 44A and the second oil passage part 44B, and the partition wall 42a has an oil It extends linearly from the introduction part 42c in the horizontal direction orthogonal to the axis 17L of the final driven gear 17A.

Therefore, the oil flowing through the first oil passage portion 44A can smoothly flow toward the catch tank 35 along the partition wall 42a. Therefore, oil can be efficiently stored in the catch tank 35.

Further, according to the transmission 2 of this embodiment, the reverse shaft 15 includes a final drive gear 15B that meshes with the final driven gear 17A, and a reverse gear 15A having a larger diameter than the final drive gear 15B.

The reverse gear 15A introduces oil so that the oil introduction part 42c is located on the catch tank 35 side in a horizontal direction perpendicular to the axis 17L of the final driven gear 17A with respect to the meshing part 46 of the final driven gear 17A and the final drive gear 15B. It is installed below the section 42c.

The reverse gear 15A is installed on the opposite side of the partition wall 4A with respect to the final driven gear 17A in the axial direction of the final driven gear 17A, and the reverse gear 15A has a meshing portion with the oil introduction part 42c in the axial direction of the final driven gear 17A. It is facing 46.

This makes it possible to prevent the oil scraped up by the final driven gear 17A from colliding with the reverse gear 15A (see oil O6 in FIG. 4) and scattering in the axial direction of the reverse shaft 15.

That is, the force of the oil scraped up by the final driven gear 17A is strongest in the vicinity of the meshing portion 46 because it is on the upstream side in the direction in which the oil is scraped up. Therefore, by causing the strong oil scraped up by the final driven gear 17A from the vicinity of the meshing portion 46 to collide with the reverse gear 15A, it is possible to prevent the oil from scattering in the axial direction of the reverse shaft 15.

Therefore, it is possible to prevent the oil from colliding with the input gears 11B, 11C, 11D, etc., and it is possible to prevent the stirring resistance of the input gears 11B, 11C, 11D, etc. from increasing. As a result, the fuel consumption of the engine 1 can be reduced more effectively.

In addition, by colliding the strong oil scraped up by the final driven gear 17A from the vicinity of the meshing part 46 with the reverse gear 15A, it can be scattered (directed) toward the oil introduction part 42c (oil O6 in FIG. 4). reference).

In addition, when the vehicle is traveling forward, the reverse gear 15A rotates (slips) counterclockwise in FIG. The oil can be scattered toward the oil introduction portion 42c.

Therefore, more oil can be supplied from the oil gutter 41 to the lubricated parts, and the lubricated parts can be more effectively lubricated, and by temporarily storing oil in the catch tank 35, the oil O in which the final driven gear 17A is soaked can be removed. The oil level can be lowered more effectively.

Further, the oil scraped off by the meshing portion 46 of the final driven gear 17A and the final drive gear 15B can be scattered toward the oil introduction portion 42c by the rotation of the reverse gear 15A.

Therefore, more oil can be supplied from the oil gutter 41 to the lubricated parts, and the lubricated parts can be more effectively lubricated, and by temporarily storing oil in the catch tank 35, the oil O in which the final driven gear 17A is soaked can be removed. The oil level can be lowered more effectively.

Further, the oil gutter 41 of this embodiment temporarily stores the oil scraped up by the final driven gear 17A until it is supplied to the lubricated area. Therefore, it is not necessary to increase the capacity of the oil storage section 35A of the catch tank 35 by the amount that can store oil in the oil gutter 41. Therefore, the catch tank 35 can be made smaller, and the transmission 2 can be made smaller.

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... Engine (internal combustion engine), 2... Transmission (vehicle transmission), 3... Transmission case, 4A... Bulkhead, 5A... Left side wall (side wall), 6.. .Transmission mechanism, 11...Main input shaft (rotating shaft), 11A, 11B...Input gear (gear), 11C, 11D...Input gear (gear, lubricated part), 12...Idle shaft (rotating shaft), 12A, 12B...idle gear (gear), 12C...reduction drive gear (gear), 13...sub-input shaft (rotating shaft), 13A...reduction driven gear (gear), 13B... Reduction drive gear (gear), 14... Counter shaft (rotating shaft), 14A, 14B... Counter gear (gear), 14C, 14D... Counter gear (gear), 15... Reverse shaft (rotating shaft), 15A... Reverse gear (large diameter gear, gear), 15B... Final drive gear, 17... Differential device, 17A... Final driven gear, 17L... Shaft center ( Final driven gear axis), 18L, 18R... Drive shaft, 22B, 23B, 25B... Bearing (lubricated part), 35... Catch tank, 35B... Oil inlet (tank side oil inlet) ), 41... Oil gutter, 42a... Partition wall, 42c... Oil introduction part (gutter side oil introduction part), 43D... First oil supply part (oil supply part), 43E.. .Second oil supply section (oil supply section), 44A...first oil passage section, 44B...second oil passage section, 46...meshing section

Claims (3)

a transmission case connected to an internal combustion engine and having a partition wall facing the internal combustion engine and a side wall opposing the partition wall;
a transmission mechanism that includes a plurality of rotating shafts housed in the transmission case and gears provided on the plurality of rotating shafts, and that changes the speed of the power of the internal combustion engine;
a differential device having a final driven gear that scoops up oil stored at the bottom of the transmission case, and transmitting power transmitted from the transmission mechanism to the final driven gear to left and right drive shafts;
an oil gutter installed in the transmission case to capture oil scraped up by the final driven gear and supply it to lubricated parts of the transmission mechanism;
A vehicle transmission in which the differential device is installed on the partition wall side with respect to the side wall,
a catch tank located on the opposite side of the final driven gear with respect to the oil gutter in a horizontal direction perpendicular to the axis of the final driven gear, and for temporarily storing oil scooped up by the final driven gear;
The catch tank has a tank-side oil introduction part into which oil scooped up by the final driven gear is introduced via the oil gutter,
The tank-side oil introduction part overlaps with the oil gutter in a horizontal direction perpendicular to the axis of the final driven gear,
The oil gutter includes a gutter-side oil introduction section into which oil scraped up by the final driven gear is introduced, and a first oil passage section that guides the oil introduced into the gutter-side oil introduction section to the tank-side oil introduction section. and a second oil passage portion that guides the oil introduced into the gutter side oil introduction portion to the side wall side,
The tank-side oil introduction part of the catch tank is provided at a downstream part of the first oil passage part in the oil flow direction,
A vehicle transmission characterized in that an oil supply section for supplying oil to the lubricated portion is provided at a downstream portion of the second oil passage section in the oil flow direction. The oil gutter has a partition wall that partitions the oil gutter into the first oil passage portion and the second oil passage portion,
The vehicular transmission according to claim 1, wherein the partition wall extends linearly from the gutter-side oil introduction portion in a horizontal direction perpendicular to the axis of the final driven gear. A gear provided on one of the rotating shafts has a final drive gear that meshes with the final driven gear, and a large diameter gear that has a larger diameter than the final drive gear,
The one rotating shaft is such that the gutter-side oil introduction part is located on the catch tank side in a horizontal direction perpendicular to the axis of the final driven gear with respect to the meshing part of the final driven gear and the final drive gear, It is installed below the gutter side oil introduction part,
The large diameter gear is installed on a side opposite to the partition wall with respect to the final driven gear in the axial direction of the final driven gear,
3. The vehicle transmission according to claim 1, wherein the large-diameter gear faces the gutter-side oil introduction part and the meshing part in the axial direction of the final driven gear.

Images