JPS61157873A - Vehicle transmission - Google Patents

Abstract

PURPOSE:To prevent oil temperature rising caused by rotating members and an agitated oil in a speed changing mechanism by arranging the suction port of an oil strainer adjacently to the rear bottom wall of an oil pan to lower an oil level to the lowest limit when a vehicle is at hill-climbing. CONSTITUTION:An oil strainer 404 comprises the left end part 442 indicated in the drawing which is connected to a valve body 403 provided near to an output oil path 441 toward an oil pump 150 through a gasket 431, a joining part 445, the third folded back part and the fourth one 449. In addition, a suction port 447 is provided in the extension of the third folded back part and along the output side 412 of the bottom wall 411 of an oil pan 401 indicated at the right end in the drawing, and a suction port 448 is formed at the right end in the drawing.

Description

DETAILED DESCRIPTION OF THE INVENTION FIELD OF INDUSTRIAL APPLICATION The present invention relates to prevention of poor suction of hydraulic fluid in a vehicle transmission.

[Prior Art] Conventionally, as a vehicle transmission in which a main power transmission device and an auxiliary power transmission device are connected in series, for example, a longitudinally installed engine type 4
As shown in FIG. 12, the power unit 700 of a wheel drive vehicle has a main transmission 710 and a four-wheel drive auxiliary transmission 500 (shown in FIG. 3) connected vertically in series according to the output of the engine. Machine 730 has been proposed. This transmission 730 is a gear that changes speed by selectively supplying and discharging fluid transmission devices such as a torque converter 711 and a free unit coupling, and a hydraulic servo that is a fluid pressure actuator for frictional engagement elements from a hydraulic control device 712. Main transmission including transmission mechanism @ 710
, the output shaft 724 of the torque converter, and the output shaft 72
4, and an intermediate transmission shaft 725 provided coaxially with the intermediate transmission shaft 725, which is the output shaft of the main transmission 710 and an input shaft 1 of the auxiliary transmission 1a500 for four-wheel drive.
and a first output shaft 3 provided coaxially with the input shaft 1;
A second output shaft 4 provided in parallel with the first output shaft 3 and connected to the first output shaft 3 by a chain type transmission mechanism 553, a sub-transmission m 500 for four-wheel drive, and a lower part of the main transmission 710. A valve body 714 that incorporates the hydraulic control device 712 and an oil pan 716 that houses an oil strainer 115 provided at the bottom of the valve body 114 are connected to the oil pan 716 and the oil stored in the oil pan 716 is transferred to the oil strainer 715. and an oil pump 718 that sucks up the oil and supplies it to the main transmission 710 and the sub-transmission 500 as hydraulic oil.

[Problems to be Solved by the Invention] Conventionally, vehicle transmissions with the above configuration have an oil pan 716.
In order to increase the capacity of the valve body 714, the oil pan 116 is extended downward, and the shape of the oil strainer 115 is adapted to the lower mounting portion 714 of the valve body 714. However, conventionally oil strainer 11
The hydraulic oil suction lower 17 of No. 5 is connected to the bottom wall 7 of the oil pan 716.
Lower mounting part 71 of valve body 714 separated from 16a
Since it is installed at 4a, when the vehicle is running on a steep slope, the oil level is 4a.
It flows into the wheel drive sub-transmission 500 side, and the oil level is a.
If it goes further down (moves to the right in the figure), air will be sucked in. In such a case, the air contracted by the oil pump 718 expands on the discharge side of the oil pump 118, causing pressure fluctuations and causing a problem in that the engagement pressure of the friction engagement element becomes unstable. Alternatively, since the oil level is required to be up to a, there is a problem in that the rotating objects of the transmission 730 and the hydraulic oil are agitated, which is disadvantageous in raising the oil temperature.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular transmission that sets the oil level to a lower limit and prevents an increase in oil temperature due to agitation of oil and rotating members in a transmission mechanism when the vehicle is running.

[Means for Solving the Problems] The vehicle transmission of the present invention includes a transmission operated by hydraulic pressure, an oil pan disposed below the transmission and containing oil, and a transmission system built in the oil pan. a main power transmission device including an oil strainer, an oil pump that sucks up oil stored in the oil pan through the oil strainer and supplies hydraulic oil to the transmission mechanism; and a hydraulic pressure supplied from the oil pump. In the vehicular transmission which is connected in series with an auxiliary power transmission device operated by the oil strainer, the suction port of the oil strainer is provided close to the rear bottom wall of the oil pan.

[Actions and Effects of the Invention] With the above configuration, the vehicle transmission of the present invention has the following actions and effects.

b) By moving the oil strainer suction port to near the bottom wall of the output side of the oil pan, the climbing ability (able to climb even steep slopes) with the same amount of oil can be improved.

By installing the suction port near the bottom wall of the output side of the oil pan, the oil level can be lowered to the position shown in Figure 1, reducing oil agitation with the rotating parts of the transmission and preventing oil temperature from rising. can prevent a decrease in operating efficiency.

[Embodiment] Next, a first embodiment of the vehicle transmission of the present invention will be described based on the embodiment shown in FIGS. 1 to 11.

1 to 4 show a first embodiment of a vehicle transmission according to the present invention.

As shown in FIG. 1, the four-wheel drive vehicle A includes an engine E, a torque converter 200 which is a fluid transmission device, a transmission 300 which is a main power transmission device, and a hydraulic control device 4.
00, 4-wheel drive transfer 5 which is an auxiliary power transmission device
00, a transfer control device 600, and an automatic transmission 100 are arranged in tandem, and the first output shaft 3
is connected to the propeller shaft C for driving the rear wheels, and the second output frtll 4 is connected to the propeller shaft B for driving the front wheels.

The transmission 300 includes a first planetary gear set p1 and a hydraulic servo C-0 which is a fluid pressure actuator.
, one multi-disc clutch C011 operated by B-0.
One multi-disc brake BO1 and one one-way latch F
Overdrive "Mffl gear transmission device OD which is a first transmission device with
and two multi-disc clutches C1, C2 operated by a second planetary gear set p2, a third planetary gear set p3, and hydraulic servos C-1, C-2, B-2, and B-3, which are fluid pressure actuators. , two multi-disc brakes B2,
B3, one belt brake B1 operated by a hydraulic servo, which is a fluid pressure actuator (not shown), and a second transmission, an underdrive planetary gear with three forward speeds and one reverse speed, which is equipped with two one-way latches F1 and F2. It is composed of a gear transmission device UD.

The four-wheel drive transfer 500 includes a fourth planetary gear set P' and a hydraulic servo C-, which is a fluid pressure actuator.
3. one multi-disc clutch C3 operated by B-4;
An underdrive planetary gear transmission tJD2, which is a third transmission equipped with one multi-disc brake B4 and can be switched between a direct gear and a reduction gear, and one multi-disc brake operated by a hydraulic servo C-4, which is a fluid pressure actuator. Multi-plate clutch C
4, and a two-wheel drive/four-wheel drive switching mechanism TF capable of switching between a two-wheel drive state and a four-wheel drive state.

The automatic transmission case 110 includes a torque converter 200
The transmission case 130 houses the overdrive planetary gear transmission OD and the underdrive planetary gear transmission IJD, and the transfer case 140 is fastened to the rear side of the automatic transmission 100. Torque converter housing 120, transmission case 130, and transfer case 140 are each fastened with a large number of bolts.

The transfer case 140 has an input shaft chamber 141 from the front.
, an extension case 144 provided with a transmission mechanism chamber 142 for housing an underdrive planetary gear transmission @U 02 and a two-wheel/four-wheel switching mechanism chamber 143 for housing a two-wheel/four-wheel switching mechanism TF, and a transmission mechanism chamber 145 are formed. Front transmission mechanism case 146 and rear transmission mechanism case 147
The transformer 77 case 140 forms an output shaft chamber 149.
It consists of an extension housing 148 which is the rear cover of the .

The transmission chamber 132 in the transmission case, the transmission mechanism chamber 142 in the transfer case 140, the two-wheel/four-wheel switching mechanism chamber 143, and the output shaft chamber 149 are in communication with each other through an oil passage (not shown), and the supplied oil is transferred to the transmission case 130. Oil pan 40 fastened to the bottom of
It is designed to return to 1.

The torque converter 200 is housed in a torque converter chamber 121 in which the front (engine side) of the torque converter housing 120 is open, and includes a front cover 111 connected to the engine output shaft, and a circular ring welded to the front cover 111 at the outer periphery. A plate-shaped rear cover 112, a pump impeller 205 disposed around the inner peripheral wall of the rear cover 112, a turbine runner 2O6 disposed opposite to the pump impeller 205, and a turbine shell holding the turbine runner 206. 207, one-way clutch 20
2, a stator 201 supported by a fixed shaft (stator shaft) 203, and the front cover 111
A direct coupling clutch (lock-up clutch) 113 is provided to directly connect the turbine shell 207 and the turbine shell 207.

An oil pump 150 is accommodated in a recess formed on the rear surface between the torque converter chamber 121 and a cylindrical transmission chamber 132 provided in the transmission case 130 and continuous to the rear thereof. Original oil pump body 15 having a cylindrical portion 152 protruding from
1 is centrally positioned by fitting into the front end of the transmission case 130 and fastened with a bolt, and on the rear side of the oil pump body 151 is a cylinder having a center coaxial with the cylindrical part 152 and protruding rearward. Oil pump cover 154 with a shaped front support 153
is fastened. The oil pump body 151 and the oil pump cover 154 are connected to the oil pump housing 15.
5, the torque converter chamber 121 and the transmission chamber 1
32 and also forms a front supporting wall of the transmission case 130. In addition, the transmission room 1
32, an intermediate support wall 159 which separates the overdrive mechanism chamber 133 and the underdrive mechanism chamber 134 and has a cylindrical center support 158 projecting rearward is formed separately and fitted. There is. At the rear of the transmission case 130 , a rear support wall 151 is integrally cast with the transmission case 130 and is provided on the right side of a cylindrical rear support 156 that projects forward. is doing.

The extension case 14 is fitted and fastened to the outer surface of the rear support wall 157 of the transmission case.
4, between the input shaft chamber 141 and the transmission mechanism chamber 142 is a transfer front support having a cylindrical transfer front support 161 that is coaxial with the center support 156 of the rear support wall 157 and protrudes rearward. Branch wall 16
2 is fastened to the extensicon case 144 with bolts. Further, between the transmission mechanism chamber 142 and the two-wheel/four-wheel switching mechanism chamber 143, a cylinder of the brake B4 has a cylindrical transfer center support 163 that is coaxial with the transfer front support 161 and projects rearward. 164 is formed separately and fitted.

In addition, a two-wheel/four-wheel switching mechanism chamber 143 and a transmission mechanism chamber 145 are provided.
and between the transmission mechanism chamber 145 and the output shaft chamber 149, there is a transfer intermediate support formed integrally with the front transmission mechanism case 146 and the rear transmission mechanism case 147 and having a cylindrical portion 165, 166. Walls 167,168 are provided. Further, the rear end portion 140A has a propeller shaft C of the vehicle so as to have a coaxial center with the front support 153.
A sleeve yoke 10 connected to the sleeve yoke 10 is inserted through the sleeve yoke 10 and rotatably supported via a ball bearing b1.

The input shaft 11 of the transmission, which is a second intermediate transmission shaft of the torque converter 200, is rotatably supported on the inside of the fixed shaft 203 inside the front support 153 at two supporting points in the front and rear. The input shaft 11 has seven flange portions 12a at the rear of the front support 153, and a large diameter portion 12 at the rear end in which a rearward-facing center hole 13 is formed in the axial center.
has. At the rear of the input shaft 11, the tip is inserted into the center hole 13 and is rotatably supported, the middle is rotatably supported by the center support 158 of the intermediate support wall, and the rear end is connected to the second intermediate transmission shaft at the center. A first intermediate power transmission shaft 14 having a large-diameter portion 15 and having a rearward-facing center hole 16 into which the leading end of the first intermediate power transmission shaft 14 slides is disposed coaxially and in series with the input shaft 11 .

The input side of the second intermediate power transmission shaft 1 is inserted into the center hole 1G of the intermediate power transmission shaft 14, and is rotatably supported by the inner circumferential wall of the hole 16. 14 is rotatably supported by the center support 158, thereby being rotatably supported by the transmission case 130.

[Deno] The tip is the first of the transfer 500 which will be described later.
It is inserted into the large diameter portion 3B in which the forward center hole 3a is formed on the input side of the output shaft 3, is rotatably supported by the first output shaft 3, and is rotatably supported by the first output shaft 3 transfer center support 163. By being supported by the transfer case 140, the transfer case 140 is rotatably supported. The first output shaft 3 is coaxially arranged in series with the second intermediate transmission shaft 1, and has a center hole 3a that slides into contact with the rear end of the second intermediate transmission shaft 1 on the input side.
The large diameter portion 3b is connected to the carrier 541 of the planetary gear set P by welding, and is rotatably supported by the transfer center support 163, so that the large diameter portion 3b is rotatably attached to the transfer case 140. Supported by In this embodiment, the outer circumference of the intermediate portion is spline-fitted to the cylinder 543 of the clutch C4, and the output side is spline-fitted to the sleeve yoke 10, and the sleeve yoke 10 is connected to the extension housing 148 via the ball bearing b1. It is rotatably supported at the rear end of the

In the overdrive mechanism chamber 133, the input shaft 1
A first planetary gear set p1 is provided on the rear side of the
The ring gear RO is connected to the first intermediate transmission shaft 14 via a flange plate 22, the planetary carrier PO is connected to the flange portion 12a of the input shaft 11, and the sun gear SO is formed on the inner race shaft 23. On the front side of the first planetary gear set p1, a first hydraulic servo drum 24 that opens rearward is fixed to an inner race shaft 23, and an annular piston 25 is fitted between the outer peripheral wall of the drum and the inner race shaft 23. A return spring 26 is attached to the inner race shaft 23 side, and a clutch CO is attached to the inner side of the outer peripheral wall, and is connected to the carrier PO via the clutch CO. 1st
A one-way latch FO with the inner race shaft 23 as an inner race is provided on the inner periphery of the hydraulic nervo drum 24, and a seven outer race 27 and a transmission case 1 are provided on the outer periphery of the one-way latch FO.
A clutch CO and a brake BG are provided between the piston 2 and the center support 158 on the rear side.
9 is fitted to form a hydraulic servo B-o of the brake B0, and a return spring 32 provided on the inner peripheral portion 31 of the tip end of the center support 158 is fitted.

In the underdrive mechanism chamber 134, at the front,
A second hydraulic servo drum 41 that opens rearward is rotatably fitted onto the center support 158, and an annular piston 42 is fitted between its inner and outer peripheral walls to form a hydraulic servo C-2 of the clutch C2. A clutch C2 is installed inside the return spring 44 and the outer peripheral wall. On the rear side of the second hydraulic servo drum 41, a third hydraulic servo drum 46 is fixed to the rear end of the first intermediate transmission shaft 14 and is open to the rear and has an annular protrusion 35 at the front. An annular piston 47 is fitted between the outer circumferential wall and the hydraulic servo C-1 of the clutch C1.
A clutch C2 is attached to the outer periphery of the hydraulic servo drum 5, and the second and third hydraulic servo drums 41 and 46 are connected via the clutch C2. A second planetary gear set p2 is provided on the rear side of the third hydraulic servo drum 46, and its ring gear R
1 is connected to the third hydraulic servo drum 46 via an annular projection 48 and clutch C1, and carrier P1 is connected to the second
The sun gear S1 is spline-fitted to the intermediate transmission shaft 1, and is integrally formed with the sun gear shaft 45. In addition, a connecting drum 60, which is molded to cover the 2nd and 3rd hydraulic servo drums 46 and the second planetary gear set p2 in a minimum space, is fixed to the outer periphery of the second hydraulic servo drum 41 at its tip. The end is connected to the sun gear shaft 45 on the rear side of the second planetary gearlet p2, and a belt brake B1 is provided on the outer circumferential side. The brake disc b2 of the brake B2 and the brake disc b3 of the brake B3 are spline-fitted from the front to the spline 75 formed inside the transmission case 130 on the rear side of the brake B2, and the rear support wall 157 on the rear side is spline-fitted from the front. Support 156 outer circumferential side and transmission case 130
The piston 77 is fitted into the annular hole between the brake B
3 hydraulic servo B-3 is formed, and the hydraulic servo B-
The return spring 79 of No. 3 is supported by a retainer 82 attached to the tip of the rear support 156. A one-way latch F1 having the sun gear shaft 45 as an inner race is provided inside the brake B2, and an outer race 39 is connected to the brake B2.
A one-way clutch F2 in which a return spring 90 and an inner race 83 are spline-fitted to the fourth hydraulic servo drum 72 at the outer inner diameter is mounted on the rear side of the clutch F2. In the third planetary gear set p3, the sun gear S2 is formed integrally with the sun gear shaft 45, the carrier P2 is connected to the outer race 86 of the one-way clutch F2 on the front side and also connected to the brake B3, and the ring gear R2 is connected to the second intermediate clutch F2. It is connected to the middle part of the transmission shaft 1.

The transmission 300 changes the transmission case 1 according to vehicle driving conditions such as vehicle speed and throttle opening.
By the hydraulic pressure selectively output to the hydraulic servo of each friction engagement device from a hydraulic control device @400 having an oil strainer 404 in a pulp body 403 built in an oil pan 401 fastened to the lower part of the oil pan 401 with a bolt 402, Each clutch and brake is engaged or released to perform four forward gear shifts or one reverse gear shift. Table 1 does not show examples of the gears (RANGE') achieved by the operation of each clutch, brake, and one-way clutch.

Table 1 In Table 1, E indicates that the corresponding clutch, brake, or one-way clutch is engaged.

L indicates that the corresponding one-way clutch is engaged only in the engine drive state and is not engaged in the engine brake state. Furthermore, in (L), the corresponding one-way clutch is engaged in the engine drive state, but this engagement is not necessarily necessary because power transmission is guaranteed by a clutch or brake built in parallel. (locked). Roughly f indicates that the corresponding one-way clutch is free. A rough cross indicates that the corresponding clutch and brake are released.

The oil strainer 404 has a gasket 4 attached to the valve body 403 near the output oil passage 441 to the oil pump 150.
31, the left end portion 442 in the drawing is extended from the left end portion 442 toward the output side, and is connected to the valve body 403 via a gasket 432 via a first folded portion 443 and a second folded portion 444. Joint portion 445, said joint portion 4
45 and is folded back toward the bottom wall 411 of the oil pan 401; The fourth folded portion 44 is folded back to form a suction port portion 448 at the right end in the drawing having a suction port 447.
9, and consists of an upper wall 451 and a lower wall 452.

The transfer 500 in FIG. 3 has a clutch C3, a brake B4, and a second intermediate transmission shaft 1 of a planetary gear set p2, p3 as input shafts, and is connected in series with the input shaft (1). a first output shaft 3 of the transfer disposed in the transfer, a planetary gear set Pf disposed between the input shaft (1) and the first output shaft 3, and a planetary gear set Pf disposed between the input shaft (1) and the first output shaft 3; A four-wheel drive sleeve 551 is arranged parallel to the input shaft (1) and the first
It has a second output shaft 4 installed in the opposite direction to the output shaft 3, and a chain type transmission mechanism 553 between the sleeve 551 and the second output shaft 4. The planetary gear set Pf includes a sun gear 544 spline-fitted to the end of the input shaft (1).
, a planetary pinion 54 that meshes with the sun gear 544.
5, a ring gear 546 that meshes with the planetary pinion 545, and a carrier 547 that rotatably holds the planetary pinion 545 and is connected to the tip of the first output shaft 3 of the transfer 500. The brake 84 connects the ring gear 546 to the transfer case 140.
It is a multi-disc friction brake for engaging with a hydraulic servo, which is composed of a cylinder 164 formed in a transfer center support 163 installed in a transfer case 140 and a piston 164P installed in the cylinder 164. Operated by B-4. Clutch C3 is disposed on the transmission 300 side of planetary gear set Pf, and connects and disconnects sun gear 544 and carrier 547. Clutch C3 is configured to connect and connect sun gear 544 and carrier 547. It is operated by a hydraulic servo C-3 configured. Clutch C4 is a multiplex clutch for connecting and disconnecting first output shaft 3 connected to carrier 547 and sleeve 551 connected to one sprocket 556 of transmission mechanism 553 for driving second output shaft 4 of transfer 5<)O. A hydraulic servo C is a plate-type friction clutch, and is composed of a cylinder 558 rotatably supported by the transfer case 140 and a piston 558P mounted inside the cylinder 558.
-4 is activated. The transmission mechanism 553 is connected to the sleeve 5
Sprocket 556 spline-fitted to 51, second
It consists of a sprocket 555 formed on the output shaft 4 and a chain 557 stretched between these sprockets.

A parking gear 559 is provided around the outer circumferential side of the cylinder 550 of the hydraulic servo C-3, and when the shift lever of the transmission 300 is selected to the parking position, the pawl engages with the parking gear 559 to fix the first output shaft 3. do.

560 is the clutch C3 of the 4-wheel drive transfer 500
, C4 and brake B4 hydraulic servo C-3, C-4
3-4 is a transfer valve body provided with a hydraulic control device for supplying and discharging hydraulic pressure, and 561 is its oil pan. Pressure oil is supplied to the hydraulic servos C-3, C-4 and 3-4 of the clutches C3 and C4 and the brake B4 through an oil passage 364 provided in the transmission case 130 and an oil passage provided in the transformer 77 case 140. 564 leads to a transfer valve body 560 in which a transfer control device 600 is provided.

During normal driving, the line pressure supplied to the hydraulic control device of the automatic transmission is supplied to the hydraulic servo C-3 to engage the clutch C3, and the pressure is discharged from the hydraulic servos 3-4 and C-4 to control the brake B4 and the clutch. Release C4. As a result, the sun gear 544 and carrier 547 of the planetary gear set Pf are connected, and power is transmitted from the input shaft (1) to the first output shaft 3 at a reduction ratio of 1'! Two-wheel drive driving using only the N rear wheels is possible. At this time, the power from the input shaft (1) is transmitted to the Kirelia 5 through the clutch C3 without going through the number gear 544, planetary pinion 545, or ring gear 546.
47 to the first output shaft 3, no load is applied to the tooth surfaces of each gear, increasing the life of the gears. When four-wheel drive driving becomes necessary during this two-wheel drive driving, the shift lever installed on the driver's seat etc. is manually shifted, and line pressure is gradually supplied to hydraulic servo C-4 of transfer control device 600 to clutch C-4. When the first output shaft 3 is engaged smoothly, the first output shaft 3
and the sleeve 551 are connected, and the transmission mechanism 553 and the second
Power is also transmitted to the front wheels via the output shaft 4 and the propeller shaft B, and the power is transmitted from the input shaft (1) to the first output shaft 3 and the second output shaft 4 at a reduction ratio of 1, resulting in a four-wheel drive direct-coupled running state ( high-speed four-wheel drive). During this four-wheel drive driving, when the shift lever is manually shifted when an increase in output torque is required, such as on a steep slope, line pressure is gradually supplied to hydraulic servo 3-4, and hydraulic servo C-3 is activated at an appropriate timing. The hydraulic pressure is discharged, the brake B4 is gradually engaged, and the clutch C3 is smoothly released. As a result, sun gear 544 and carrier 547 are released, ring gear 546 is fixed, and power is transmitted from input shaft (1) to sun gear 544 and planetary pinion 5.
45, the first output ll1 is decelerated via the carrier 547
The torque is transmitted to lII3 and the second output shaft 4, and a four-wheel drive deceleration driving state (low-speed four-wheel drive state) with a large torque is obtained. Table 2 shows the setting range of the manual shift of the transfer 500, the engagement and disengagement of the brake B4, the clutches C3 and C4, and the running state of the vehicle.

Table 2 In Table 3, 0 indicates the engaged state of the friction engagement element, and X indicates the released state. The reduction ratio (3.0 in the example) is the planetary gear i
The gear ratio of the sun gear 544 and the ring gear 546 of the structure is λ, and the reduction ratio is −(1+λ) when the tooth ratio λ is 0.5.
/λ=3.0.

4 to 11 show a second embodiment of the vehicle transmission of the present invention.

(Same as the first embodiment - Functional parts are indicated by the same numbers) The valve body 403 has a spacer 470 fastened to the bottom surface via a first gasket 460, and a spacer 470 fastened to the bottom surface of the spacer 470 via a second gasket 480. Strainer 49
An oil strainer 406 having a diameter of 0 is fastened with bolts 407 and brackets 408.

The spacer 470 is the upper cover 475 of the oil strainer 406 as shown in Fig. 6.7, and is made of a precision mold (dice type).
It is made of die-casting that is cast by applying pressure automatically or manually, and the large size is most suitable for production because it requires almost no mechanical finishing to the desired shape with high precision. When the output port 411 is protruded and the valve body 403 is fitted in the middle, a protrusion hole 412 is formed in the lower part 473 and a bolt hole 472a is formed.
472b, 472c.

472d, 472e, 472f, 472g147
2h, 472i, 472j, and 472k are formed on the strainer mounting surface 474 in a planar shape.

The second gasket 480 has a similar shape to the strainer attachment portion 474 of the spanner 470, as shown in FIG.
Bolt through holes 481a, 481b, 481c, 4
81d, 481e, 481f, 4810.481h,
481i, 481j, and 481k.

As shown in FIGS. 8 to 11, the strainer 490 includes a filter plate 491, a folded plate 492,
The filter plate 491 consists of a lower M493, and the filter plate 491 uses a dense grid-like screen 494 to remove dust and impurities from the hydraulic oil sucked from the oil pan 401, and has bolt through holes 494a, 494b, 49 on the mounting surface 495.
4c, 494d, 494f, 494g, 494h
, 494i, 494j, 494k are formed,
Bolt holes 495a, 495b are provided in the lower cover 493, the hydraulic oil suction port 496, and the flat mounting surface 4.97.
495C, 495d, 495e, 495f, 49
5g, 495h, 495i1495j, and 495k, and the outer diameter gradually decreases from the middle part 499 toward the rear part 498.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a power transmission system of a first embodiment of a vehicle transmission of the present invention, and FIG. 2 is a schematic diagram showing a power transmission system of a first embodiment of a vehicle transmission of the present invention.
FIG. 3 is a sectional view of the auxiliary transmission of the first embodiment of the vehicular transmission of the present invention, and FIG. 4 is a sectional view of the vehicular transmission of the second embodiment of the present invention. FIG. 5 is a cross-sectional view of a four-wheel drive automatic transmission adopting
FIG. 6 is a side view of the second gasket according to the embodiment, FIG. 6 is another side view of the spacer according to the second embodiment of the vehicle transmission of the present invention, and FIG. 7 is a side view of the second gasket of the vehicle transmission of the present invention. FIG. 8 is a side view of a filtration plate according to the second embodiment of the vehicle transmission of the present invention, and FIG. 9 is a side view of the spacer according to the second embodiment of the vehicle transmission of the present invention. Another side view of such a strainer, FIG. 10 is a side view of the second embodiment of the vehicle transmission of the present invention, and FIG. 11 is a cross section of the strainer of the second embodiment of the vehicle transmission of the present invention. Figure, 12th
The figure is a sectional view of a conventional vehicle transmission.

Claims (1)

[Scope of Claims] 1) A transmission operated by hydraulic pressure, an oil pan disposed below the transmission and containing oil, an oil strainer built in the oil pan, and an oil strainer housed in the oil pan. A main power transmission device including an oil pump that sucks up oil through the oil strainer and supplies hydraulic oil to the transmission mechanism, and an auxiliary power transmission device operated by hydraulic pressure supplied from the oil pump are arranged in tandem. What is claimed is: 1. A vehicular transmission characterized in that a suction port of the oil strainer is provided close to a rear bottom wall of the oil pan. 2) The oil strainer has one end connected to a valve body containing a hydraulic control device via a gasket;
A joint extending from one end to the other side and connected to the valve body via a gasket through a first folded part and a second folded part; a joint extending from the joint and folded back toward the bottom wall of the oil pan; a fourth folded part extending from the third folded part and folded back to form a suction port at the other end having a suction port along one side of the bottom wall of the oil pan; The vehicle transmission according to claim 1, characterized in that the transmission comprises an upper wall and a lower wall. 3) The oil strainer is connected to the lower part of the valve body via a gasket, and has a spacer having a flat lower end surface, and a flat upper end surface that is joined to the lower end surface of the spacer via the gasket. , and a strainer connected to the spacer. 2. The vehicle transmission according to claim 1, further comprising a strainer connected to the spacer.