JP6509084B2 - Transmission case of transmission for vehicle - Google Patents

Description

  The present invention relates to a continuously variable transmission (Continuously Variable Transmission: for a vehicle mainly composed of a belt type transmission mechanism that transmits the rotational driving force of one pulley to the other pulley by a V-belt wound between two pulleys. Transmission case in CVT).

  As a conventional CVT, a transmission case is formed by a converter housing connected to a cylinder block of an engine (hereinafter simply referred to as the engine) and a transmission housing coupled to the converter housing, and the torque converter is housed in the converter housing The transmission is housed in the transmission housing.

In the transmission mechanism adopted in many cases, the primary pulley is disposed with the input shaft connected to the torque converter as the first axis, the secondary pulley is disposed on the second axis parallel to the input shaft, and the V-belt is interposed between both pulleys. A belt type main transmission mechanism is formed by winding, and a counter gear is disposed on the third shaft parallel to the input shaft, and a final gear is disposed on the fourth shaft. The counter gear rotates the secondary pulley. Transmit to final gear.
The converter housing is open in the axial direction on the engine side, which is a drive source, and forms the converter accommodating portion in which the other side is a partition, and the partition forms a support for each shaft when coupled to the transmission housing.
The opening peripheral edge of the converter housing portion is a flange portion having a mating surface with the engine.
There may be a case where an auxiliary transmission mechanism consisting of a planetary gear or the like is provided between the torque converter and the first shaft.

  By the way, the oil is stored in the lower part of the transmission housing, and the oil surface is changed at the time of start or braking etc. of the change of the vehicle posture due to the inclined road surface etc. It is set to hold a predetermined height. However, on the other hand, in the pulley and the auxiliary transmission mechanism, the amount of immersion in the oil is large, and the stirring resistance is increased, which adversely affects the fuel efficiency.

As a countermeasure, for example, as disclosed in JP-A-2011-21166, the primary pulley and the secondary pulley are disposed on the second and third axes offset upward from the input axis of the first axis in the vehicle mounting posture of the CVT. If so, the contact amount between the pulley and the oil can be reduced while maintaining the height of the oil surface.
In this case, when the number of shafts in the transmission mechanism increases, the cost increases including the number of bearings, and the size of the transmission housing also increases. Therefore, the counter gear is a secondary gear because it is suppressed to the same four axes as the primary pulley offset. It is disposed on the same axis of the third axis as the pulley.

Here, the final gear of the fourth axis is set at a position lower than the first axis of the input shaft as much as possible because the differential integral therewith is connected with the drive shaft of the wheel, but the counter gear (and secondary pulley) is It is set at a position determined by the distance determined by the diameter size of the primary pulley and the secondary pulley from the second shaft (primary pulley) and the distance determined by the diameter size of the counter gear and the final gear from the fourth shaft.
The counter gear on the third axis is smaller in diameter than the final gear, and the final reduction gear is the final gear, so a large torque is applied when the wheel is driven. It takes big load such as For this reason, distortion or the like in the support structure causes vibration noise during traveling of the vehicle.

The support portion of the converter housing partition wall for supporting the counter gear is a cylinder portion which is open to the transmission housing side and protrudes to the engine side, and a bush is press-fit into the cylinder hole by a jig to make the drive gear It is designed to define the axis. The wall thickness of the cylinder portion is equal to the general wall thickness of the partition wall.
Here, since the wall thickness of the cylinder portion is as thin as that of the partition wall, there is a risk that the axis of the cylinder hole may be deformed when the bush is press-fitted and the flatness of the bearing abutment surface may be deteriorated. Cause noise and vibration.
Therefore, conventionally, as shown in FIG. 9, when the cylinder portion 50 'is positioned outward from the flange portion 36' surrounding the converter housing portion 35, ribs 46 are provided in the radial direction from the outer wall of the cylinder portion 50 '. The rigidity of the cylinder portion 50 'is increased.

JP, 2011-21166, A

  However, depending on the position of the second shaft, the diameter sizes of the primary and secondary pulleys, or the diameter sizes of the counter gear and the final gear, the counter gear (third shaft), that is, the cylinder portion 50 'when viewed from the axial direction. May be closer to the first axis until it overlaps with the flange portion 36 '. As a result, (the outer wall of) the cylinder portion 50 'is exposed in the converter housing portion 35.

  In this case, even if the flange portion 36 'partially functions as a rib, a torque converter (not shown) rotates around the axis of the first shaft in the converter storage portion 35. Since it is not possible to provide a reinforcing rib assuming an inward radial direction, the balance of rigidity is lost, and distortion occurs in the cylinder portion 50 'at the time of press-fitting of a bush or the like.

Further, even during operation of the vehicle, tension and slack (hereinafter referred to as tension and compression for convenience) act between the second shaft and the third shaft to which power is transmitted by the V-belt. This is a line connecting the three axes and the second axis, that is, the inner side (inward of the converter storage portion 35) of the flange portion 36 'where the second axis is located.
Furthermore, in the relationship between the 3rd and 4th axes as well, with power transmission by the counter gear and the final gear, are both gears? The tangential force of the joint acts on both axes. The tangential force also moves inward of the converter housing portion 35.
Therefore, the cylinder portion 50 ′ supporting the third axis is apt to fall in the direction of the line toward the inside of the converter storage portion 35 due to the overlapping of these forces.

As described above, the bearing receiving portion for supporting the final gear (differential) of the fourth shaft also receives a large load in the tangential direction toward the inside of the converter storage portion 35, similarly to the cylinder portion 50 '.
Here, since the shaft passage hole 55 through which the drive shaft passes and the bearing receiving portion also partially covers the flange portion 36 ', the circumferential rigidity along the flange portion 36' is high, and the flange portion 36 'is also high. On the outside, radial ribs are also provided.
However, reinforcing ribs assuming radial can not be provided in the direction toward the inside of converter storage portion 35. Thus, if the bearing receiving portion is continued to the partition wall having a thin wall thickness, the large load causes the axis to collapse like the cylinder portion 50 ′, which causes vibration noise during vehicle traveling.

Such a problem occurs not only in a transmission case having a converter housing for accommodating a torque converter, but also in a transmission case having a general joint housing for accommodating an electromagnetic clutch and other joints instead of the torque converter.
Therefore, in view of the above-mentioned problems, the present invention aims to provide a converter case coupled with a transmission housing, in particular, a transmission case in which the rigidity of a bearing receiving portion for supporting a differential is improved.

  Therefore, the present invention is a transmission case of a vehicle transmission having a joint and a transmission mechanism and at least a final gear in the transmission mechanism, and the partition is divided into a joint storage portion and a transmission mechanism storage portion by a partition wall. The housing portion is surrounded by a flange portion connected to the drive source, and the partition wall has a shaft receiving hole through which a drive shaft extending from the differential integral with the final gear is received adjacent to the joint storage portion and includes a bearing receiver for supporting the differential. A step portion is provided which is formed so that a step connecting the shaft passage hole and the center of the joint storage portion is expanded and the inner peripheral surface of the flange portion bulges inward from the inner peripheral surface of the flange portion.

According to the present invention, the rigidity between the shaft passage hole and the joint storage portion is improved by the step portion, and deformation of the bearing receiving portion which is formed in the shaft passage hole and supports the differential and the shaft is prevented from falling.
In addition, an oil passage can be formed in the step portion in place of the oil supply pipe, which reduces parts.

It is a figure showing a powertrain containing CVT concerning an embodiment. It is a cross-sectional expanded view of CVT. It is a front view of a converter housing. It is a figure which shows the cross section of the cylinder part which supports a counter axis | shaft. It is explanatory drawing of the reinforcement wall set with reference to the pushing boss | hub for mold core extraction. It is CC sectional drawing in FIG. It is a back view of a converter housing. It is DD sectional drawing in FIG. It is a front view of the converter housing which shows a prior art example.

Hereinafter, an embodiment in which the present invention is applied to a CVT transmission case provided with a torque converter as a joint will be described.
FIG. 1 is a view showing a powertrain including a CVT according to the embodiment, and FIG. 2 is a cross-sectional developed view including a cylinder portion supporting a countergear of the CVT.
As shown in FIG. 1, the output of the engine 1 is transmitted to the wheel 6 via the drive shaft 5 through the torque converter 3 and the transmission mechanism 4 of the CVT 2.
In the transmission mechanism 4, the input shaft 10 connected to the torque converter 3 includes the first gear 11, and the shaft (primary shaft 12) of the primary pulley 13 includes the second gear 14, and the first gear 11 and the second gear The output of the torque converter 3 enters the main transmission mechanism 7 composed of the primary pulley 13, the V-belt 15 and the secondary pulley 17 by the meshing of 14, and the output of the main transmission mechanism 7 passes through the sub transmission mechanism 8 and enters the final drive 9.

The final drive 9 comprises a counter gear 19 and a final gear 20 attached to the differential 21 and engaged with the counter gear 19, and the rotation of the final gear 20 is transmitted to the drive shaft 5 through the differential 21.
The auxiliary transmission mechanism 8 is disposed on the axis (secondary axis 16) of the secondary pulley 17, and the axis (counter axis 18) of the counter gear 19 is also on the axis of the secondary axis 16.
A parking gear 22 is also attached to the countershaft 18.
The power train of FIG. 1 is substantially the same as that described in Japanese Patent Application Laid-Open No. 2011-21661, and the details of the auxiliary transmission mechanism 8 will be omitted by citing the same reference.

The components up to the torque converter 3 of the powertrain and to the differential 21 are provided in a transmission case 30 formed of a converter housing 31 and a transmission housing 66 joined by a mating surface F, as shown in FIG. The housing 66 also comprises a housing body 67 and a side cover 68.
Torque converter 3 is disposed in converter housing portion 35 of converter housing 31, and input shaft 10 having first gear 11 positioned in transmission housing 66 extends through partition wall 32 of converter housing 31 into converter housing portion 35. The output of the torque converter 3 is input to the main transmission mechanism 7.
The input shaft 10 is supported by the stator shaft 70 a by penetrating one end connected to the torque converter 3 through the stator shaft 70 a extending from the first partition 70 of the housing body 67 to the converter housing 35, and the other end is the housing body 67 Supported by the second partition wall 71.
A converter sleeve 3a extends from the torque converter 3 toward the transmission housing 66 on the outer peripheral side of the stator shaft 70a.

In the transmission housing 66, the primary shaft 12 is provided parallel to the input shaft 10, and one axial end sandwiching the primary pulley 13 is supported by the side cover 68 and the other is supported by the second partition wall 71, A second gear 14 meshing with the first gear 11 of the input shaft 10 is provided at a tip end which penetrates the partition wall 71.
One end of the secondary shaft 16 in the axial direction sandwiching the secondary pulley 17 is also supported by the side cover 68, and the other is supported by the second partition wall 71.

  The counter shaft 18 is disposed on the same axis as the secondary shaft 16 and closer to the converter housing 31 than the secondary shaft 16, and one side sandwiching the counter gear 19 is supported by a cylinder portion 50 formed in the partition wall 32 of the converter housing 31. The other side is supported by the first partition 70 in the housing main body 67 and extends through the first partition 70 toward the secondary shaft 16. The sub transmission mechanism 8 disposed between the axial secondary pulley 17 and the counter gear 19 has its input shaft connected to the secondary shaft 16 and its output shaft connected to the counter shaft 18, although not shown in the drawings.

  When the primary pulley 13 is offset, the input shaft 10 and the primary shaft 12 are connected by the meshing of the first gear 11 and the second gear 14, so if the transmission housing 66 is not enlarged, The secondary transmission mechanism 8 can not be offset with the primary pulley 13 to avoid interference with these gears. For this reason, the sub transmission mechanism 8 is disposed downstream of the secondary pulley 17.

Further, the converter housing 31 has a predetermined portion adjacent to the cylinder portion 50 of the partition wall 32 as a receding wall portion 32 a for forming a differential storage space.
The receding wall portion 32a includes a gear cover portion 33c which is retracted by a predetermined amount from the mating surface F to face and cover the final gear 20, and a side wall portion 33b which rises from the inner peripheral side of the gear cover portion 33c and is connected to the cylindrical portion 33a. Become.
The cylindrical portion 33a has a shaft passing hole 55 through which the drive shaft 5 extending from the differential 21 to the wheel 6 outside the transmission case 30 passes, and the bearing receiving portion 56 is provided at the end on the transmission housing 66 side to hold the bearing 62. .
The receding wall 32a (the gear cover 33c, the side wall 33b and the cylinder 33a) basically extends from the partition 32 of the converter housing 35 with the same wall thickness.

The housing main body 67 also has an opposing wall 73 separated from the mating face F with the converter housing 31 corresponding to the receding wall 32 a. Thereby, a differential storage space is formed between the receding wall 32 a and the facing wall 73, and the differential 21 is supported at one end of its shaft by the receding wall 32 a (bearing 62) and the other end is supported by the facing wall 73. The final gear 20 meshes with the counter gear 19.
The support of each shaft described above is not designated by a reference numeral unless otherwise stated, but via the illustrated ball bearings or roller bearings according to the load.

Here, the details around the cylinder portion 50 of the converter housing 31 that supports the countershaft 18 will be described first.
The cylinder portion 50 is formed to have a wall thickness equal to the general thickness of the partition wall 32, and has a bearing receiving portion 51 opened to the transmission housing 66 side as a cylinder hole and a smaller diameter sleeve receiving portion 52 continuing to the back. Further, the back of the sleeve receiving portion 52 is a closed shaft end accommodating portion 53 (see (b) in FIG. 4 mentioned later), and the outer wall has a mountain shape rising from the partition wall 32 to the inside of the converter housing 31. .
The bearing receiving portion 51 holds an outer rotor of a bearing 60 in which an inner rotor is press-fitted to the counter shaft 18. A sleeve 61 is press-fitted into the sleeve receiving portion 52, and the counter shaft 18 is inserted into the sleeve 61 to define the axial center position of the counter shaft. A tip of the counter shaft 18 which penetrates the sleeve 61 extends to the shaft end accommodating portion 53.

FIG. 3 is a front view of the converter housing 31 as viewed from the axial direction engine side.
The peripheral edge surrounding the opening of the converter storage portion 35 is a flange portion 36 having a mating surface with the engine 1, and the flange portion 36 is provided with bolt holes 39 for engine attachment at an appropriate interval in the circumferential direction.
The flange portion 36 has a predetermined axial thickness in order to secure the surface pressure, so a large number of thin holes 40 can be formed in the possible portions except around the bolt holes 39 to reduce weight and material cost. I am trying to reduce it. For this reason, the flange portion 36 presents a double wall composed of the outer wall 37 and the inner wall 38 which are separated with the lightening hole 40 therebetween. That is, each bolt hole 39 is located within the width between the outer wall 37 and the inner wall 38.

At the center of the converter housing portion 35 of the partition wall 32, a sleeve hole 42 for penetrating the converter sleeve 3a of the torque converter 3 passing through the input shaft 10 inside is provided, and the input shaft 10 passes through the center.
Further, the outer wall of the receding wall portion 32a bulges outward in the drawing in the outward direction of the flange portion 36, and the above-mentioned shaft passage hole 55 is opened.
The imaginary lines indicate the primary pulley 13 and the secondary pulley 17 offset from the input shaft 10 (sleeve hole 42).

The cylinder portion 50 supporting the counter gear 19 overlaps the flange portion 36, and the axial center of the cylinder portion 50 (cylinder hole: bearing receiving portion 51, sleeve receiving portion 52) is positioned approximately on the inner wall 38 of the flange portion 36. doing.
Therefore, in the present embodiment, a reinforcing wall 45 connected to the outer wall of the cylinder 50 and extending along the flange 36 is provided on the inner diameter side of the flange 36 (the outer wall 37 and the inner wall 38). The reinforcing wall 45 has a wall thickness equal to that of the outer wall 37 and the inner wall 38 in a portion overlapping the cylinder portion 50, and has an arc shape centering on the sleeve hole 42. The cylinder portion 50 to the periphery of the converter housing portion 35 After extending approximately the same length on both sides in the direction, it joins with the inner wall 38 of the flange portion 36 near the appropriate bolt hole 39 and ends. Thereby, at least the sleeve receiving portion 52 of the cylinder portion 50 is accommodated within the width W extending from the flange portion 36 to the reinforcing wall 45 (see (b) of FIG. 4 mentioned later).

(A) of FIG. 4 shows the AA section cross section in FIG. 3, (b) shows the BB section cross section in FIG.
As shown in (a), the axial height of the reinforcing wall 45 is flush with the mating surface M of the upper end of the flange portion 36.
The amount by which the reinforcing wall 45 projects from the flange portion 36, in other words, the distance (radius) from the sleeve hole 42 has a limit in order to avoid interference with the torque converter 3 rotating in the converter housing portion 35. It is also necessary to consider the expansion of the torque converter 3 due to the centrifugal force or heat at the time.

Therefore, as shown in FIG. 5, when the press boss 44 for mold core removal in the converter housing casting is set to the inner side than the flange portion 36, the position of the push boss 44 interferes with the torque converter 3 And the minimum diameter position. That is, as shown in FIGS. 3 and 5, the inner diameter side wall surface of the reinforcing wall 45 may be formed in contact with the side surface of the pushing boss 44 at the shortest distance from the rotation axis of the torque converter 3 (center of the sleeve hole 42).
Here, since the push boss 44 protrudes from the flange portion 36 into the converter housing portion 35 and is set to a position overlapping the cylinder portion 50, the flange at the top of the cylinder portion 50 as shown in FIG. The inner wall 38 and the reinforcing wall 45 of the portion 36 are connected with a flat upper surface, and the upper surface is used as the end surface of the boss 44.

Thus, since the cylinder portion 50 overlaps the flange portion 36, the outer wall 37 and the inner wall 38 of the flange portion 36 each function as a rib connected to the outer wall of the cylinder portion 50. The arc-shaped reinforcing wall 45 further functions as a rib also in the portion exposed to the converter storage portion 35, and the setting of the radial rib can not be made, for example, toward the inside of the converter storage portion 35. Uneven stiffness balance can be obtained with double walls.
As a result, deformation or tilting of the shaft is prevented with respect to the tensile and compressive forces acting on the line toward the inside of the converter storage portion 35. Moreover, since the outer wall 37 and the inner wall 38 of the flange portion 36 are higher than the top of the cylinder portion 50, and the reinforcing wall 45 also has the same height as these, the cylinder portion 50 is given particularly high rigidity.

Referring back to FIG. 2, the receding wall portion 32a of the converter housing 31 holds the bearing 62 on the bearing receiving portion 56 of the shaft passage hole 55 to support the differential 21 as described above.
Then, as shown in FIG. 3, ribs 57 are radially formed around the shaft passage hole 55 outside the flange portion 36 for reinforcement.
However, although the shaft passage hole 55 partially overlaps with the flange portion 36, and the outer wall 37 connected to the shaft passage hole 55 also functions as a rib, the inner wall 38 crossing between the converter housing portion 35 is thin As it is, the balance of rigidity can not be obtained.

Therefore, in order to increase the rigidity of the shaft passage hole 55 toward the inside of the converter storage portion 35, in the present embodiment, the flange portion 36 (inner wall 38) rises from the partition 32 of the converter storage portion 35 in the vicinity of the shaft passage hole 55. A stepped portion 58 is provided which bulges inward of the converter housing portion 35 from the inner peripheral surface of the.
The step 58 crosses a line connecting the center of the shaft passage hole 55 and the converter storage portion 35 in the front view of FIG. 3, the surface facing the sleeve hole 42 is linear, and both ends are inner walls 38 in the circumferential direction. Join in the general aspect of
FIG. 6 shows a cross section of the step 58 in the C-C portion of FIG. 3, and the maximum projection from the inner wall 38 and the height from the partition 32 are values that do not interfere with the torque converter 3 rotating in the converter housing 35. Set to
Thus, a thick portion is formed between the cylindrical portion 33a having the bearing receiving portion 56 and the converter storage portion 35, and the bearing receiving portion is also against the tensile and compressive force acting on the line toward the inside of the converter storage portion 35. The deformation of the 56 and the fall of the shaft are prevented.

In the setting area of the step portion 58, an oil supply pipe is disposed from the vicinity of the lower shaft passage hole 55 in FIG. 3 connected to the oil passage of the conventional transmission housing 66 to the auxiliary transmission mechanism 8 (cylinder portion 50) on the third shaft. Because of this, an alternative oil passage 59 is formed in the step 58.
Although not particularly illustrated, the oil passage 59 forms a part of a bent oil passage in which a plurality of holes whose one end or both ends are closed by a blind plug are made to intersect and communicate after an external drilling process as usual.
As a result, the rigidity is improved by the stepped portion 58, and the fuel supply pipe is abolished, and parts are reduced.

The stepped portion 58 is provided so as to project from the converter housing portion 35 of the converter housing 31. Furthermore, a stepped portion 64 is also provided on the inner surface of the differential housing space (backed wall portion 32a) on the back side.
FIG. 7 is a back view of the converter housing 31 as viewed from the transmission housing 66 side, and FIG. 8 is a cross-sectional view taken along the line DD in FIG. In FIG. 3, the corresponding positions of the D-D part are indicated by (D)-(D).
The lower half of the differential 21 to which the final gear 20 is attached is immersed in oil in a stationary state, but there is a possibility that the final gear 20 may scrape oil and flow to another part during traveling. As a countermeasure against this, a stepped portion 64 is provided from the side wall 33b of the receding wall 32a to the gear cover 33c on a line vertically upward from the axis of the shaft passage hole 55 in the on-vehicle posture. It forms a wall.
The cross section in the circumferential direction of the step portion 64 may be any shape, such as a mountain shape or a trapezoid, as long as it functions as a wall as resistance to the flow of oil.

As a result, the final gear 20 and the differential 21 (not shown) rotate in the counterclockwise direction R during forward traveling, which is particularly frequent, and scrape the oil in the same direction. The oil scooped is captured by the step 64 above the differential 21 and falls to the differential 21 so that sufficient lubrication is ensured.
The stepped portion 64 also functions as a radial rib with respect to the cylindrical portion 33a as a thick portion, thereby further increasing the rigidity of the bearing receiving portion 56.

In the present embodiment, the engine 1 is a drive source in the invention, the CVT 2 is a transmission for a vehicle, and the torque converter 3 corresponds to a joint.
The converter housing portion 35 of the converter housing 31 corresponds to a joint housing portion, and the transmission housing 66 corresponds to a transmission mechanism housing portion.
The step 58 corresponds to a step, and the step 64 corresponds to a second step.

  The embodiment is configured as described above, and the transmission case 30 of the CVT 2 is partitioned by the partition wall 32 into the converter housing portion 35 for housing the torque converter 3 and the transmission housing 66 for housing the transmission mechanism 4. A cylinder receiving portion 51 surrounded by a flange portion 36 connected to the engine 1 and having a bearing receiving portion 51 opening to the transmission housing 66 side and a sleeve receiving portion 52 and supporting the counter shaft 18 has an outer wall And has a reinforcing wall 45 connected to the outer wall of the cylinder portion 50 and extending along the flange portion 36 inside the converter storage portion 35 so as to overlap with the flange portion 36 as viewed in the axial direction so as to be exposed The cylinder 50 is outside the flange 36 Despite the converter housing part 35 a rib configuration toward inward like when located is impossible, high rigidity to the cylinder unit 50 is obtained.

  A sleeve 61 defining the axis of the counter gear shaft 18 is press-fit into the sleeve receiving portion 52 of the cylinder portion 50, so that at least the sleeve receiving portion 52 fits within the width W extending from the flange portion 36 to the reinforcing wall 45. When the sleeve is pressed, deformation of the sleeve receiving portion 52 and deformation thereof are prevented.

Since the reinforcing wall 45 is arc-shaped around the rotational axis of the torque converter 3 in particular, the interference with the torque converter is not limited to the flange portion 36 even though the reinforcing wall 45 protrudes into the converter housing portion 35. It is stably avoided anywhere along the longitudinal direction.
In this case, in particular, by setting the side wall surface of the reinforcing wall 45 to be in contact with the side surface of the shortest distance from the rotation axis of the torque converter 3 in the push boss 44 for mold core removal, the push boss 44 It is possible to obtain reliable interference avoidance by being set at a position not to interfere with the

  The flange portion 36 is a double wall of the outer wall 37 and the inner wall 38, and the reinforcing wall 45 has the same wall thickness as the outer wall 37 and the inner wall 38, and the flange portion 36 up to the mating surface M with the engine Since the flanges 36 and the reinforcing walls 45 form triple walls having the same height, there is no bias in balance and particularly high rigidity.

A shaft passing hole provided with a bearing receiving portion 56 for supporting the differential 21 and passing the drive shaft 5 extending from the differential 21 integral with the final gear 20 in the portion (backed wall portion 32a) adjacent to the converter housing 35 of the partition 32 55 is formed, and a step 58 is provided which extends inward of converter housing 35 from the inner peripheral surface of flange 36 across the line connecting the shaft passage hole 55 and the center of converter housing 35. The rigidity between the passage hole 55 and the converter housing portion 35 is improved, and the deformation of the bearing receiving portion 56 and the tilting of the shaft are prevented.
(Effect corresponding to claim 1)

The stepped portion 58 extends in the circumferential direction of the converter storage portion 35 from the partition 32 to the cylinder portion 50 overlapping the flange portion 36, and an oil passage 59 for supplying oil to the shaft of the counter gear 19 is provided in the stepped portion 58. As it is formed, the elimination of the refueling pipe reduces parts.
(Effect corresponding to claim 2)

Furthermore, from the cylinder 50 at a position higher than the axial center of the shaft passage hole 55 in the vehicle mounting posture of the gear cover 33 c facing the final gear 20 or the side wall 33 b facing the differential 21 on the transmission housing 66 side of the partition 32. Since the step portion 64 is provided in the direction toward the shaft core, the oil scraped up by the final gear 20 and the differential 21 is captured and dropped above the differential 21, whereby sufficient lubrication of the differential 21 is secured. It also functions as a radial rib for the receding wall 32a including the cylindrical portion 33a to further enhance its rigidity.
(Effect corresponding to claim 3)

Although the embodiment shows a CVT having a torque converter as a joint as an example, the joint may be a mechanical clutch, an electromagnetic clutch or the like, and the present invention is not limited to the type of the joint. The drive source is not limited to the engine, and an electric motor or the like can also be adopted.
The cylinder portion 50 includes the sleeve receiving portion 52 in addition to the bearing receiving portion 51. However, when the sleeve is not used to support the countershaft, the sleeve receiving portion is unnecessary.

In the front view of converter housing 31, step 58 has a straight surface opposite to sleeve hole 42, but the invention is not limited to this. The step is arc-shaped in the circumferential direction of converter housing 35, ie, along the inner surface of flange 36. You can extend the length.
Further, although the stepped portion 64 on the back surface side of the converter housing 31 is provided so as to extend from the side wall 33b of the receding wall 32a to the gear cover 33c, the side wall 33b or gear may be used depending on the gap with the differential 21 or final gear 20. You may form only in one side of the cover part 33c.

The stepped portion 64 is provided immediately above (vertically upper line) in the vehicle-mounted posture from the axis of the shaft passage hole 55, but the rotational direction of the final gear 20 and the differential 21 when traveling forward of the vehicle from immediately above within the range higher than the axis , I.e., a position shifted to the side where the oil is scraped up, so that the oil can be effectively captured and reliably guided to the differential 21.
(Effect corresponding to claim 4)

  Furthermore, although the transmission has a continuously variable transmission mechanism using a pulley and a belt in the embodiment, it may have another type of continuously variable transmission mechanism, and the cylinder portion may be a final drive in a final drive. The present invention is also applicable to the transmission case of a geared transmission as long as it supports the counter gear shaft meshing with the gear.

1 engine 2 CVT
Reference Signs List 3 torque converter 3a converter sleeve 4 transmission mechanism 5 drive shaft 6 wheel 7 main transmission mechanism 8 auxiliary transmission mechanism 9 final drive 10 input shaft 11 first gear 12 primary shaft 13 primary pulley 14 second gear 15 V belt 16 secondary shaft 17 secondary Pulley 18 Counter shaft 19 Counter gear 20 Final gear 21 Differential 22 Parking gear 30 Transmission case 31 Converter housing 32 Partition wall 32a Retracted wall 33a Tube 33b Side wall 33c Gear cover 35 Converter housing 36 Flange 37 Outer wall 38 Inner wall 39 bolt hole 40 lightening hole 42 sleeve hole 44 pressing boss 45 reinforcing wall 46 rib 50 cylinder portion 51 bearing receiving portion 52 sleeve receiving 53 shaft end accommodating portion 55 shaft passing hole 56 bearing receiving portion 57 rib 58 step portion 59 oil passage 60 bearing 61 sleeve 62 bearing 64 step portion 66 transmission housing 67 housing main body 68 side cover 70 first partition 70 a stator shaft 71 second partition 73 Facing wall F, M mating surface

Claims (4)

What is claimed is: 1. A transmission case for a vehicle transmission having a joint and a transmission mechanism, the transmission mechanism including at least a final gear,
Divided into a joint storage part and a transmission mechanism storage part by a partition wall,
The joint storage portion is surrounded by a flange portion connected to a drive source,
The partition wall is formed with a shaft passing hole having a bearing receiving portion for supporting the differential and passing a drive shaft extending from the differential integral with the final gear adjacent to the joint storage portion, and the shaft passing hole and the shaft passing hole A transmission case of a transmission for a vehicle, characterized in that a step portion is provided which extends inward of the joint storage portion from an inner peripheral surface of the flange portion across a line connecting centers of the joint storage portion. And a counter gear engaged with the final gear,
In the partition wall, a cylinder hole is opened on the side of the transmission mechanism storage portion, and a cylinder portion supporting the shaft of the counter gear is formed.
The cylinder portion overlaps the flange portion as viewed in the axial direction,
The stepped portion extends from the partition wall to the cylinder portion in the circumferential direction of the joint storage portion,
The transmission case of the transmission apparatus for a vehicle according to claim 1, wherein an oil passage for supplying oil to the shaft of the counter gear is formed in the step portion. Furthermore, on the transmission mechanism housing side of the partition wall, at a position higher than the axial center of the shaft passage hole in the vehicle mounting posture of the surface facing the final gear or differential, a second direction from the cylinder to the axial center A transmission case for a vehicle transmission according to claim 2 , characterized in that a step portion is provided.   4. The apparatus according to claim 3, wherein the second step is provided at a position facing the rotation direction of the final gear and the differential when traveling forward of the vehicle from immediately above or directly above the axis of the shaft passage hole. Transmission case of a vehicle transmission.

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