JPH083744Y2 - Lubrication device for vehicle transmission - Google Patents

Description

[Detailed Description of the Invention] A. Purpose of the Invention (1) Field of Industrial Use The present invention has a fork shaft arranged in the transmission case in parallel with the output shaft, and the fork shaft is inserted into the fork shaft. A shift fork that controls the establishment and suspension of the gear train provided between the output shafts is supported, lubricating oil is stored in the main oil reservoir installed at the bottom of the transmission case, and part of the gear train is immersed in the lubricating oil. The present invention relates to an improvement in which the stored lubricating oil is scattered by the operation of the gear train, and the oil droplets lubricate each part of the transmission.

(2) Conventional Technology In such a conventional transmission, in order to lubricate the tooth surface of the gear train, an oil nozzle cylinder having a plurality of injection holes opening toward the tooth surface is provided on the inner wall of the transmission case so as to project. A lubricating oil is supplied to this nozzle cylinder by an oil pump.

Further, in the conventional transmission lubrication device, since the specified amount of lubricating oil is simply stored in the main oil reservoir at the bottom of the transmission case, the oil level of the main oil reservoir is independent of the operating state of the transmission,
It is always constant.

(3) Problems to be Solved by the Invention However, when the inside of the transmission case accommodating the transmission is narrow, it may be extremely difficult to install the oil nozzle cylinder as described above.

Further, in the conventional lubrication apparatus, when the oil level of the main oil reservoir is set to be relatively high so that oil can be sufficiently supplied to each part of the transmission even when the vehicle is operating at low speed, when the vehicle is operating at high speed, Lubricating oil is violently agitated by the rotating gear group, resulting in an increase in power loss and a rise in oil temperature. On the other hand, if the oil level is set to a relatively low level so that an appropriate amount of oil droplets can be obtained in the high speed operation state, the oil droplets cannot be sufficiently obtained in the low speed operation state, resulting in insufficient lubrication. Therefore, it is difficult to always properly lubricate the gear group over the entire operating range from low speed to high speed, and this tendency is stronger in a vehicle having a higher maximum vehicle speed.

The present invention has been made in view of the above circumstances, and it is possible to reliably lubricate the tooth flanks of an arbitrary gear train without specially installing an oil nozzle cylinder, and further, the entire operating range from low speed to high speed. It is an object of the present invention to provide a lubrication device for a vehicle transmission having a simple structure, in which each part can be always lubricated appropriately with oil droplets.

The purpose is to do.

B. Configuration of the Invention (1) Means for Solving the Problems In order to achieve the above-mentioned object, the present invention has a fork shaft arranged in the transmission case in parallel with the output shaft, and the fork shaft is attached to the fork shaft. , A shift fork for controlling the establishment and suspension of a gear train provided between the input and output shafts is supported, and lubricating oil is stored in a main oil reservoir arranged at the bottom of the transmission case. In a lubricating device for a vehicle transmission in which a portion is immersed, a fork shaft is provided with an oil supply hole extending longitudinally through the shaft and a tooth surface of an arbitrary gear train which is opened from the oil supply hole to a peripheral surface of the shaft. An oil pump that has an injection hole that points to the main oil reservoir and pumps the lubricating oil in the main oil reservoir to the auxiliary oil reservoir through the oil supply hole in the fork shaft in conjunction with the rotation of the output shaft and the auxiliary oil reservoir. Are installed in the transmission case, and the lubricating oil surface of the main oil reservoir will drop as the vehicle speed increases. As described above, a small hole is provided in the bottom wall of the auxiliary oil reservoir so that the pumped lubricating oil can flow out to the main oil reservoir side.

(2) Action According to the above configuration, the lubricating oil sent from the oil pump to the oil supply hole of the fork shaft is ejected from the injection hole and is supplied to the tooth surface of the predetermined gear train, which can be lubricated. ,
The fork shaft that supports the shift fork doubles as the conventional oil nozzle cylinder.

Further, since the oil pump is driven in conjunction with the output shaft of the transmission during operation of the vehicle, the amount of oil transferred from the main oil reservoir to the auxiliary oil reservoir by this oil pump increases as the vehicle speed increases. On the other hand, the oil in the auxiliary oil reservoir is discharged to the transmission case through the small holes at a substantially constant flow rate. As a result, the oil level in the transmission case is relatively high when the vehicle is operating at low speed,
It decreases as the speed increases, so in low speed operation, the amount of immersion of the gear train in the lubricating oil becomes relatively large,
Even when the gear train rotates at a low speed, the oil can be sufficiently scattered and a good lubrication state can be obtained. Further, in a high-speed operation state, the immersion amount becomes relatively small, so that the high speed rotation of the gear train can appropriately disperse the oil to obtain a good lubrication state and minimize the agitation of the oil by the gear train. it can.

(3) Embodiment One embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic view of a power unit for an automobile provided with a transmission M of five forward gears and one reverse gear to which the present invention is applied, and FIG. 2 is a sectional view taken along line II-II of FIG. In these drawings, the power of the engine E is transmitted from the crankshaft 1 to the pair of wheel drive shafts Al and Ar through the clutch C, the transmission M, and the differential device D in order, and drives the left and right wheels Wl and Wr. To do.

In the transmission M, the input shaft 2 is arranged coaxially with the crankshaft 1 with the clutch C interposed therebetween, and the output shaft 3 is arranged in parallel with the crankshaft 1. Between the input and output shafts 2 and 3, the reverse gear train Gr and the first forward gear train G ₁ to
Five-speed gear train G ₅ is installed in parallel.

The first-speed and second-speed gear trains G ₁ and G ₂ are rotatably supported by the input gears 4 and 6 fixed to the input shaft 2 and the output shaft 3 and are constantly meshed with the input gears 4 and 6, respectively. The output gears 5 and 7 are connected to each other, and between the output gears 5 and 7, there is provided a 1-2 speed synchronizer 8 capable of alternately connecting the output gears 5 and 7 to the output shaft 3.

3 fifth speeds gear train G ₃ ~G ₅ includes an input gear 9, 11 and 13 which are rotatably supported on the input shaft 2, and is fixed to the output shaft 3 to the input gear 9, 11, 13 Output gears 10, which always mesh with each other,
12 and 14, and between these input gears 9 and 11, these can be alternately coupled to the input shaft 2 3-4 speed synchronizing device 15
Is provided. Also, on one side of the fifth speed input gear 13,
A fifth speed synchronizer 16 is provided which is capable of coupling 13 to the input shaft 2.

The reverse gear train Gr is an input gear 17 fixed to the input shaft 2.
And the output gear 18 fixed to the output shaft 3, the input and output shafts 2,
It is composed of first and second intermediate gears 20 and 21 which are rotatably supported by an intermediate shaft 19 which is arranged between them in parallel with each other and which always mesh with the input and output gears 17 and 18, respectively. Between the two intermediate gears 20 and 21, there is provided a reverse synchronizer 22 which can connect them to each other.

If the output gear 5 or 7 is connected to the output shaft 3 through the 1-2 speed synchronizer 8, the 1st speed gear train G ₁ or 2
If the speed gear train G ₂ is established and the input gear 9 or 11 is connected to the input shaft 2 via the synchronizer 15 for 3-4 speed, the 3rd speed gear train
If the G ₃ or 4th speed gear train G ₄ is established and the input gear 13 is connected to the input shaft 2 through the 5th speed synchronizer 16, the 5th speed gear train G ₅
Is established. In addition, both intermediate gears are
When 20 and 21 are connected, the reverse gear train Gr is established.

Each gear train thus established transmits the power of the engine E from the input shaft 2 to the output shaft 3 with a predetermined gear ratio. Then, the power transmitted to the output shaft 3 is transmitted to the differential device D via the final reduction gear train Gf. The final reduction gear train Gf is composed of an input gear fixed to the output shaft 3 and an output gear 24 having a larger diameter and fixed to the differential case of the differential device D.

The clutch C, the transmission case 25 for the transmission M and the differential device D, the second case 25 for housing the first case 25 ₁ containing clutch C is joined to the end surface of the engine E, the transmission M _The differential device D is constructed by joining ₂ and each other.
Are accommodated in both cases 25 ₁ and 25 ₂ . Both cases 2
A partition wall 26 integrated with the first case 25 ₁ is provided between 5 ₁ and 25 ₂ so that the chamber in which the clutch C is placed is dry.
The chamber in which the transmission M and the differential device D are arranged is wet.

The change mechanism for controlling the transmission M is shown in FIGS.
As shown, input, an output shaft 2, 3 parallel to first to fourth fork shaft 27 _{1-27 4,} these first and second case
It is slidably supported on 25 ₁ and 25 ₂ , respectively. And the first
To third fork shafts 27 _{1-27 3} entrance adjacent to each other, the output shaft
2,3 is the disposed below the fourth fork shaft 27 ₄ is disposed above the input shaft 2.

First to third fork shafts 27 _{1 to} 27 ₃ are fixedly provided with _first to third shift pieces 28 _{1 to} 28 ₃ adjacent to each other, and these shifts are performed by a select operation and a shift operation of a change lever (not shown). is selected any one of the pieces 28 _{1-28 3} is the corresponding fork shaft is adapted to be shifted in the axial direction through it.

The first fork shaft 27 ₁ is provided with the 1-2 speed synchronizer 8
1-2 speed shift fork 29 engaged with the sliding sleeve 8a of
Are fixed, and in the illustrated example, the shift fork 29 and the first shift piece 28 ₁ are integrated. Also in the second fork shaft 27 _2, the sliding sleeve 1 of the 3-4 speed synchronizer 15
5a 3-4 speed shift fork 30 to engage is secured to, yet the third fork shaft 27 _3, 5 speed shift fork 31 which engages the sliding sleeve 16a of the fifth speed synchronous device 16 is fixed It A reverse shift fork 32, which is fixed to the fourth fork shaft 27 ₄ and engages with the sliding sleeve 22a of the reverse gear synchronizer 22, is connected to the third shift piece 28 ₃ via an interlocking lever 33.

And Thus, FIG. 3 is intended to show all of the neutral state of the fork shaft 27 _{1-27 4,} the first fork shaft from the state 27
Shifting ₁ to the right or left establishes the first speed gear train G ₁ or second speed gear train G ₂ , and shifting the second fork shaft 27 ₂ to the right or left shifts the third speed gear train G 1. _{The 3rd} or 4th speed gear train G ₄ is established, and by further shifting the third fork shaft 27 ₃ to the right or left, the 5th speed gear train G ₅ or the reverse gear train Gr is established.

As shown in FIGS. 2 and 4, at the bottom of the transmission case 25, the main oil in which the lubricating oil 34 in which a part of the output gear group 5, 7, 10, 12, 14, 18, 24 is immersed is stored. A reservoir T is formed. An auxiliary oil sump 35, which is isolated from the gear group and the main oil sump T, is provided above the transmission case 25. The auxiliary oil sump 35 is composed of a pair of oil sump halves 35 ₁ and 35 ₂ which are respectively formed on the joint surfaces of the first and second cases 25 ₁ and 25 _{2 and} whose open surfaces coincide with each other. With this structure, the auxiliary oil sump 35 can be easily formed integrally with the transmission case 25.

In FIGS. 2 and 4, the auxiliary oil sump 35 is a main oil sump T.
The oil pump 36 for pumping the lubricating oil 34 in the
And the bottom of this auxiliary oil reservoir 35
A small hole 39 that communicates the inside thereof with the inside of the transmission case 25 is provided.

The oil pump 36, together with the configured Torokoito type in the illustrated example, is mounted to the pump housing 40 of the first case 25 ₁ integrally. The pump shaft 41 of this oil pump 36
The driven gear 42 fixed to the gear meshes with the output gear 24 of the final reduction gear train Gf. In this way, the pump shaft 41 is interlocked and connected to the output shaft 3 of the transmission M via the final reduction gear train Gf.

One end of the pump shaft 41 is supported by the pump housing 40,
The other end thereof is supported on the second case 25 ₂ integral strainer housing 43. The strainer housing 43 is located at the bottom of the transmission case 25 and is constantly immersed in the lubricating oil 34. The strainer housing 43 has an inlet 43a at one end and a strainer 44 is mounted inside.

The pump housing 40 is provided with a suction port 37i and a discharge port 37o of the oil pump 36, and the suction port 37i communicates with the strainer housing 43 via the hollow portion of the pump shaft 41. Therefore, the oil pump 36
During its operation, the lubricating oil 34 flowing into the strainer housing 43 from the inlet 43a is filtered by the strainer 44, and then the pump shaft
Can be inhaled through 41.

First to third distribution passages 45 _{1 to} 45 ₃ formed in the wall of the first case 25 ₁ extend from the discharge port 37o.

The first distribution passage 45 ₁ communicates with the right end of an oil supply hole 46 that vertically extends through the central portion of the third fork shaft 27 ₃ , and this oil supply hole
The left end of 46 is a communication hole 47 formed in the wall of the second case 25 _2.
Through the bag-shaped oil supply hole 48 in the input shaft 2 and the left end of an oil supply hole 49 penetrating the center portion of the intermediate shaft 19, and the right end of the oil supply hole 49 is connected through the throttle hole 50 to the auxiliary oil reservoir 35. Communicate with.
Thus, the first distribution passage 45 ₁ , the oil supply hole 46, the communication hole 47, the oil supply hole 49, and the throttle hole 50 form the oil pump 36 and the auxiliary oil sump 35.
The oil passage 38 that communicates with each other is configured.

The third fork shaft 27 _3, any number from the oil supply hole 46 reaches the shaft 27 ₃ peripheral surface, four nozzle holes 51, 51 ‥ in the illustrated example are bored at intervals in the axial direction. At that time, these injection holes 51, 5
1 ... is an arbitrary gear train as shown in FIGS. 4 and 5,
In the illustrated example it is arranged so as to inject lubricating oil into initial engagement side of the engagement portion of the gear train G ₂ ~G ₅ of the second to fifth speed.

Further, the input shaft 2 is provided with several injection holes 52, 52 ... Opened from the oil supply hole 48 to the peripheral surface of the shaft 2, and these injection holes 52, 52.
Is capable of supplying lubricating oil to various gears on the input shaft 2.

Further, on the upper wall of the first case 25 ₁ which is parallel to the input side 2, a plurality of injection holes 5 which open from the communication hole 47 to the inner surface of the upper wall are formed.
3, 53 are bored, and the lubricating oil is supplied from these injection holes 53, 53 toward various synchronizing devices.

Furthermore, in the intermediate shaft 19, a plurality of injection holes 54, 54 opening from the oil supply hole 49 to the peripheral surface of the shaft 19 are provided at intervals in the axial direction. The gears 20, 21 and the like can be refueled.

The second distribution passage 45 ₂ has an oil supply hole 5 penetrating the center of the output shaft 3.
Connect to 5. The output shaft 3 is provided with several injection holes 56, 56 ... Opened from the oil supply hole 55 to the peripheral surface of the shaft 3 at intervals in the axial direction. The gears on the output shaft 3 can be supplied with oil from these injection holes 56, 56 ....

The third distribution passage 45 ₃ communicates with each part of the differential device D through the oil supply hole 57 so that oil can be supplied to each part.

 Next, the operation of this embodiment will be described.

While the vehicle is running, the pump shaft 41 of the oil pump 36 rotates in conjunction with the output shaft 3 of the transmission M, so that the oil pump
36 pumps up the lubricating oil 34 in the main oil reservoir T at the bottom of the transmission case 25 and discharges it to the discharge port 37o. Then, this oil is distributed to the first to third distribution paths 45 _{1 to} 45 ₃ and supplied to each lubrication part.

In particular, the oil ejected from the third nozzle hole of the fork shaft 27 ₃ 51 ... it is supplied to the initial engagement side of the engagement portion of the second to fifth speed gear train G ₂ ~G _5, each gear train G With the rotation of _{1 to} G ₅ , it is sucked into the meshing portion and the meshing tooth surface can be effectively lubricated.

On the other hand, the gear group 5,7,10,12,14,18,24 partially immersed in the lubricating oil 34 in the main oil reservoir T causes the oil 34 to be scattered by its rotation, and the oil droplets are transmitted to the transmission. Supply to each part of M. In this way, each part of the transmission M is lubricated from inside and outside.

Meanwhile, the lubricating oil supplied to the first distribution path 45 ₁ from the oil pump 36, and those in the middle of the oil passage 38 and ejected from the injection holes 51, 52, 53, 54 are subjected to lubrication, the oil passage 38 To flow into the auxiliary oil sump 35. Moreover, since the oil pump 36 is interlocked with the output shaft 3 of the transmission M, the transfer amount of the lubricating oil from the main oil reservoir T at the bottom of the transmission case 25 to the auxiliary oil reservoir 35 depends on the increase in vehicle speed. Will increase.

On the other hand, the oil sent to the auxiliary oil sump 35 is discharged into the transmission case 25 (hence the main oil sump T) through the small hole 39 at a substantially constant flow rate. As a result, the lubricating oil 34 that accumulates at the bottom of the transmission case 25
The oil level is relatively high at low vehicle speeds and decreases as the vehicle speed increases. Therefore, at a low vehicle speed, the amount of immersion of the gear group of the transmission M in the lubricating oil 34 is relatively large, so that the oil can be sufficiently scattered even by the low speed rotation of the gear group.
Good lubrication can be obtained. Further, at a high vehicle speed, the immersion amount becomes relatively small, so that the high speed rotation of the gear group causes the oil to be appropriately scattered to obtain a good lubrication state, and at the same time, the stirring of the oil by the gear group can be minimized.

C. Effect of the Invention As described above, according to the present invention, a fork shaft is provided with an oil supply hole extending longitudinally through the fork shaft, and the oil supply hole opens on the peripheral surface of the shaft and at the tooth surface of an arbitrary gear train. Since the directed injection holes are provided and the lubricating oil ejected from the injection holes is supplied to the tooth surface, the fork shaft supporting the shift fork also functions as a conventional oil nozzle cylinder and has a predetermined gear train. Can be lubricated to the tooth surface of the
Therefore, by eliminating the special oil nozzle cylinder, the structure and the transmission case can be made compact.

In addition, an auxiliary oil reservoir separated from the main oil reservoir and an oil pump that pumps the lubricating oil of the main oil reservoir to the auxiliary oil reservoir through the oil supply hole in the fork shaft in conjunction with the rotation of the output shaft are installed in the transmission case. A small hole is provided in the bottom wall of the auxiliary oil sump to allow the pumped lubricating oil to flow out to the main oil sump side, so that the lubricating oil surface at the bottom of the transmission case decreases as the vehicle speed increases. With a simple structure, a special auxiliary oil reservoir with small holes is specially installed.
The amount of stored lubricating oil in the main oil sump can be controlled to decrease in response to an increase in vehicle speed, and therefore, various parts of the transmission are constantly lubricated with oil droplets over the entire operating range from low speed to high speed of the vehicle. When the vehicle speed is high, it is possible to suppress the agitation of the lubricating oil by the rotating gear group to a necessary minimum and avoid an increase in power loss and an excessive increase in oil temperature.

In addition, the fork shaft and the oil pump can be used both as a lubricating oil injection means for the gear train and as a lubricating oil supply means for the auxiliary oil reservoir, so that the overall structure is simple and the cost is reduced, and assembly / disassembly and maintenance can be performed. It can contribute to the improvement of workability.

[Brief description of drawings]

The drawings show an embodiment of the present invention. FIG. 1 is a schematic view of a power unit for an automobile equipped with a transmission lubricated by a lubricating device of the present invention, and FIG. 2 is a line II-II in FIG. A sectional view, FIG. 3 is a sectional view taken along the line III-III in FIG. 2, FIG. 4 is a longitudinal exploded view of a transmission main portion showing a lubricating oil supply path by an oil pump, and FIG. 5 is a V in FIG. It is a -V line sectional view. M: transmission, G _{2 to} G _5: gear train, T: main oil reservoir, 2 ...
… Input shaft, 3 …… Output shaft, 27 ₃ …… _3rd fork shaft as fork shaft, 31 …… 5-speed shift fork as shift fork, 34 …… Lubricating oil, 35 …… Auxiliary oil sump, 36… …
Oil pump, 37o ... Discharge port, 39 ... Small hole, 46 ...
… Lubrication hole, 51… Injection hole

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Kazumasa Shibuya 1-4-1 Chuo, Wako, Saitama Prefecture Honda R & D Co., Ltd. (72) Inventor Masahiro Saito 1-4-1 Wako, Saitama (56) Reference JP 55-106823 (JP, A) JP 1-164864 (JP, A) JP 58-203265 (JP, A) Actual development Sho 57 -54760 (JP, U) Actual opening Sho 60-189665 (JP, U) Actual opening Flat 1-100954 (JP, U)

Claims (1)

[Scope of utility model registration request] 1. A shift fork for controlling establishment and suspension of a gear train provided between the input and output shafts is supported by disposing a fork shaft in the transmission case parallel to the input and output shafts. Then, the lubricating oil was stored in the main oil reservoir arranged at the bottom of the transmission case, and a part of the gear train was immersed in the lubricating oil.
In a vehicle transmission lubrication device, a fork shaft is provided with an oil supply hole extending longitudinally through the shaft, and an injection hole opened from the oil supply hole to a peripheral surface of the shaft and directed to a tooth surface of an arbitrary gear train. Is installed in the transmission case, and an auxiliary oil reservoir separated from the main oil reservoir and an oil pump that interlocks with the rotation of the output shaft to pump the lubricating oil of the main oil reservoir to the auxiliary oil reservoir through the oil supply hole in the fork shaft. In order to reduce the lubricating oil surface of the main oil reservoir as the vehicle speed increases, a small hole is provided in the bottom wall of the auxiliary oil reservoir to allow the pumped lubricating oil to flow out to the main oil reservoir side. A lubrication device for a vehicle transmission, comprising: