JPS6327209B2 - - Google Patents
Info
- Publication number
- JPS6327209B2 JPS6327209B2 JP3362784A JP3362784A JPS6327209B2 JP S6327209 B2 JPS6327209 B2 JP S6327209B2 JP 3362784 A JP3362784 A JP 3362784A JP 3362784 A JP3362784 A JP 3362784A JP S6327209 B2 JPS6327209 B2 JP S6327209B2
- Authority
- JP
- Japan
- Prior art keywords
- lubricating oil
- gear
- transmission
- storage tank
- differential
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000010687 lubricating oil Substances 0.000 claims description 78
- 230000005540 biological transmission Effects 0.000 claims description 59
- 238000005192 partition Methods 0.000 claims description 21
- 239000003921 oil Substances 0.000 claims description 18
- 239000000314 lubricant Substances 0.000 claims description 2
- 230000000295 complement effect Effects 0.000 claims 2
- 238000003756 stirring Methods 0.000 description 4
- 238000005461 lubrication Methods 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000037452 priming Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Of Transmissions (AREA)
- General Details Of Gearings (AREA)
Description
【発明の詳細な説明】
本発明は、前輪駆動車両用伝動装置、特に車両
の幅方向に向いたエンジンのクランク軸に連結可
能な入力軸および出力軸間に相異なる複数の変速
段を選択的に確立するための複数の歯車列が介装
されて成る変速機と、該変速機および車両の両前
輪間に介装される差動装置とを含む前輪駆動車両
用伝動装置に関する。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.
従来かかる伝動装置では、ケーシング内に変速
機と差動装置とが上下ほぼ同じレベルで収容さ
れ、ケーシング内の潤滑油に同様に浸漬して潤滑
されている。このため、ケーシング内には比較的
大量の潤滑油が貯留されており、エンジン重量が
比較的重くなるとともに、撹拌抵抗が大きくな
る。 In such a conventional transmission device, a transmission and a differential device are housed in a casing at approximately the same level above and below, 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 increases the weight of the engine and increases the stirring resistance.
本発明は、かかる実情に鑑みてなされたもので
あり、ケーシング内に上下に分割して潤滑油貯留
槽を設けて潤滑油量を低減し、エンジン重量の低
減および撹拌抵抗の減少を図るとともに、上方の
潤滑油貯留槽の油面低下を防止するようにした前
輪駆動車両用伝動装置を提供することを目的とす
る。 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 storage tanks in the casing, 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.
かかる目的を達成するために、本発明によれ
ば、変速機の入、出力軸および差動装置から両側
に延出される駆動軸は、上下で平行に配置され、
前記変速機および差動装置を収容するケーシング
は、変速機収容部と、この変速機収容部の下部に
一体的に連設される差動装置収容部と、その両収
容部の境界部より起立して前記変速機と差動装置
との間に介在する隔壁とを備え、前記変速機収容
部の下部には、前記複数の歯車列の下部を浸漬さ
せるための潤滑油を貯留すると共に所定量以上の
潤滑油が供給されたときには前記隔壁上端よりオ
ーバフローさせる第１潤滑油貯留槽が該隔壁によ
り画成され、また前記差動装置収容部の下部は、
差動装置の下部を浸漬させるための潤滑油を貯留
すると共に前記隔壁よりオーバフローした潤滑油
を受容する第２潤滑油貯留槽とされ、前記入力軸
に一体に回転するよう支持される第１の歯車、お
よびこの第１の歯車に常時噛合すべく前記出力軸
に嵌合支持される第２の歯車の各外周部は、前記
変速機収容部内に固定されるポンプハウジングに
より微小間隙をおいて覆われ、両歯車の噛合離脱
側には第２潤滑油貯留槽に連通する吸油管が接続
され、噛合開始側には第１潤滑油貯留槽に向けて
開口する吐出口が設けられる。 In order to achieve such an object, according to the present invention, the input and output shafts of the transmission and the drive shafts extending from the differential device on both sides are arranged vertically in parallel,
The casing that accommodates the transmission and the differential device includes a transmission housing portion, a differential device housing portion that is integrally connected to the lower part of the transmission housing portion, and a boundary portion between the two housing portions. and a partition wall interposed between the transmission and the differential device, and a lower part of the transmission accommodating part stores lubricating oil for immersing lower parts of the plurality of gear trains, and a predetermined amount of lubricating oil is stored in the lower part of the transmission accommodating part. A first lubricating oil storage tank is defined by the partition wall, which overflows from the upper end of the partition wall when the above lubricating oil is supplied, and the lower part of the differential housing portion is
a second lubricating oil storage tank that stores lubricating oil for immersing the lower part of the differential gear and receives lubricating oil that overflows from the partition wall; The outer peripheries of the gear and the second gear, which is fitted and supported on the output shaft so as to be constantly meshed with the first gear, are covered with a small gap by a pump housing fixed in the transmission housing. An oil suction pipe that communicates with the second lubricating oil reservoir is connected to the meshing and disengaging sides of both gears, and a discharge port that opens toward the first lubricating oil reservoir is provided on the meshing start side.
以下、図面により本発明の一実施例について説
明すると、先ず第１図において、エンジンＥは車
両Ｖの前部におけるエンジンルーム１内で横置き
すなわちクランク軸２（第２図参照）が車両Ｖの
幅方向に向いた状態で配置される。このエンジン
Ｅの側部すなわち前記クランク軸２の端部に対応
する側部には、クラツチ３、変速機４および差動
装置５を備える伝動装置６が前記クランク軸２の
軸線方向外方に突出して支持される。エンジンＥ
の駆動力は、クラツチ３および変速機４を介して
差動装置５に伝達され、さらに差動装置５からの
駆動力は、両側の駆動軸７，８、等速ジヨイント
９，１０、伝動軸１１，１２および等速ジヨイン
ト１３，１４を介して左右の前輪１５，１６に伝
達される。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, in FIG. It is placed facing in the width direction. A transmission device 6 including a clutch 3, a transmission 4, and a differential device 5 protrudes outward in the axial direction of the crankshaft 2 on the side of the engine E, that is, on the side corresponding to the end of the crankshaft 2. It is supported by Engine E
The driving force of 11, 12 and constant velocity joints 13, 14 to the left and right front wheels 15, 16.
第２図において、クラツチ３はエンジンケース
と一体的なクラツチケース１７内に収容されてお
り、レリーズアーム１８の不作動によりクラツチ
３が作動状態となつたときに、クランク軸２が変
速機４の入力軸１９に伝達される。 In FIG. 2, the clutch 3 is housed in a clutch case 17 that is integrated with the engine case, and when the clutch 3 is activated due to the release arm 18 not being activated, the crankshaft 2 is moved from the transmission 4. The signal is transmitted to the input shaft 19.
変速機４および差動装置５は、クラツチケース
１７に一体的に結合されるケーシング２０内にそ
れぞれ収容される。すなわち、ケーシング２０
は、クランク軸２の軸線方向外方に向けて突出し
た変速機収容部２１と、クラツチケース１７寄り
の部分で変速機収容部２１の下部に一体的に連設
される差動装置収容部２２と、その両収容部２
１，２２の境界部より起立して変速機４と差動装
置５との間に介在する隔壁３６とを備えており、
両収容部２１，２２の内部相互は、隔壁３６の上
方室間を介して連通される。 The transmission 4 and the differential 5 are each housed in a casing 20 that is integrally connected to the clutch case 17. That is, the casing 20
A transmission accommodating portion 21 protrudes outward in the axial direction of the crankshaft 2, and a differential gear accommodating portion 22 that is integrally connected to the lower part of the transmission accommodating portion 21 at a portion near the clutch case 17. and both housing parts 2
1 and 22 and interposed between the transmission 4 and the differential gear 5,
The interiors of both the accommodating parts 21 and 22 are communicated with each other through an upper chamber of the partition wall 36.
変速機４は、クランク軸２と同一軸線の入力軸
１９と、該入力軸１９の下方で平行に配列された
出力軸２３との間に、相異なる複数の変速段を選
択的に確立するための複数の歯車列、すなわち第
１速用歯車列G1、第２速用歯車列G2、第３速用
歯車列G3、第４速用歯車列G4、および後退用歯
車列Grが介装されて成る。これらの各歯車列G1
〜Grのうちの選択された歯車列を介して入力軸
１９から出力軸２３に伝達された駆動力は、出力
軸２３のクラツチケース１７寄りの端部に一体的
に設けられた出力歯車２４から出力される。 The transmission 4 selectively establishes a plurality of different gear stages between an input shaft 19 coaxial with the crankshaft 2 and an output shaft 23 arranged in parallel below the input shaft 19. A plurality of gear trains, namely, a first speed gear train G 1 , a second speed gear train G 2 , a third speed gear train G 3 , a fourth speed gear train G 4 , and a reverse gear train Gr It consists of an intervention. Each of these gear trains G 1
The driving force transmitted from the input shaft 19 to the output shaft 23 via the selected gear train of ~Gr is transmitted from the output gear 24 integrally provided at the end of the output shaft 23 closer to the clutch case 17. Output.
差動装置５は、ケーシング２０の差動装置収容
部２２に回転自在に支承された歯車箱２５と、同
一回転軸線を有して歯車箱２５を回転自在に貫通
し該歯車箱２５内で相互に対向配置される駆動軸
７，８と、両駆動軸７，８の端部でそれらの駆動
軸７，８に直交して歯車箱２５に固定される支軸
２６と、歯車箱２５内で支軸２６に固定される一
対の傘歯車２７，２８と、駆動軸７，８の端部に
それぞれ固定され前記両傘歯車２７，２８に噛合
する一対の傘歯車２９，３０とから成る。駆動軸
７，８は出力軸２３の下方で平行に配置され、駆
動軸７，８と差動装置収容部２２との間にはオイ
ルシール３１，３２がそれぞれ介装される。 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. drive shafts 7 and 8 disposed opposite to each other; a support shaft 26 fixed to the gear box 25 at the ends of both drive shafts 7 and 8 perpendicularly to the drive shafts 7 and 8; It consists of a pair of bevel gears 27, 28 fixed to the support shaft 26, and a pair of bevel gears 29, 30 fixed to the ends of the drive shafts 7, 8, respectively, meshing with both the bevel gears 27, 28. The drive shafts 7 and 8 are arranged parallel to each other below the output shaft 23, and oil seals 31 and 32 are interposed between the drive shafts 7 and 8 and the differential housing 22, respectively.
差動装置５における歯車箱２５には減速歯車３
３がボルト３４によつて一体的に結合されてお
り、この減速歯車３３は前記出力歯車２４に噛合
される。したがつて変速機４の出力は、出力歯車
２４および減速歯車３２を介して差動装置５に伝
達される。差動装置５では、減速歯車３３と一体
的な歯車箱２５の回転動作が、傘歯車２７，２８
を介して傘歯車２９，３０に伝達され、両駆動軸
７，８から出力される。 The gear box 25 in the differential gear 5 includes the reduction gear 3
3 are integrally connected 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 device 5, the rotational movement of the gear box 25, which is integrated with the reduction gear 33, is caused by the rotation of the gear box 25, which is integrated with the reduction gear 33.
The signal is transmitted to the bevel gears 29 and 30 via the drive shafts 7 and 8, and is output from the drive shafts 7 and 8.
前記変速機収容部２１と差動装置収容部２２と
の境界部においてケーシング２０内壁には、出力
歯車２４と第１速用歯車列G1との間で上方に延
びて出力軸２３に近接する前記隔壁３６が一体的
に固着されており、この隔壁３６の上端縁まで潤
滑油を貯留可能な第１潤滑油貯留槽３５が該隔壁
３６によつて変速機収容部２１の下部に画成さ
れ、その第１潤滑油貯留槽３５内の潤滑油面l1
は、隔壁３６の上端縁以下に設定される。而して
その貯留槽３５内の貯留油中に前記複数の歯車列
G1〜G4，Grの下部が浸漬され、また同貯留槽３
５に所定量以上の油が供給されたときにはその余
剰の油は隔壁３６の上端より差動装置５側ヘオー
バフローする。一方、差動装置収容部２２の下部
は、差動装置５の下部を浸漬させるための潤滑油
を貯留すると共に前記隔壁３６よりオーバフロー
した潤滑油を受容する第２潤滑油貯留槽３７とさ
れており、この第２潤滑油貯留槽３７の潤滑油面
l2はオイルシール３１，３２の下部に対応して設
定される。 On the inner wall of the casing 20 at the boundary between the transmission housing part 21 and the differential gear housing part 22, there is a groove extending upward between the output gear 24 and the first gear train G1 and close to the output shaft 23. The partition wall 36 is integrally fixed, and a first lubricating oil storage tank 35 capable of storing lubricating oil up to the upper edge of the partition wall 36 is defined in the lower part of the transmission accommodating portion 21 by the partition wall 36. , the lubricating oil level l 1 in the first lubricating oil storage tank 35
is set below the upper edge of the partition wall 36. The plurality of gear trains are contained in the oil stored in the storage tank 35.
G 1 to G 4 , the lower part of Gr is immersed, and the same storage tank 3
When more than a predetermined amount of oil is supplied to the differential gear 5, the excess oil overflows from the upper end of the partition wall 36 to the differential gear 5 side. On the other hand, the lower part of the differential housing 22 serves as a second lubricating oil storage tank 37 that stores lubricating oil for immersing the lower part of the differential gear 5 and receives lubricating oil that overflows from the partition wall 36. The lubricating oil level of this second lubricating oil storage tank 37
l 2 is set corresponding to the lower part of the oil seals 31 and 32.
このように、ケーシング２０内に第１および第
２潤滑油貯留槽３５，３７を上下に分割して設け
ることにより、ケーシング２０内に必要とされる
潤滑油量は、分離していなかつた従来のものと比
べると大幅に減少され、エンジンＥの重量低減が
可能になるとともに、撹拌抵抗を減少させること
ができる。しかもその潤滑性能は従来のものと同
程度の性能を確保することができるものである。 In this way, by providing the first and second lubricating oil storage tanks 35 and 37 in the casing 20 divided into upper and lower parts, the amount of lubricating oil required in the casing 20 is reduced compared to the conventional case where the lubricating oil storage tanks 35 and 37 are not separated. The weight of the engine E can be reduced, and the stirring resistance can be reduced. Furthermore, the lubrication performance can be maintained at the same level as that of conventional products.
ところで、隔壁３６に最も近接した第１速用歯
車列G1は、入力軸１９に一体的に設けられたヘ
リカル歯車３８と、該歯車３８に噛合しかつ出力
軸２３との間にラジアル軸受４０を介装したヘリ
カル歯車３９とから構成されている。しかも両ヘ
リカル歯車３８，３９の歯筋は、第３図で示すよ
うに、出力歯車２４すなわち差動装置収容部２２
側から相互に遠去かつて噛合状態を離脱するよう
に刻設されている。これは従来のものとは逆方向
である。 By the way, the first speed gear train G 1 closest to the partition wall 36 has a helical gear 38 integrally provided on the input shaft 19 and a radial bearing 40 meshing with the gear 38 and between the output shaft 23 and the helical gear 38 . It is composed of a helical gear 39 with a helical gear 39 interposed therebetween. Moreover, the tooth traces of both helical gears 38 and 39 are connected to the output gear 24, that is, the differential housing 22, as shown in FIG.
They are engraved in such a way that they are disengaged from each other once they are far from each other. This is the opposite direction from the conventional one.
第４図において、変速機収容部２１内におい
て、エンジンＥのアイドル運転時に空転する歯車
列、たとえば第４速用歯車列G4は、ポンプハウ
ジング４３で覆われる。すなわち、第４速用歯車
列G4は、入力軸１９に一体的に設けられた歯車
４４と、該歯車４４に噛合しかつ出力軸２３との
間にラジアル軸受４６を介装した歯車４５とで構
成されており、エンジンＥのアイドル運転時には
歯車４５が出力２３のまわりに空転する。このよ
うな第４速用歯車列G4において、両歯車４４，
４５はその噛合部を除く全周にわたつて、微少た
とえば１mm程度の間隙４７を介してポンプハウジ
ング４３で囲繞され、該ポンプハウジング４３は
ケーシング２０の変速機収容部２１に固定され
る。しかも両歯車４４，４５の噛合部において、
噛合離脱側には第２潤滑油貯留槽３７に連通する
吸油管５０が接続され、噛合開始側には第１潤滑
油貯留槽３５に向けて開口した吐出口５１が形成
される。このような構成により、両歯車４４，４
５の回転動作に応じて、第２潤滑油貯留槽３７か
ら第１潤滑油貯留槽３５への潤滑油の汲み上げが
可能となる。この際、下方の歯車４５の下部は第
１潤滑油貯留槽３５の潤滑油内に浸されており、
これはポンプ始動時の呼び水としての機能を果た
す。 In FIG. 4, in the transmission housing 21, a gear train that idles when the engine E is idling, for example, a fourth speed gear train G4 , is covered with a pump housing 43. That is, the fourth speed gear train G 4 includes a gear 44 that is integrally provided on the input shaft 19 , a gear 45 that meshes with the gear 44 and has a radial bearing 46 interposed between it and the output shaft 23 . When the engine E is idling, the gear 45 idles around the output 23. In such a fourth speed gear train G4 , both gears 44,
45 is surrounded by a pump housing 43 over its entire circumference except for its meshing portion, with a small gap 47 of about 1 mm in between, and the pump housing 43 is fixed to the transmission accommodating portion 21 of the casing 20. Moreover, at the meshing portion of both gears 44 and 45,
An oil suction pipe 50 that communicates with the second lubricating oil storage tank 37 is connected to the meshing disengagement side, and a discharge port 51 that opens toward the first lubricating oil storage tank 35 is formed on the meshing start side. With such a configuration, both gears 44, 4
According to the rotational movement of 5, lubricating oil can be pumped from the second lubricating oil storage tank 37 to the first lubricating oil storage tank 35. At this time, the lower part of the lower gear 45 is immersed in the lubricating oil in the first lubricating oil storage tank 35,
This serves as a priming water when starting the pump.
次にこの実施例の作用について説明すると、エ
ンジンＥの駆動力は、クランク軸２からクラツチ
３を介して変速機４の入力軸１９に伝達され、い
ずれかの変速機の確立時に、第１速〜第４速用歯
車列G1〜G4あるいは後退用歯車列Grを介して出
力軸２３に伝達される。出力軸２３からの駆動力
は出力歯車２４から減速歯車３３に伝達されて減
速され、さらに差動装置５から左右の前輪７，８
に伝達される。 Next, to explain the operation of this embodiment, the driving force of the engine E is transmitted from the crankshaft 2 via the clutch 3 to the input shaft 19 of the transmission 4, and when any transmission is established, the first gear is shifted. It is transmitted to the output shaft 23 via the fourth speed gear train G 1 to G 4 or the reverse 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 then from the differential device 5 to the left and right front wheels 7, 8.
is transmitted to.
エンジンＥのアイドル運転時に第１速用歯車列
G1におけるヘリカル歯車３９は出力軸２３のま
わりに空転する。このため、第１潤滑油貯留槽３
５内の潤滑油は両ヘリカル歯車３８，３９によつ
て飛散せしめられるが、両ヘリカル歯車３８，３
９の歯筋は差動装置収容部２２側から相互に遠去
かつて噛合状態を離脱するように刻設されている
ので、その飛散方向は第１潤滑油貯留槽３５側と
なる。したがつて両ヘリカル歯車３８，３９によ
つて飛散せしめられた潤滑油が、隔壁３６を飛越
えて第２潤滑油貯留槽３７内に落下することが極
力防止され、第１潤滑油貯留槽３５内の潤滑油面
l1の低下が極力抑えられる。 Gear train for 1st speed when engine E is idling
The helical gear 39 at G 1 idles around the output shaft 23 . For this reason, the first lubricating oil storage tank 3
The lubricating oil in 5 is splashed by both helical gears 38 and 39;
Since the tooth traces 9 are carved in such a way that they move away from each other from the side of the differential housing 22 and are released from the meshing state, the direction of their scattering 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. Lubricating oil level inside
Decrease in l 1 is suppressed as much as possible.
ところで、このようなヘリカル歯車３８，３９
の働きによつても、第１潤滑油貯留槽３５から第
２潤滑油貯留槽３７への潤滑油の落下は完全には
防止し得ないものであり、微少量の潤滑油の落下
は避け得ない。しかるに第４速歯車列G4の働き
により、その潤滑油の落下量に見合うだけの潤滑
油が第２潤滑油貯留槽３７から第１潤滑油貯留槽
３５に補充される。すなわち、両車両４４，４５
の回転動作により、第２潤滑油貯留槽３７内の潤
滑油が吸油管５０を介して両歯車４４，４５の噛
合部に吸上げられ、さらに間隙４７を経て吐出口
５１から第１潤滑油貯留槽３５に吐出される。こ
れにより、第２潤滑油貯留槽３７への落下分が第
１潤滑油貯留槽３５に補充され、第１潤滑油貯留
槽３５の油面l1の低下が極力防止され、変速機４
の良好な潤滑が維持される。 By the way, such helical gears 38, 39
Even with the function of do not have. However, by the action of the fourth speed gear train G4 , the first lubricating oil reservoir 35 is replenished from the second lubricating oil reservoir 37 with lubricating oil commensurate with the amount of the lubricating oil that has fallen. That is, both vehicles 44, 45
Due to the rotational movement of , the lubricating oil in the second lubricating oil storage tank 37 is sucked up through the oil suction pipe 50 into the meshing portion of both gears 44 and 45, and further passes through the gap 47 from the discharge port 51 to the first lubricating oil storage tank. It is discharged into the tank 35. As a result, the amount that has fallen into the second lubricating oil storage tank 37 is replenished into the first lubricating oil storage tank 35, and a drop in the oil level l1 in the first lubricating oil storage tank 35 is prevented as much as possible, and the transmission 4
Good lubrication is maintained.
このような伝動装置６において、入力軸１９、
出力軸２３および両駆動軸７，８は上、下に平行
に配列されており、したがつて、車両Ｖの前後方
向に沿うエンジンルーム１の長さを短縮して、車
室の容量を極力大きくすることが可能となる。 In such a transmission device 6, the input shaft 19,
The output shaft 23 and both drive shafts 7 and 8 are arranged in parallel upwardly and downwardly, so that the length of the engine compartment 1 along the longitudinal direction of the vehicle V is shortened to minimize the capacity of the vehicle compartment. It is possible to make it larger.
以上のように本発明によれば、変速機の入、出
力軸および差動装置から両側に延出される駆動軸
は、上下で平行に配置され、前記変速機および差
動装置を収容するケーシングは、変速機収容部
と、この変速機収容部の下部に一体的に連設され
る差動装置収容部と、その両収容部の境界部より
起立して前記変速機と差動装置との間に介在する
隔壁とを備え、前記変速機収容部の下部には、前
記複数の歯車列の下部を浸漬させるための潤滑油
を貯留すると共に所定量以上の潤滑油が供給され
たときには前記隔壁上端よりオーバフローさせる
第１潤滑油貯留槽が該隔壁により画成され、また
前記差動装置収容部の下部は、差動装置の下部を
浸漬させるための潤滑油を貯留すると共に前記隔
壁よりオーバフローした潤滑油を受容する第２潤
滑油貯留槽とされるので、伝動装置のケーシング
内で第１および第２潤滑油貯留槽が上下に分割し
て設けられ、変速機および差動装置が第１および
第２潤滑油貯留槽内の比較的少量の潤滑油でそれ
ぞれ効率よく潤滑されることになり、エンジン重
量の低減と攪拌抵抗の減少とを図ることができ
る。しかも変速機の下方に差動装置が配設される
ことから、その両者を含む伝動装置を全体として
車両の前後方向に小型化することができ、車室を
前後方向に拡張する上で有利である。 As described above, according to the present invention, the input and output shafts of the transmission and the drive shafts extending from the differential device on both sides are arranged vertically in parallel, and the casing housing the transmission and the differential device is arranged vertically in parallel. , a transmission accommodating section, a differential device accommodating section integrally connected to the lower part of the transmission accommodating section, and a space between the transmission and the differential device that stands up from the boundary between the two accommodating sections. The lower part of the transmission accommodating part stores lubricating oil for immersing the lower parts of the plurality of gear trains, and when a predetermined amount or more of lubricating oil is supplied, the upper end of the partition A first lubricating oil storage tank is defined by the partition wall, and the lower part of the differential gear housing section stores lubricating oil for immersing the lower part of the differential gear, and also stores lubricant oil that overflows from the partition wall. Since the second lubricating oil storage tank receives oil, the first and second lubricating oil storage tanks are divided into upper and lower parts within the casing of the transmission, and the transmission and the differential gear are connected to the first and second lubricating oil storage tanks. Each of the two lubricating oil reservoirs can be efficiently lubricated with a relatively small amount of lubricating oil, thereby reducing the weight of the engine and stirring resistance. Moreover, since the differential gear is disposed below the transmission, the entire transmission gear including both of them can be downsized in the front-rear direction of the vehicle, which is advantageous in expanding the passenger compartment in the front-rear direction. be.
また前記入力軸に一体に回転するよう支持され
る第１の歯車、およびこの第１の歯車に常時噛合
すべく前記出力軸に嵌合支持される第２の歯車の
各外周部は、前記変速機収容部内に固定されるポ
ンプハウジングにより微小間隙をおいて覆われ、
両歯車の噛合部で噛合離脱側には第２潤滑油貯留
槽に連通する吸油管が接続され、噛合開始側には
第１潤滑油貯留槽に向けて開口する吐出口が設け
られるので、変速機収容部内において入力軸に駆
動されて回転する上記二つの歯車のポンプ作用に
より、下側の第２潤滑油貯留槽から上側の第１潤
滑油貯留槽内へ潤滑油を絶えず汲み上げて補給す
ることができると共に、余剰の補給油は隔壁より
オーバフローさせて第２潤滑油貯留槽側へ自動的
に排出することができ、従つて第１潤滑油貯留槽
内には常に適正量の潤滑油を過下足なく貯留でき
るから、その貯留潤滑油により変速機を常に的確
に潤滑することができる。しかも前記両歯車及び
ポンプハウジングよりなる潤滑油汲み上げ用ポン
プ機構が、ケーシングの変速機収容部内に収めら
れて変速機入力軸に直結駆動されることから、ポ
ンプ機構をケーシング外に設けたものに比べて装
置の全体構造がコンパクト化され且つポンプと変
速機間の連動構造が簡素化される。 Further, each outer peripheral portion of a first gear supported to rotate integrally with the input shaft, and a second gear fitted and supported on the output shaft so as to constantly mesh with the first gear, Covered with a small gap by the pump housing fixed inside the machine housing,
An oil suction pipe that communicates with the second lubricating oil storage tank is connected to the meshing part of both gears on the disengaged side, and a discharge port that opens toward the first lubricating oil storage tank is provided on the meshing start side, so that the speed can be changed. The pumping action of the two gears rotated by the input shaft within the machine housing section constantly pumps and replenishes lubricating oil from the second lubricating oil storage tank on the lower side to the first lubricating oil storage tank on the upper side. At the same time, excess make-up oil can overflow from the bulkhead and be automatically discharged to the second lubricating oil storage tank, thus ensuring that the first lubricating oil storage tank always contains an appropriate amount of lubricating oil. Since lubricating oil can be stored without any problems, the transmission can always be properly lubricated with the stored lubricating oil. Furthermore, the lubricating oil pump mechanism consisting of both gears and the pump housing is housed within the transmission accommodating part of the casing and is directly connected to and driven by the transmission input shaft, compared to a system in which the pump mechanism is provided outside the casing. As a result, the overall structure of the device can be made compact, and the interlocking structure between the pump and the transmission can be simplified.
図面は本発明の一実施例を示すものであり、第
１図は本発明装置の搭載状況を示す車両の正面
図、第２図は要部拡大縦断面図、第３図は出力歯
車および減速歯車の噛合状態を示す簡略化した側
面図、第４図は第２図の−線に沿う簡略化し
た断面図である。
２……クランク軸、４……変速機、５……差動
装置、６……伝動装置、７，８……駆動軸、１
５，１６……前輪、１９……入力軸、２０……ケ
ーシング、２１……変速機収容部、２２……差動
装置収容部、２３……出力軸、３５……第１潤滑
油貯留槽、３６……隔壁、３７……第２潤滑油貯
留槽、４３……ポンプハウジング、４４，４５…
…歯車、４７……間隙、５０……吸油管、５１…
…吐出口、Ｅ……エンジン、G1〜G4，Gr……歯
車列、Ｖ……車両。
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. FIG. 4 is a simplified side view showing the meshing state of the gears, and FIG. 4 is a simplified cross-sectional view taken along the - line in FIG. 2. 2... Crankshaft, 4... Transmission, 5... Differential device, 6... Transmission device, 7, 8... Drive shaft, 1
5, 16...Front wheel, 19...Input shaft, 20...Casing, 21...Transmission housing section, 22...Differential gear housing section, 23...Output shaft, 35...First lubricating oil storage tank , 36... Partition wall, 37... Second lubricating oil storage tank, 43... Pump housing, 44, 45...
...Gear, 47...Gap, 50...Oil absorption pipe, 51...
...Discharge port, E...Engine, G1 to G4 , Gr...Gear train, V...Vehicle.
Claims (1)
軸２に連結可能な入力軸１９および出力軸２３間
に相異なる補数の変速段を選択的に確立するため
の補数の歯車列G1〜G4，Grが介装されて成る変
速機４と、該変速機４および車両の両前輪１５，
１６間に介装される差動装置５とを含む前輪駆動
車両用伝動装置において、前記入、出力軸１９，
２３および差動装置５から両側に延出される駆動
軸７，８は、上下で平行に配置され、前記変速機
４および差動装置５を収容するケーシング２０
は、変速機収容部２１と、この変速機収容部２１
の下部に一体的に連設される差動装置収容部２２
と、その両収容部２１，２２の境界部より起立し
て前記変速機４と差動装置５との間に介在する隔
壁３６とを備え、前記変速機収容部２１の下部に
は、前記複数の歯車列G1〜G4，Grの下部を浸漬
させるための潤滑油を貯留すると共に所定量以上
の潤滑油が供給されたときには前記隔壁３６上端
よりオーバフローさせる第１潤滑油貯留槽３５が
該隔壁３６により画成され、また前記差動装置収
容部２２の下部は、差動装置５の下部を浸漬させ
るための潤滑油を貯留すると共に前記隔壁３６よ
りオーバフローした潤滑油を受容する第２潤滑油
貯留槽３７とされ、前記入力軸１９に一体に回転
するように支持される第１の歯車４４、およびこ
の第１の歯車４４に常時噛合すべく前記出力軸２
３に嵌合支持される第２の歯車４５の各外周部
は、前記変速機収容部２１内に固定されるポンプ
ハウジング４３により微小間隙４７をおいて覆わ
れ、両歯車４４，４５の噛合部で噛合離脱側には
第２潤滑油貯留槽３７に連通する吸油管５０が接
続され、噛合開始側には第１潤滑油貯留槽３５に
向けて開口する吐出口５１が設けられることを特
徴とする前輪駆動車両用伝動装置。1 Complementary gear train G 1 to G 4 for selectively establishing complementary gears between input shaft 19 and output shaft 23 connectable to crankshaft 2 of engine E facing in the width direction of the vehicle , Gr interposed therein; the transmission 4 and both front wheels 15 of the vehicle;
In the transmission device for a front wheel drive vehicle including a differential device 5 interposed between the input shaft 19, the output shaft 19,
23 and the drive shafts 7 and 8 extending from the differential device 5 on both sides are arranged vertically in parallel, and the casing 20 houses the transmission 4 and the differential device 5.
The transmission housing portion 21 and the transmission housing portion 21
The differential gear housing section 22 is integrally connected to the lower part of the
and a partition wall 36 that stands up from the boundary between the two housing parts 21 and 22 and is interposed between the transmission 4 and the differential gear 5. A first lubricating oil storage tank 35 stores lubricating oil for immersing the lower part of the gear trains G 1 to G 4 and Gr, and causes the oil to overflow from the upper end of the partition wall 36 when a predetermined amount or more of lubricating oil is supplied. The lower part of the differential housing 22 is defined by the partition wall 36 and has a second lubricant which stores the lubricating oil for immersing the lower part of the differential gear 5 and receives the lubricating oil that overflows from the partition wall 36. A first gear 44 is an oil storage tank 37 and is supported to rotate integrally with the input shaft 19, and the output shaft 2 is in mesh with the first gear 44 at all times.
The outer periphery of the second gear 45 fitted and supported by the gears 44 and 45 is covered with a small gap 47 by the pump housing 43 fixed in the transmission housing 21, and the meshing portion of the gears 44 and 45 is An oil suction pipe 50 that communicates with the second lubricating oil storage tank 37 is connected to the meshing disengagement side, and a discharge port 51 that opens toward the first lubricating oil storage tank 35 is provided on the meshing start side. Transmission device for front wheel drive vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3362784A JPS60176822A (en) | 1984-02-24 | 1984-02-24 | Transmission device for front drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3362784A JPS60176822A (en) | 1984-02-24 | 1984-02-24 | Transmission device for front drive vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60176822A JPS60176822A (en) | 1985-09-10 |
| JPS6327209B2 true JPS6327209B2 (en) | 1988-06-02 |
Family
ID=12391680
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3362784A Granted JPS60176822A (en) | 1984-02-24 | 1984-02-24 | Transmission device for front drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60176822A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5265592B2 (en) | 2009-06-05 | 2013-08-14 | 川崎重工業株式会社 | Gear train lubricator |
| EP2535618B1 (en) * | 2010-02-10 | 2015-01-28 | Kawasaki Jukogyo Kabushiki Kaisha | Lubrication device for gear train |
| DE102010036141A1 (en) * | 2010-09-02 | 2012-03-08 | Voith Patent Gmbh | gear transmission |
| DE102017207584A1 (en) * | 2017-05-05 | 2018-11-08 | Volkswagen Aktiengesellschaft | Motor vehicle transmission with integrated oil delivery unit |
| US12025131B2 (en) | 2022-08-08 | 2024-07-02 | Deere & Company | Torque transfer gear pump |
-
1984
- 1984-02-24 JP JP3362784A patent/JPS60176822A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60176822A (en) | 1985-09-10 |
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