JPS60176822A - Transmission device for front drive vehicle - Google Patents

Abstract

PURPOSE:To make it possible to lubricate a transmission unit with a small amount of lubricating oil to aim at reducing the weight of an engine, by connecting an oil suction pipe communicated with a second lubricating oil tank to the gear mesh release side of the transmission unit, and as well by providing a discharge port opened to a first lubricating oil tank, on the mesh starting side of the transmission unit. CONSTITUTION:In a transmission device 6 comprising a clutch 3, a speed change gear unit and a differential gear unit 5, within the speed change gear unit storing 21 of a casing 20, there is provided a first lubricating oil tank 35 for wetting the lower sections of gear trains G1 through Gr with lubricating oil. Meanwhile, in a differential gear unit storing section 22 there is provided a second lubricating oil tank 37 for wetting the lower section of the differential gear unit 5 with lubricating oil. The level l1 of lubricating oil in the tank 36 is set below the top end edge of a partition wall 36 while the level l2 of lubricating oil in the tank 37 is set corresponding to the lower parts of oil seals 31, 32. Thus, due to the provision of the first and second lubrication oil tanks 35, 37 which are separated from each other in the vertical direction in the casing 20, the amount of lubrication oil is greatly reduced so that the weight of the engine may be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission system for a front wheel drive vehicle, and particularly to a transmission system for a front wheel drive vehicle that selectively selects a plurality of different gear stages between an input shaft and an output shaft connectable to a crankshaft of an engine oriented in the width direction of the vehicle. The present invention relates to a transmission device for a front wheel drive vehicle, including a transmission including a plurality of gear trains for establishing a transmission, and a differential device interposed between the transmission and both front wheels of a vehicle.

Conventionally, in such a transmission device, a transmission and a differential device are housed in a casing with the lower part of the transmission unit being approximately the same level, and are similarly immersed in lubricating oil in the casing for lubrication. Therefore, a relatively large amount of lubricating oil is stored in the casing, which makes the engine relatively heavy and increases the stirring resistance.

The present invention has been made in view of the above circumstances, and reduces the amount of lubricating oil by providing upper and lower lubricating oil reservoirs in the casing, thereby reducing engine weight and stirring resistance. It is an object of the present invention to provide a transmission device for a front wheel drive vehicle that prevents a drop in the oil level in an upper lubricating oil storage tank.

To achieve this objective, according to the present invention, the drive shafts extending from the gearbox, the output shaft and the differential on both sides are arranged in parallel above and below, so that the gearbox and the differential are arranged in parallel. A casing for accommodating the transmission includes a transmission accommodating portion having a first lubricating oil reservoir for immersing a lower portion of a plurality of gear trains of the transmission, and a differential gear having a second lubricating oil reservoir for immersing a lower portion of the differential gear. A gear that is integrally formed with a housing part, is immersed in lubricating oil in the transmission housing part, and idles around the output shaft during idling operation of the engine, and another gear that meshes with the gear, It is covered with a pump housing with a small gap between them, and an oil suction pipe that communicates with a second lubricating oil reservoir is connected to the meshing part of both gears on the disengaged side, and on the meshing start side. is provided with a discharge port that opens toward the first lubricating oil storage tank.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. First, in FIG.
(see FIG. 2) is arranged facing in the width direction of the vehicle V. A transmission device 6 including a clutch 3, a transmission 4, and a differential gear W5 is mounted on a side of the engine E, that is, a side corresponding to the end of the crankshaft 2.
It is supported by protruding outward in the axial direction. The driving force of the engine E is transmitted to the differential gear 5 via the clutch 3 and the transmission 4.
Further, the driving force from the differential gear 5 is transmitted to the drive shafts 7.8 on both sides, the constant velocity joints 9.10, the transmission shafts 11.
12 and constant velocity joints 13.14 to the left and right front wheels 15.16.

In FIG. 2, the clutch 3 is integrated with the engine case and housed in a latch case 17, and when the clutch 3 is activated due to the release arm 18 not being activated, the crankshaft 2 is connected to the transmission 4. The signal is transmitted to the input shaft 19.

The transmission 4 and the differential device 5 are each housed in a casing 20 that is integrally coupled to the clutch case 17. That is, the casing 20 includes a transmission accommodating portion 21 that protrudes outward in the axial direction of the crankshaft 2, and a differential device that communicates with the transmission accommodating portion 21 at a portion near the clutch case 17 and hangs downward. The accommodating portion 22 is integrally formed.

The transmission 4 includes an input shaft 19 coaxial with the crankshaft 2;
A plurality of gear trains for selectively establishing a plurality of different gears are provided between the input shaft 19 and the output shaft 23 arranged in parallel below the input shaft 19, that is, a first continuous gear train G1, a second continuous gear train G1, and a second continuous gear train G1. Gear train G2, third continuous gear train G8, fourth continuous gear train G4
, and a reverse gear train Gr are interposed. The driving force transmitted from the input shaft 19 to the output shaft 23 via a selected gear train among these gear trains G and xGr is provided integrally at the end of the output shaft 23 closer to the clutch case 17. The output is output from the output gear 24 which is rotated.

The differential device 5 has the same rotational axis as the gear box 25 rotatably supported by the differential device accommodating portion 22 of the casing 20 and rotatably penetrates the gear box 25 and is mutually connected within the gear box 25. A drive shaft 7.8 disposed facing each other, a support shaft 26 fixed to the gear box 25 at the ends of the drive shafts 7.8 perpendicular to the drive shafts 7.8, and A pair of bevel gears 27.28 are fixed to the support shaft 26, and a pair of bevel gears 29.30 are respectively fixed to the ends of the drive shaft 7.8 and mesh with the bevel gears 27.28. The drive shaft 7.8 is arranged parallel to the output shaft 23 below, and oil seals 31, 32 are interposed between the drive shafts 7, 8 and the differential housing 22, respectively.

A reduction gear 33 is integrally connected to the gear box 25 of the differential device 5 by bolts 34, and this reduction gear 33 meshes with the output gear 24. Therefore, the output of the transmission 4 is transmitted to the differential gear 5 via the output gear 24 and the reduction gear 32. In the differential gear 5, the rotation of the gear box 25 integral with the reduction gear 33 is caused by the rotation of the bevel gear 27.
28 to bevel gears 29 and 30, and both station moving shafts 7
It is output from ゜8.

In such a transmission device 6, a first lubricating oil storage tank 35 is provided in the transmission accommodating portion 21 of the casing 20 to immerse the lower part of each gear train G1 to Gr in lubricating oil. That is, at the boundary between the transmission housing part 21 and the differential gear housing part 22, the casing 20 has a groove that extends upward between the output gear 24 and the first gear train G1 and is close to the output shaft 23. A partition wall 36 is integrally fixed, and this partition wall 3
A first lubricating oil storage tank 3 capable of storing lubricating oil up to the upper edge of 6
5 is provided, and the lubricating oil level l in the first lubricating oil storage tank 35,
is set below the upper edge of the partition wall 36.

On the other hand, a second lubricating oil storage tank 37 for soaking the lower part of the differential gear 5 with lubricating oil is provided in the differential gear housing section 22, and the lubricating oil level of this second lubricating oil storage tank 37 is 12 is set corresponding to the lower part of the oil seal 3], 32.

In this way, by providing the first and second lubricating oil storage tanks 35 and 37 in two parts within the casing 20, the amount of lubricating oil required within the casing 20 is not separated. This is significantly reduced compared to the conventional one, making it possible to reduce the weight of the engine E and also reducing the stirring resistance. Furthermore, the lubrication performance can be maintained at the same level as that of conventional products.

By the way, the first continuous gear train G1 closest to the partition wall 36
is a helical gear 38 provided integrally with the input shaft 19.
and a helical gear 39 that meshes with the gear 38 and has a radial bearing 40 interposed between it and the output shaft 23. Moreover, as shown in FIG. 3, the tooth traces of both helical gears 38 and 39 are carved so that they move away from each other from the output gear 24, that is, from the differential housing 22 side, and leave the meshing state. ing. This is the opposite direction from the conventional one.

In FIG. 4, a gear train, for example a fourth
The continuous gear train G4 is covered with a pump housing 43.

That is, the fourth continuous gear train G4 is composed of a gear 44 that is integrally provided on the input shaft 19, and a gear 45 that meshes with the gear 44 and has a radial bearing 46 interposed between it and the output shaft 23. The gear 45 idles around the output shaft 23 when the engine E is idling. In such a fourth continuous gear train G4, both gears 44.4.5 are surrounded by the pump housing 43 over the entire circumference except for their meshing portions, with a small gap 47, for example, about one crane, between the two gears 44.4.5. For example, it is fixed to the transmission accommodating portion 21 of the casing 20. Furthermore, in the meshing portion of both gears 44 and 45, an oil absorption pipe 50 communicating with the second lubricating oil storage tank 37 is connected to the meshing disengagement side, and an oil absorption pipe 50 that opens toward the first lubricating oil storage tank 35 is connected to the meshing start side. A discharge port 51 is formed. With such a configuration, the first lubricating oil reservoir 35 is drained from the second lubricating oil reservoir 37 according to the rotational movement of both gears 44 and 45.
It becomes possible to pump lubricating oil to the

At this time, the lower part of the lower gear 45 is connected to the first lubricating oil storage tank 35.
The pump is immersed in lubricating oil, which acts as a priming water when starting the pump.

Next, to explain the operation of this embodiment, the engine E
The driving force is transmitted from the crankshaft 2 to the input shaft 19 of the gear shift m4 via the clutch 3, and when any gear is established, the driving force is transmitted from the crankshaft 2 to the input shaft 19 of the gear shift m4, and when any gear is established, the gear train G, -G4 or reverse It is transmitted to the output shaft 23 via the gear train Gr. The driving force from the output shaft 23 is transmitted from the output gear 24 to the reduction gear 33 to be decelerated, and further transmitted from the differential gear 5 to the left and right front wheels 7.8.

During idle operation of the engine E, the helical gear 39 in the first continuous gear train G1 idles around the output shaft 23. For this reason, the lubricating oil in the first lubricating oil storage tank 35 is scattered by both helical gears 38 and 39, but the tooth traces of both helical gears 38 and 39 are mutually separated from the differential gear housing portion 22 side. Since the grooves are carved so as to be released from the meshing state, the scattering direction is toward the first lubricating oil storage tank 35 side. Therefore, the lubricating oil splashed by both helical gears 38 and 39 is prevented as much as possible from jumping over the partition wall 36 and falling into the second lubricating oil storage tank 37, and the lubricating oil in the first lubricating oil storage tank 35 is prevented from falling into the second lubricating oil storage tank 37. The decrease in surface 1!1 is suppressed as much as possible.

By the way, even with such a function of the helical gears 38 and 39, it is not possible to completely prevent the lubricating oil from falling from the first lubricating oil storage tank 35 to the first and second lubricating oil storage tank 37. It is unavoidable that a small amount of lubricating oil will fall. However, due to the action of the fourth speed gear train G4, an amount of lubricating oil corresponding to the amount of falling lubricating oil is stored in the second lubricating oil storage tank 37.
The first lubricating oil storage tank 35 is replenished from there. That is, due to the rotational movement of both gears 44 and 45, the second lubricating oil storage tank 3
The lubricating oil in 7 is sucked up to the meshing part of both gears 44 and 45 through the oil suction pipe 50, and further passes through the gap 47 to the discharge port 51.
The lubricating oil is discharged from the lubricating oil storage tank 35 to the first lubricating oil storage tank 35. This results in
The amount falling to the second lubricating oil storage tank 37 is the same as that of the first lubricating oil storage tank 3.
5 is replenished, a drop in the oil level 11 of the first lubricating oil storage tank 35 is prevented as much as possible, and good lubrication of the transmission 4 is maintained.

In such a transmission device 6, an input shaft 19, an output shaft 2
3 and both drive shafts 7 and 8 are arranged in parallel upwardly and downwardly. Therefore, the length of the engine compartment 1 along the longitudinal direction of the vehicle V can be shortened to maximize the capacity of the vehicle compartment. It becomes possible.

As described above, according to the present invention, the drive shafts extending from the inner shaft and the differential device on both sides of the transmission are vertically arranged in parallel and accommodate the transmission and the differential device. The casing includes a transmission accommodating portion having a first lubricating oil reservoir for immersing a lower portion of a plurality of gear trains of the transmission, and a differential gear accommodating portion having a second lubricating oil reservoir for immersing a lower portion of the differential gear. The gear, which is integrally formed with the transmission housing and is immersed in lubricating oil in the transmission housing and idles around the output shaft when the engine is idling, and the other gear meshing with the gear, are It is covered with a pump housing with a slight gap between it and the outer periphery, and an oil suction pipe that communicates with a second lubricating oil storage tank is connected to the meshing part of both gears on the disengaged side, and a first lubricating oil reservoir on the meshing start side. Since a discharge port is provided that opens toward the lubricating oil storage tank, the first and second
The lubricating oil storage tank is divided into upper and lower parts, and the transmission and the differential gear are lubricated with a relatively small amount of lubricating oil, which makes it possible to reduce the weight of the engine and the stirring resistance. In addition, the lubricating oil is replenished into the first lubricating oil storage tank 3 by the pumping action of both gears covered by the pump housing, so when the engine is idling, the lubricating oil
A drop in the oil level in the lubricating oil storage tank is prevented as much as possible.

Moreover, the width of the transmission device, that is, the length along the longitudinal direction of the vehicle can be shortened, thereby making it possible to shorten the engine room.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and Fig. 1 is a front view of a vehicle showing how the device of the present invention is installed, Fig. 2 is an enlarged vertical sectional view of the main parts, and Fig. 3 is an output gear and a reduction gear. A simplified side view showing the meshing state of the gears, FIG. 4 is the TV-
It is a simplified cross-sectional view along the TV line. 2... Crankshaft, 4... Transmission, 5-way differential,
6... Transmission device, 7.8... Drive shaft, 15.16.
...Front wheel, 19...Input shaft, 20...Casing,
21... Transmission housing part, 22... Differential gear housing part,
23... Output shaft, 35... First lubricating oil storage tank, 37
River No. 2 lubricating oil storage tank, 43... Pump housing, 4
4.45...Gear, 47...Gap, 50...Oil suction pipe, 5]...Discharge port, E...Engine, G, ~G4
．． Qr...gear train, ■...】4 Vehicle 15 Engraving of the drawing (no change in content) Figure 1 Procedural amendment (Mr. Hogen, Commissioner of the Patent Office 1, Indication of the case 1982 Patent Application No. 33627) 3. Relationship with the case of the person making the amendment Patent applicant name (532) Honda Motor Co., Ltd. 4. Agent
Person 〒105 Address 1 Nijimura Building 5, 4-4-5 Shinbashi, Minato-ku, Tokyo Date of amendment order Paper letter (no change in content) 1 [

Claims (1)

[Claims] a transmission comprising a plurality of gear trains for selectively establishing a plurality of different gear stages between an input shaft and an output shaft connectable to a crankshaft of an engine facing in the width direction of a vehicle; In the transmission device for a front wheel drive vehicle including the transmission and a differential device interposed between both front wheels of the vehicle, the output shaft and the drive shaft extending from the differential device on both sides are vertically parallel. The casing, which houses the transmission and the differential, has a transmission accommodating portion having a first lubricating oil reservoir that immerses the lower part of the plurality of gear trains of the transmission, and a casing that accommodates the lower part of the differential. a differential gear housing having a second lubricating oil storage tank to be immersed in the gear; The other gears that mesh with this gear are covered with a pump housing with a small gap between them, and a second lubricating oil storage tank is provided on the meshing and disengaging side of the meshing part of both gears. A transmission device for a front wheel drive vehicle, characterized in that a communicating oil suction pipe is connected and a discharge port opening toward a first lubricating oil storage tank is provided on a meshing start side.