VEHICLE DRIVE DEVICE

Abstract

Vehicle drive device comprising: an input shaft (11) on which a clutch (41) connecting / disconnecting the power of an internal combustion engine (20) and a release bearing (44) are coaxially installed and to which the power of the internal combustion engine (20) is transmitted via the clutch (41); a countershaft (14) installed parallel to the input shaft (11) and including a forward axle drive gear (14F) meshing with a driven axle gear (17A) of a differential device (17); an intermediate shaft (12) installed in a power transmission path between the input shaft (11) and the countershaft (14) and capable of transmitting the rotation of the input shaft (11) to the countershaft (14); a clutch release mechanism (45) comprising a rotatable clutch release shaft (46) for connecting / disconnecting the clutch (41) via the release bearing (44) by rotating the clutch release shaft (46); and a transmission housing (5) which accommodates the input shaft (11), the countershaft (14), the intermediate shaft (12) and the clutch release mechanism (45), wherein the transmission housing (5) comprises a partition wall (6W) which divides an interior of the transmission housing (5) into a transmission chamber (21) which accommodates the input shaft (11), the countershaft (14) and the intermediate shaft (12), and a clutch chamber (19) which accommodates the clutch (41), the release bearing (44) and the clutch release mechanism (45), the partition wall (6W) comprises a countershaft bearing support member (64) which rotatably supports the countershaft (14) via a bearing (25A), and an intermediate shaft bearing support member (62) which rotatably supports the intermediate shaft (12) via a bearing (23A), the intermediate shaft bearing support part (62) is formed in the axial direction of the intermediate shaft (12) at a location further away from the clutch (41) than the countershaft bearing support part (64), and the clutch release shaft (46) is installed so that it crosses an extension (12L) of the intermediate shaft (12), characterized in that a clutch release shaft support member (49A) rotatably supporting the clutch release shaft (46) is directly connected to a surface (62a) on the clutch (41) side of the intermediate shaft bearing support member (62).

Description

[Technical area]

[0001] The present invention relates to a vehicle drive device. [Background]

[0002] From JP 2015-81 610 A a clutch release bearing is known in which the axial movement of the release shaft is restricted in order to suppress the occurrence of abnormal noise and to prevent the penetration of foreign matter into the housing.

[0003] From US 1 820 961 A a power transmission device is known, comprising an input shaft, an output shaft, a clutch, a power transmission gear between the clutch and the output shaft, a pump driven by the power transmission gear which delivers normally freely circulating fluid, a valve for limiting the fluid flow and a device for automatically actuating the valve when the clutch is disengaged.

[0004] From JP H07-71 541 A a manual transmission is known which comprises a reverse idler shaft which changes the speed of a driving force from an input shaft via a countershaft through a gear change gear train to a predetermined state and which is connected to the countershaft through a final gear.

[0005] From JP 2009-250322 A a synchronized automatic transmission is known which has an input shaft and an output shaft, a plurality of gear trains which selectively transmit power from the input shaft to the output shaft with different gear ratios, a plurality of synchronous clutch units which are interposed in the middle of a certain gear train and one in each of the middle of the other gear trains in order to uncouple and synchronously couple the input side and the output side.

[0006] From JP H09-210 089 A a clutch release device is known in which a release bearing is moved axially on the input shaft by actuation of the clutch pedal in order to release the clutch, the device comprising a clutch release cam with a cam surface which contacts the release bearing, and a cam actuating element which actuates the clutch release cam by actuation of the clutch pedal.

[0007] From JP H07-71 481 A a clutch release device is known in which a pinion shaft is rotated by actuating a clutch release arm, whereby a clutch release rack which meshes with the pinion of the pinion shaft is moved, thereby releasing the clutch, wherein the pinion is formed with a complete gear portion which meshes with the rack, and an incomplete gear portion is formed next to the complete gear portion on the head side of the pinion shaft.

[0008] From JP H5-280 556 A a clutch release mechanism is known which comprises a clutch installed coaxially to an input shaft and a release bearing and which is configured to engage or disengage the power of an internal combustion engine via the release bearing.

[0009] The clutch release mechanism includes a clutch release shaft extending in a direction orthogonal to an axial direction of the input shaft, and the clutch release shaft is connected to the clutch release bearing by a pin via a connecting member.

[0010] The clutch release mechanism moves in an axial direction of the input shaft in conjunction with the operation of a clutch pedal, thereby moving the release bearing in the axial direction of the input shaft to connect / disconnect the clutch through the release bearing.

[0011] A transmission is provided with a plurality of rotation shafts in addition to the input shaft, and the input shaft and the plurality of rotation shafts are rotatably supported by a plurality of bearing support members provided on a partition wall of a right case via their respective bearings (see Fig. 3 in JP H5-280 556 A). [Summary of the invention][Technical problem]

[0012] However, with respect to a conventional clutch release mechanism as described in JP H5-280 556 A, no positional relationship between the positions of the clutch release shaft and the bearing support member has been disclosed.

[0013] For this reason, in order to prevent the clutch release shaft from engaging the bearing carrier part, a wide installation space for the clutch release shaft is required, which can increase the gearbox housing and still leaves room for improvement.

[0014] Based on the circumstances described above, an object of the present invention is to provide a vehicle drive device capable of ensuring the installation space and support rigidity of a clutch release shaft and preventing an increase in size of the device, while preventing the clutch release shaft from engaging with a bearing support member. [Solution to the problem]

[0015] The present invention comprises an input shaft on which a clutch that connects / disconnects the power of an internal combustion engine and a release bearing are coaxially installed and to which the power of the internal combustion engine is transmitted via the clutch; a countershaft installed parallel to the input shaft and including a final drive gear that meshes with a driven axle gear of a differential device; an intermediate shaft installed in a power transmission path between the input shaft and the countershaft and capable of transmitting the rotation of the input shaft to the countershaft; a clutch release mechanism including a rotatable clutch release shaft for connecting / disconnecting the clutch via the release bearing by rotating the clutch release shaft; and a transmission case accommodating the input shaft, the countershaft, the intermediate shaft, and the clutch release mechanism.wherein the transmission case includes a partition wall that divides an interior of the transmission case into a transmission chamber that accommodates the input shaft, the countershaft, and the intermediate shaft, and a clutch chamber that accommodates the clutch, the release bearing, and the clutch release mechanism, the partition wall includes a countershaft bearing support member that rotatably supports the countershaft via a bearing, and an intermediate shaft bearing support member that rotatably supports the intermediate shaft via a bearing, wherein the intermediate shaft bearing support member is formed at a position that is farther from the clutch in an axial direction of the intermediate shaft than the countershaft bearing support member, and the clutch release shaft is installed so as to cross an extension of the intermediate shaft, characterized inthat a clutch release shaft support member rotatably supporting the clutch release shaft is directly connected to a surface on the clutch side of the intermediate shaft bearing support member. [Advantageous effects of the invention]

[0016] In this way, according to the present invention, it is possible to ensure the installation space and support rigidity of a clutch release shaft and to prevent an increase in the size of the vehicle drive device without the clutch release shaft engaging with a bearing support member. [Brief description of the drawings] [ Fig. 1] Fig. 1 is a left side view of a power transmission device according to an embodiment of the present invention. [ Fig. 2] Fig. 2 is a front view of the power transmission device according to the embodiment of the present invention. [ Fig. 3] Fig. 3 is a rear view of the power transmission device according to the embodiment of the present invention. [ Fig. 4] Fig. 4 is a plan view of the power transmission device according to the embodiment of the present invention, illustrating a state in which no switching unit is attached. [ Fig. 5] Fig. 5 is a left side view showing a shaft assembly of the power transmission device according to the embodiment of the present invention, illustrating a state in which no left housing is attached. [ Fig. 6] Fig. 6 is a sectional view of a power transmission system of the power transmission device according to the embodiment of the present invention. [ Fig. 7] Fig. 7 is a perspective view of the vehicle drive device according to the embodiment of the present invention, viewed obliquely from the right front. [ Fig. 8] Fig. 8 is a plan view of a right housing of the vehicle drive device according to the embodiment of the present invention. [ Fig. 9] Fig. 9 is a right side view of the right case of the vehicle drive device according to the embodiment of the present invention. [ Fig. 10] Fig. 10 is a cross-sectional view from an arrow direction of XX in Fig. 9, with the clutch and clutch release mechanism added. [ Fig. 11] Fig. 11 is a cross-sectional view from an arrow direction of XI-XI in Fig. 9 seen. [ Fig. 12] Fig. 12 is a cross-sectional view seen from an arrow direction of XII-XII in Fig. 9. [Description of the embodiment]

[0017] A vehicle drive device according to an embodiment of the present invention includes an input shaft on which a clutch that connects / disconnects power of an internal combustion engine and a release bearing are coaxially installed and to which the power of the internal combustion engine is transmitted via the clutch, a countershaft installed parallel to the input shaft and including a final drive gear that meshes with a driven axle gear of a differential device, an intermediate shaft installed in a power transmission path between the input shaft and the countershaft and capable of transmitting the rotation of the input shaft to the countershaft, a clutch release mechanism including a rotatable clutch release shaft for connecting / disconnecting the clutch via the release bearing by rotating the clutch release shaft, and a transmission case that houses the input shaft, the countershaft,the intermediate shaft and the clutch release mechanism, wherein the transmission case includes a partition wall that divides an interior of the transmission case into a transmission chamber that accommodates the input shaft, the countershaft, and the intermediate shaft, and a clutch chamber that accommodates the clutch, the release bearing, and the clutch release mechanism, the partition wall includes a countershaft bearing support member that rotatably supports the countershaft via a bearing, and an intermediate shaft bearing support member that rotatably supports the intermediate shaft via a bearing, wherein the intermediate shaft bearing support member is formed at a position that is farther from the clutch in an axial direction of the intermediate shaft than the countershaft bearing support member, and the clutch release shaft is installed so as to cross an extension of the intermediate shaft, characterized inthat a clutch release shaft support member rotatably supporting the clutch release shaft is directly connected to a surface on the clutch side of the intermediate shaft bearing support member.

[0018] Thus, the vehicle drive device according to the embodiment of the present invention can ensure the installation space and support rigidity of a clutch release shaft and prevent an increase in size of the device without the clutch release shaft interfering with the bearing support member. [Embodiment]

[0019] Hereinafter, the vehicle drive device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0020] The Fig. 1 to 12 are diagrams illustrating the vehicle drive device according to an embodiment of the present invention. In Fig. 1 to Fig. 12, up-down, front-back, and left-right directions are defined based on the vehicle drive device installed on the vehicle such that a front-back direction of the vehicle, a left-right direction (vehicle width direction) of the vehicle, and an up-down direction (vehicle height direction) of the vehicle are the front-back direction, the left-right direction, and the top-down direction, respectively.

[0021] First, the configuration is described.

[0022] In Fig. 1, a hybrid vehicle 1 (hereinafter referred to simply as “vehicle”) is provided with a body 2, and the body 2 is divided by an instrument panel 3 into an engine room 2A on a front side and a vehicle room 2B on a rear side.

[0023] A drive device 4 is installed in the engine room 2A, and the drive device 4 has 6 forward and 1 reverse gear stages. The drive device 4 constitutes the vehicle drive device of the present invention.

[0024] In Fig. 2, an internal combustion engine 20, which is an internal combustion engine, is connected to the drive device 4. The drive device 4 is provided with a transmission case 5, and the transmission case 5 includes a right case 6, a left case 7, a reduction gear case 8, a reduction gear cover 9, and a parking cover 42 in the order from the side of the internal combustion engine 20 (see Fig. 1). The respective housings and covers are connected by surfaces perpendicular to the left-right direction. This means that the mating surfaces of the respective housings and covers are formed into surfaces perpendicular to the left-right direction.

[0025] The combustion engine 20 is connected to the right housing 6. The combustion engine 20 comprises a crankshaft 20A (see Fig. 10), and the crankshaft 20A is installed so as to extend in the width direction of the vehicle 1 (left-right direction, hereinafter referred to simply as "vehicle width direction"). That is, the internal combustion engine 20 of the present embodiment is composed of a transverse engine, and the vehicle 1 of the present embodiment is a front-engine, front-wheel drive (FF) vehicle.

[0026] The right housing 6 comprises a peripheral wall, the right end portion of which is connected to the internal combustion engine 20, and a partition wall 6W (see Fig. 5), which is installed at a left end portion of the peripheral wall, and is a housing with an open right side. To a differential device 17 (see Fig. 6) in the rear part of the drive device 4, the rear part of the partition 6W is curved to the right compared to the front part in order to form a space for receiving the differential device 17.

[0027] The left housing 7 is connected on the opposite side of the combustion engine 20, ie the left side of the right housing 6. As in Fig. 5, a flange portion 6A is formed on an outer peripheral edge of the partition wall 6W of the right case 6.

[0028] As in Fig. 4, the left case 7 includes a peripheral wall whose right side portion is connected to the right case 6, and a left side wall 7K installed at a left end portion of the peripheral wall, and is a case whose right side is open.

[0029] As in Fig. 2, a flange portion 7A is formed at a right end portion of the peripheral wall of the left housing 7. That is, the entire right end portion of the left housing 7 constitutes the flange portion 7A and provides a mating surface to be connected to the left side of the right housing 6, and thus the right end portion of the left housing 7 is located at the same position in the vehicle width direction.

[0030] In contrast, the left end portion of the left housing 7 is located closer to the right housing side 6 at the rear portion than at the front portion in the vehicle width direction. For this reason, the left side wall 7K of the left housing 7 includes, as shown in Fig. 4, a first left wall portion 7C at a front side and a second left wall portion 7D at a rear side.

[0031] The partition wall 6W of the right housing 6 and the left side wall 7K of the left housing 7 represent surfaces substantially perpendicular to the left-right direction, with the left side wall 7K of the left housing 7 facing the partition wall 6W of the right housing 6 in the vehicle width direction. A transmission chamber 21 is formed between the left side wall 7K of the left housing 7 and the partition wall 6W of the right housing 6 (see Fig. 6).

[0032] As in Fig. 2, a round protrusion part 7a into which a screw 10A is to be inserted is provided in the flange portion 7A, and a plurality of round protrusion parts 7a are provided along the flange portion 7A.

[0033] A plurality of round projection parts 6a that coincide with the projection parts 7a in the vehicle width direction are formed in the flange portion 6A, and by connecting the projection parts 6a of the flange portion 6A and the projection parts 7a of the flange portion 7A via the bolts 10A, the right case 6 and the left case 7 are connected into one body.

[0034] As in Fig. As shown in Figure 10, a clutch chamber 19 is formed in an interior space of the right case 6, which is located on the right side of the partition wall 6W. A dry clutch 41, a flywheel 43, a release bearing 44, and a clutch release mechanism 45 are housed in the clutch chamber 19.

[0035] As in Fig. 6, a main input shaft 11, an idle shaft 12, an auxiliary input shaft 13, a countershaft 14, a reverse shaft 15 and a differential device 17 are housed in the transmission chamber 21 formed by the right case 6 and the left case 7 on the left side of the partition wall 6W.

[0036] In this way, the partition wall 6W of the present embodiment divides the interior of the transmission case 5 into the clutch chamber 19 and the transmission chamber 21.

[0037] The main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, the countershaft 14, the reverse shaft 15, and the differential device 17 are installed in parallel along the vehicle width direction (left-right direction). The main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, and the countershaft 14 are installed between the partition wall 6W of the right case 6 and the left side wall 7K (first left wall portion 7C) of the left case 7. The reverse shaft 15 and the differential device 17 are installed between the partition wall 6W of the right case 6 and the left side wall 7K (second left wall portion 7D) of the left case 7.

[0038] The main input shaft 11 is connected to the engine 20 via the clutch 41. The clutch 41 is configured to connect and disconnect the power of the engine 20, and the power of the engine 20 is transmitted to the main input shaft 11 via the clutch 41 and the flywheel 43. The main input shaft 11 of the present embodiment constitutes an input shaft of the present invention.

[0039] As in Fig. 10, the flywheel 43 is connected to the crankshaft 20A of the internal combustion engine 20 and rotates integrally with the crankshaft 20A.

[0040] The clutch 41 is provided coaxially with the main input shaft 11. The clutch 41 is provided with a clutch disc 41A integrally and rotatably connected to the main input shaft 11 and movable in the axial direction of the main input shaft 11, a pressure plate 41B that presses the clutch disc 41A against the flywheel 43, and a disc spring 41C that presses the pressure plate 41B toward the flywheel 43.

[0041] A cylindrical portion 6P is formed on the partition wall 6W of the right housing 6. The cylindrical portion 6P extends from the partition wall 6W to the clutch 41 side in the axial direction of the main input shaft 11, and the main input shaft 11 is inserted through the cylindrical portion 6P. The main input shaft 11 protrudes from the cylindrical portion 6P toward the clutch 41, and the clutch disc 41A is attached to the protruding portion by spline engagement.

[0042] Between the clutch 41 and the partition wall 6W, the release bearing 44 is provided axially slidably in an outer peripheral part of the cylindrical part 6P, and the release bearing 44 is installed coaxially with the main input shaft 11.

[0043] The release bearing 44 moves in the axial direction (axial direction of the main input shaft 11) of the clutch 41 between a position where the release bearing 44 moves toward the flywheel 43 side to release the clutch 41 and a position where the release bearing 44 moves away from the flywheel 43 to connect the clutch 41.

[0044] The clutch release mechanism 45 is provided between the release bearing 44 and the partition wall 6W, and the clutch release mechanism 45 moves the release bearing 44 in the axial direction of the clutch 41.

[0045] When the release bearing 44 is pressed against the engine 20 side by the clutch release mechanism 45, the release bearing 44 moves in the axial direction and comes into contact with an inner end portion in a diametrical direction of the disc spring 41C. When further pressed, the release bearing 44 moves toward the engine 20 side (right side) against a pressing force of the disc spring 41C and presses the inner end portion of the disc spring 41C in the diametrical direction.

[0046] At this time, the pressure of the pressure plate 41B is released along with the deformation of the diaphragm spring 41C, and the clutch disc 41A moves away from the flywheel 43. As a result, the clutch 41 does not transmit the rotation of the crankshaft 20A of the internal combustion engine 20 to the main input shaft 11.

[0047] On the other hand, when the pressure of the clutch release mechanism 45 is released, the release bearing 44 moves toward the left side of the housing 7 by the urging force of the disc spring 41C. Furthermore, the release bearing 44 moves toward the left side of the housing 7 by a coil spring, which will be described later, and the release bearing 44 moves away from the inner end portion of the disc spring 41C in the diametrical direction.

[0048] At this time, the diaphragm spring 41C returns to its original state, and the diaphragm spring 41C presses the pressure plate 41B to press the clutch disc 41A against the flywheel 43. As a result, the clutch 41 is connected and transmits the rotation of the crankshaft 20A of the internal combustion engine 20 to the main input shaft 11.

[0049] In this way, the clutch 41 is capable of transmitting or interrupting the power between the crankshaft 20A of the internal combustion engine 20 and the main input shaft 11, that is, it is capable of connecting / disconnecting the power of the internal combustion engine 20.

[0050] As in Fig. 9, cylindrical bearing support parts 61, 62, 63, 64 and 65 are formed on the partition wall 6W, and the bearing support parts 61, 62, 63, 64 and 65 bulge from the partition wall 6W to the side of the clutch chamber 19. More specifically, as shown in Fig. 6 and Fig. 12, the countershaft bearing support member 64 bulges more from the partition wall 6W toward the side of the clutch chamber 19 than the bearing support members 61, 62 and 63.

[0051] As in Fig. 6, the right side portion of the main input shaft 11 penetrates the partition wall 6W, projects to the right side of the partition wall 6W, and is connected to the clutch 41. At the point where the main input shaft 11 penetrates the partition wall 6W, the main input shaft 11 is rotatably supported on the bearing support part 61 of the partition wall 6W of the right case 6 via a ball bearing 22A. A left end portion 11f of the main input shaft 11 is rotatably supported by a bearing support part (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a ball bearing 22B.

[0052] A right end portion 12r of the idle shaft 12 is rotatably supported by a bearing support portion 62 of the partition wall 6W of the right housing 6 via the ball bearing 23A. A left end portion 12f of the idle shaft 12 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left housing 7 via a ball bearing 23B. The idle shaft 12 of the present embodiment constitutes an intermediate shaft of the present invention.

[0053] A right end portion 13r of the auxiliary input shaft 13 is rotatably supported by the bearing support portion 63 of the partition wall 6W of the right housing 6 via a ball bearing 24A. A left end portion 13f of the auxiliary input shaft 13 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left housing 7 via a ball bearing 24B.

[0054] A right end portion 14r of the countershaft 14 is rotatably supported by the countershaft bearing support portion 64 of the partition wall 6W of the right case 6 via a tapered roller bearing 25A. A left end portion 14f of the countershaft 14 is rotatably supported by a bearing support portion (not shown) of the left side wall 7K (first left wall portion 7C) of the left case 7 via a tapered roller bearing 25B.

[0055] A right end portion 15r of the reverse idler shaft 15 is rotatably supported by the bearing support member 65 of the partition wall 6W of the right housing 6 via a ball bearing 26A, and a left end portion 15f of the reverse idler shaft 15 is rotatably supported by a bearing support member (not shown) of the left side wall 7K (second left wall portion 7D) of the left housing 7 via a ball bearing 26B.

[0056] The bearing support member 62 of the present embodiment represents an intermediate shaft bearing support member of the present invention, and the bearing support member 64 represents a countershaft bearing support member of the present invention. The ball bearing 23A and the tapered roller bearing 25A represent bearings of the present invention.

[0057] As in Fig. 9 and Fig. As shown in Fig. 12, a bulge portion 66 is provided in the right case 6, in which the differential device 17 is arranged. The bulge portion 66 bulges from the partition wall 6W toward the clutch chamber 19 side, and an opening portion 66h is formed on the end portion side in the bulge direction (right direction) of the bulge portion 66. A bearing support portion (not shown) is provided at the opening portion 66h.

[0058] A cylindrical part 17b of a differential case 17B, which will be described later, is rotatably supported on the bearing support part via a tapered roller bearing 28A (see Fig. 6).

[0059] A cylindrical part 17a, which is formed at a left end portion of the differential case 17B and will be described later, is rotatably supported on a bearing support part (not shown) of the left side wall 7K (second left wall portion 7D) of the left case 7 via a tapered roller bearing 28B (see Fig. 6).

[0060] As described above, as in Fig. 4, the left side wall 7K of the left housing 7 includes the first left wall portion 7C disposed in a direction from the right housing 6 with respect to the flange portion 7A, and the second left wall portion 7D installed behind the first left wall portion 7C and located in a direction away from the right housing 6 with respect to the flange portion 7A, and closer to the right housing side 6 than the first left wall portion 7C.

[0061] The left end portions 11f, 12f, 13f, and 14f of the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, and the countershaft 14 are supported by the bearing support portions of the first left wall portion 7C, and the left end portion 15f of the reverse idler shaft 15, whose shaft length is shorter than the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, and the countershaft 14, and the differential device 17 are supported by the bearing support portions of the second left wall portion 7D. That is, the second left wall portion 7D is the left side wall 7K of the left case 7, which is located on the left side of at least the reverse idler shaft 15 and the differential device 17.

[0062] As in Fig. 6, the main input shaft 11 includes a first speed input gear 11A, a second speed input gear 11B, a third / fifth speed input gear 11C, and a fourth / sixth speed input gear 11D.

[0063] The first-speed input gear 11A and the second-speed input gear 11B are integrally formed on the main input shaft 11 and rotate integrally with the main input shaft 11. The third / fifth-speed input gear 11C and the fourth / sixth-speed input gear 11D are splined to the main input shaft 11 and rotate integrally with the main input shaft 11.

[0064] The diameters of the input gears 11A, 11B, 11C, and 11D increase from the input gear 11A to the input gear 11D. The input gears 11A, 11B, 11C, and 11D are installed in order from the engine 20 side. The input gears 11A and 11B are installed separately at positions in the axial direction so that a synchronization device 31, which will be described later, can be installed on the countershaft 14.

[0065] The input gear 11B and the input gear 11C are separately installed at positions in the axial direction so that a driven reduction gear 14E, which will be described later, can be installed between the input gear 11B and the input gear 11C on the countershaft 14. The input gear 11C and the input gear 11D are separately installed at positions in the axial direction so that a synchronizing device 32, which will be described later, and a synchronizing device 33, which will be described later, can be installed on the countershaft 14 and an idler shaft 12, respectively.

[0066] The countershaft 14 includes a first speed countershaft gear 14A, a second speed countershaft gear 14B, a fifth speed countershaft gear 14C, a sixth speed countershaft gear 14D, a driven reduction gear 14E, and a forward final drive gear 14F.

[0067] The countershaft gears 14A, 14B, 14C and 14D are freely rotating gears supported by the countershaft 14 via needle bearings 14a, 14b, 14c and 14d and rotatable relative to the countershaft 14.

[0068] The driven reduction gear 14E is splined to the countershaft 14 and rotates integrally with the countershaft 14. The forward final drive gear 14F is integrally formed with the countershaft 14 and rotates integrally with the countershaft 14.

[0069] The countershaft gears 14A, 14B, 14C and 14D decrease in diameter from the countershaft gear 14A to the countershaft gear 14D and mesh with the input gear 11A into the input gear 11D, which forms the respective gear stages.

[0070] The counter gears 14A, 14B, 14C, and 14D, the driven reduction gear 14E, and the forward final drive gear 14F are installed in the order of the forward final drive gear 14F, the counter gears 14A and 14B, the driven reduction gear 14E, and the counter gears 14C and 14D from the engine 20 side.

[0071] The idle shaft 12 includes a third-stage idle gear 12A, a fourth-stage idle gear 12B, and a reduction drive gear 12C. The reduction drive gear 12C is located on the opposite side of the third-stage idle gear 12A with respect to the fourth-stage idle gear 12B.

[0072] The third-stage idle gear 12A and the fourth-stage idle gear 12B are freely rotating gears supported by the idle shaft 12 via the needle bearings 12a and 12b and rotatable relative to the idle shaft 12.

[0073] The reduction drive gear 12C is splined to the idle shaft 12 so as to be located at the same axial position as the second-speed input gear 11B provided on the main input shaft 11 and rotate integrally with the idle shaft 12. The third-speed idle gear 12A, the fourth-speed idle gear 12B, and the reduction drive gear 12C are installed in the order of the reduction drive gear 12C, the third-speed idle gear 12A, and the fourth-speed idle gear 12B from the engine 20 side.

[0074] The reduction drive gear 12C and the third-stage idle gear 12A are separately installed at positions in the axial direction so that the outer peripheral edge of the reduction drive gear 13B, which will be described later and is installed on the auxiliary input shaft 13, can be inserted between the reduction drive gear 12C and the third-stage idle gear 12A.

[0075] The third-stage idle gear 12A meshes with the third / fifth-stage input gear 11C. The fourth-stage idle gear 12B has a smaller diameter than the third-stage idle gear 12A and meshes with the fourth / sixth-stage input gear 11D.

[0076] In the drive device 4 of the present embodiment, the third-speed and fifth-speed stages share the third / fifth-speed stage input gear 11C, thereby reducing the number of parts and the size of the drive device 4 (thereby reducing the dimension in the axial direction). The fourth-speed and sixth-speed stages share the fourth / sixth-speed stage input gear 11D, thereby reducing the number of parts and the size of the drive device 4 (thereby reducing the dimension in the axial direction).

[0077] Furthermore, the third-stage idle gear 12A and the fifth-stage counter gear 14C are constructed from the same gears, and the fourth-stage idle gear 12B and the sixth-stage counter gear 14D are constructed from the same gears. Productivity is improved by using the same gear.

[0078] That is, it is possible to use the third-stage idle gear 12A as the fifth-stage counter gear 14C, or conversely, to use the fifth-stage counter gear 14C as the third-stage idle gear 12A.

[0079] Furthermore, it is possible to use the idle gear 12B of the fourth stage as the countershaft gear 14D of the sixth stage or, conversely, to use the countershaft gear 14D of the sixth stage as the idle gear 12B of the fourth stage.

[0080] The auxiliary input shaft 13 includes a reduction driven gear 13A, a reduction drive gear 13B, and a damper mechanism 16. The reduction driven gear 13A, the reduction drive gear 13B, and the damper mechanism 16 are installed in the order of the damper mechanism 16, the reduction driven gear 13A, and the reduction drive gear 13B from the engine 20 side.

[0081] The driven reduction gear 13A has a larger diameter than the reduction drive gear 12C and meshes with the reduction drive gear 12C. The driven reduction gear 13A is supported by the auxiliary input shaft 13 so that it is rotatable relative to the auxiliary input shaft 13 within a range permitted by the damper mechanism 16.

[0082] The reduction drive gear 13B is formed to have a larger diameter than the driven reduction gear 13A and a smaller diameter than the driven reduction gear 14E, and meshes with the driven reduction gear 14E. The reduction drive gear 13B is splined to the auxiliary input shaft 13 and rotates integrally with the auxiliary input shaft 13.

[0083] That is, the driven reduction gear 14E is formed to have a larger diameter than the reduction drive gear 12C, the driven reduction gear 13A, and the reduction drive gear 13B. Thus, the power transmitted from the idle shaft 12 to the countershaft 14 via the auxiliary input shaft 13 in the third speed stage and the fourth speed stage is decelerated compared to the fifth speed stage and the sixth speed stage.

[0084] It should be noted that, with respect to a reduction ratio, while it is possible to set a gear stage using the counter gear 14C installed on the countershaft 14 between the gear stages using the idle gear 12A and the idle gear 12B installed on the idle shaft 12, an operating mechanism that operates the synchronizing devices 32 and 33, which will be described later, becomes complicated, so that the synchronizing devices 32 and 33 are configured to switch between successive transmission stages in the present embodiment.

[0085] The reduction drive gear 12C and the reduction driven gear 13A of the present embodiment constitute a first reduction gear pair, and the reduction drive gear 13B and the reduction driven gear 14E constitute a second reduction gear pair. That is, the drive device 4 includes two pairs of reduction gears.

[0086] The reduction drive gear 12C, the reduction driven gear 13A, the reduction drive gear 13B, and the reduction driven gear 14E are installed substantially at the axial center portions of the respective shafts on which the respective gears are installed. In the axial direction, the first reduction gear pair is installed on the engine 20 side of the second reduction gear pair and is installed at the same position as the input gear 11B and the counter gear 14B. When referring to the "respective shafts," this term hereinafter refers to the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, the counter shaft 14, and the reverse idler shaft 15.

[0087] A part of the outer peripheral portion of the driven reduction gear 14E is interposed between the second-speed input gear 11B and the third / fifth-speed input gear 11C in the axial direction of the main input shaft 11. A part of the outer peripheral portion of the reduction drive gear 13B is interposed between the reduction drive gear 12C and the third-speed idle gear 12A in the axial direction of the idle shaft 12.

[0088] For this reason, by using the large-diameter reduction drive gear 13B and the reduction driven gear 14E, it is possible to shorten the distances between the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, and the countershaft 14, and reduce the size of the transmission case 5. As a result, it is possible to reduce the size of the drive device 4.

[0089] Thus, the idle shaft 12 of the present embodiment is arranged on the power transmission paths of the main input shaft 11 and the countershaft 14 and is capable of transmitting the power of the internal combustion engine 20 from the main input shaft 11 to the countershaft 14.

[0090] The damping mechanism 16 includes an outer cylindrical member 16A, an elastic body 16B such as rubber, and an inner cylindrical member 16C.

[0091] The inner cylindrical member 16C has a smaller diameter than the outer cylindrical member 16A and is installed on the inner diameter side of the outer cylindrical member 16A. That is, in the axial direction, the inner cylindrical member 16C is installed at the same position as the outer cylindrical member 16A. The inner cylindrical member 16C is engaged with the auxiliary input shaft 13 via a spline connection and rotates integrally with the auxiliary input shaft 13.

[0092] The elastic body 16B is installed between the inner diameter of the outer cylindrical member 16A and the outer diameter of the inner cylindrical member 16C, and the outer peripheral surface and the inner peripheral surface are fixed to the outer cylindrical member 16A and the inner cylindrical member 16C, respectively. That is, the elastic body 16B is installed between the outer cylindrical member 16A and the inner cylindrical member 16C in the diameter direction.

[0093] The outer cylindrical member 16A includes an extending part extending from a region where the elastic body 16B is housed on the driven reduction gear 13A side, and an inner circumferential spline 16a is formed in the inner peripheral part of the extending part.

[0094] The inner cylindrical member 16C includes an extending part extending from the area where the elastic body 16B is attached to the driven reduction gear 13A side, and an outer circumferential spline 16c is formed in the extending part.

[0095] The driven reduction gear 13A includes an extension portion that enters the inner diameter side of the extension portion of the outer cylindrical member 16A and extends to the inner cylindrical member 16C side. An outer circumferential spline 13e is formed in the extension portion. The outer circumferential splines 16c and 13e mesh with the inner circumferential spline 16a of the outer cylindrical member 16A.

[0096] The inner circumferential spline 16a of the outer cylindrical member 16A and the outer circumferential spline 13e of the driven reduction gear 13A are formed to have small gaps in the circumferential direction to provide close (with relatively little play in the rotational direction) engagement via a spline connection.

[0097] In contrast, the inner circumferential spline 16a of the outer cylindrical member 16A and the outer circumferential spline 16c of the inner cylindrical member 16C are formed to have large gaps in the circumferential direction to provide loose (relatively large play in the rotational direction) engagement via a spline connection. That is, the outer cylindrical member 16A is engaged with the inner cylindrical member 16C via a spline connection, allowing some relative rotation.

[0098] While the damper mechanism 16 transmits power between the auxiliary input shaft 13 and the driven reduction gear 13A, the above-described spline engagement between the inner circumferential spline 16a of the outer cylindrical member 16A and the outer circumferential spline 16c of the inner cylindrical member 16C enables various power transmission paths to be achieved.

[0099] When the inner rotating spline 16a is not in contact with the outer rotating spline 16c in the rotational direction, force is transmitted via the elastic body 16B, whereas when the inner rotating spline 16a is in contact with the outer rotating spline 16c, the force can be transmitted via the inner rotating spline 16a and the outer rotating spline 16c.

[0100] That is, when the transmitted driving force is relatively small, the damping mechanism 16 transmits power through the elastic body 16B. When the transmitted driving force is relatively large, the inner rotating spline 16a contacts the outer rotating spline 16c, and the damping mechanism 16 transmits power through the inner rotating spline 16a and the outer rotating spline 16c. The elastic body 16B can absorb small torque fluctuations (rotation fluctuations) and suppress tooth impact noise, etc.

[0101] The reverse idler shaft 15 includes a reverse gear 15A and a reverse final drive gear 15B. The reverse gear 15A is supported by the reverse idler shaft 15 via a needle bearing 15a and is rotatable relative to the reverse idler shaft 15. The reverse gear 15A meshes with the first-speed countershaft gear 14A.

[0102] The reverse final drive gear 15B is formed integrally with the reverse shaft 15 and rotates integrally with the reverse shaft 15. The reverse final drive gear 15B meshes with the driven axle gear 17A of the differential device 17.

[0103] The countershaft 14 is provided with the synchronizer 31, and the synchronizer 31 is installed between the first-speed countershaft gear 14A and the second-speed countershaft gear 14B in the axial direction of the countershaft 14. The synchronizer 31 is provided with a hub 31A, a sleeve 31B, and synchronizer rings 31C and 31D.

[0104] The inner peripheral surface of the hub 31A is engaged with the countershaft 14 via a spline connection, and the hub 31A rotates integrally with the countershaft 14. The sleeve 31B is engaged with the hub 31A via a spline connection and is movable in the axial direction of the countershaft 14.

[0105] When the gear stage is shifted to a first speed stage or a second speed stage by a shift operation, the sleeve 31B is moved by a shift fork (not shown) from a neutral position to one side of the first speed stage counter gear 14A or one side of the second speed stage counter gear 14B. Note that the illustrated position of the sleeve 31B is the neutral position.

[0106] For example, when performing automatic shifting, the sleeve 31B is driven by a shift unit 50, which will be described later. The shift unit 50 controls gear stages by operating the synchronizer 31 and the synchronizers 32, 33, and 34, which will be described later, based on a transmission map set in advance using a throttle opening and a vehicle speed stage as parameters in a state where a shift lever (not shown) operated by a driver is shifted to a drive range or a reverse range.

[0107] The splines 31a and 31b are formed on the inner peripheral surface of the sleeve 31B. A spline 14g meshing with the spline 31a is formed on the first-speed counter gear 14A, and a spline 14h meshing with the spline 31b is formed in the second-speed counter gear 14B.

[0108] When the sleeve 31B moves from the neutral position to the first-speed counter gear 14A side, the spline 31a of the sleeve 31B meshes with the spline 14g of the first-speed counter gear 14A to which the first-speed counter gear 14A is connected, and the countershaft 14 rotates integrally with the countershaft 14 via the sleeve 31B and the first-speed counter gear 14A.

[0109] As a result, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the first speed stage input gear 11A and the first speed stage countershaft gear 14A.

[0110] When the sleeve 31B moves from the neutral position to the second-speed counter gear 14B side, the spline 31b of the sleeve 31B engages with the spline 14h of the second-speed counter gear 14B, whereby the second-speed counter gear 14B is connected to the countershaft 14 via the sleeve 31B, and the second-speed counter gear 14B rotates integrally with the countershaft 14.

[0111] As a result, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the second speed stage input gear 11B and the second speed stage countershaft gear 14B.

[0112] Here, the fact that the first-speed counter gear 14A is connected to the countershaft 14 through the synchronizer means that the first-speed counter gear 14A is directly connected to the countershaft 14 to rotate integrally with the countershaft 14. Hereinafter, the expression that a gear is connected to a rotating shaft means that the gear is directly connected to the rotating shaft to rotate integrally with the rotating shaft.

[0113] The synchronizer ring 31C is provided between the hub 31A and the first speed counter gear 14A, and a spline engaging with the spline 31a of the sleeve 31B is formed on the outer peripheral surface.

[0114] The synchronizer ring 31D is provided between the hub 31A and the second speed counter gear 14B, and a spline engaging with the spline 31b of the sleeve 31B is formed on the outer peripheral surface.

[0115] When the sleeve 31B moves from the neutral position to the first-speed counter gear 14A side, the spline formed on the synchronizer ring 31C meshes with the spline 31a of the sleeve 31B and comes into frictional contact with the first-speed counter gear 14A, whereby the synchronizer ring 31C causes the rotation of the first-speed counter gear 14A to be synchronized with the rotation of the sleeve 31B (rotation of the countershaft 14).

[0116] When the sleeve 31B moves from the neutral position to the second-speed counter gear 14B side, the spline formed on the synchronizer ring 31D meshes with the spline 31b of the sleeve 31B and comes into frictional contact with the second-speed counter gear 14B, and the synchronizer ring 31D thereby causes the rotation of the second-speed counter gear 14B to be synchronized with the rotation of the sleeve 31B (rotation of the countershaft 14).

[0117] In this way, the synchronization device 31 of the present embodiment selectively connects the first-speed counter gear 14A or the second-speed counter gear 14B to the countershaft 14, performs a synchronization operation at the time of connection, and thereby prevents the occurrence of a transmission shock or an abnormal noise.

[0118] As a result, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the first-speed input gear 11A and the first-speed countershaft gear 14A. Furthermore, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the first-speed input gear 11B and the second-speed countershaft gear 14B.

[0119] The countershaft 14 is further provided with a synchronizing device 32 having a function similar to the function of the above-described synchronizing device 31, and the synchronizing device 32 is installed between the fifth-stage countershaft gear 14C and the sixth-stage countershaft gear 14D in the axial direction of the countershaft 14.

[0120] A synchronizing device 33 having a function similar to the functions of the above-described synchronizing devices 31 and 32 is installed on the idle shaft 12, and the synchronizing device 33 is installed between the third-stage idle gear 12A and the fourth-stage idle gear 12B in the axial direction of the idle shaft 12.

[0121] When the gear stage is shifted to the third speed stage by a shifting operation, the synchronization device 33 connects the idle gear 12A of the third speed stage to the idle shaft 12.

[0122] As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the third / fifth speed input gear 11C and the third speed idle gear 12A.

[0123] When the gear stage is shifted to the fourth speed stage by a shifting operation, the synchronization device 33 connects the idle gear 12B of the fourth speed stage to the idle shaft 12.

[0124] As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the fourth / sixth stage input gear 11D and the fourth stage idle gear 12B.

[0125] When the power of the engine 20 is transmitted to the idle shaft 12, the power of the engine 20 is transmitted from the idle shaft 12 to the countershaft 14 via the reduction drive gear 12C, the reduction driven gear 13A, the damper mechanism 16, the auxiliary input shaft 13, the reduction drive gear 13B, and the reduction driven gear 14E.

[0126] As a result, in the third speed stage and the fourth speed stage, the power is transmitted from the idle shaft 12 via the auxiliary input shaft 13 to the countershaft 14 and the transmitted power (speed) is braked.

[0127] When the transmission stage is shifted to the fifth speed stage by a shifting operation, the synchronization device 32 connects the countershaft gear 14C of the fifth speed stage to the countershaft 14.

[0128] As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the third / fifth stage input gear 11C and the fifth stage countershaft gear 14C.

[0129] When the transmission stage is shifted to the sixth speed stage by a shifting operation, the synchronization device 32 connects the countershaft gear 14D of the sixth speed stage to the countershaft 14.

[0130] As a result, the power of the engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the fourth / sixth stage input gear 11D and the sixth stage countershaft gear 14D.

[0131] A synchronizer 34 is installed on the reverse idler shaft 15. When the gear stage is shifted to the reverse stage by a gear shift, the synchronizer 34 connects the reverse gear 15A to the reverse idler shaft 15 and causes the reverse gear 15A to rotate integrally with the reverse idler shaft 15. Note that the reverse final drive gear 15B, the reverse gear 15A, and the synchronizer 34 are installed on the reverse idler shaft 15 in order from the engine 20 side.

[0132] As a result, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the reverse drive shaft 15 via the first speed stage input gear 11A, the first speed stage counter gear 14A and the reverse drive gear 15A.

[0133] Although the synchronizing devices 32, 33, and 34 are of a so-called single-cone type and the synchronizing device 31 is of a so-called triple-cone type, the synchronizing devices 32, 33, and 34 perform a synchronizing operation similar to that of the synchronizing device 31, and therefore the specific description is omitted.

[0134] The forward final drive gear 14F and the reverse final drive gear 15B mesh with the driven axle gear 17A of the differential device 17. As a result, the power of the countershaft 14 is transmitted to the differential device 17 via the forward final drive gear 14F, and the power of the reverse drive shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B.

[0135] The differential device 17 includes the driven axle gear 17A, the differential case 17B in which the driven axle gear 17A is mounted on the outer peripheral part, and a differential mechanism 17C installed in the differential case 17B.

[0136] The differential case 17B is housed in the bulge part 66. As in Fig. 12, the bulge portion 66 bulges from the partition wall 6W in a direction (rightward) away from the left housing 7 and has a conical shape whose cross-sectional area decreases as it moves away from the left housing 7.

[0137] The cylindrical part 17a is provided at the left end portion of the differential case 17B, and the cylindrical part 17b is provided at the right end portion of the differential case 17B. One end of the respective left and right drive shafts 18L and 18R is passed through the cylindrical parts 17a and 17b, respectively.

[0138] More precisely, as in Fig. 1, an opening portion 7c is formed on the first left wall portion 7C, and an end portion of the left-side drive shaft 18L is inserted into the cylindrical portion 17a through the opening portion 7c. An end portion of the right-side drive shaft 18R is inserted into the cylindrical portion 17b through the opening portion 66h of the partition wall 6W.

[0139] One end of the respective left and right drive shafts 18L and 18R is connected to the differential mechanism 17C, and the other ends of the respective left and right drive shafts 18L and 18R are connected to the left and right drive gears (not shown), respectively.

[0140] The differential device 17 distributes the power of the engine 20 to the left and right drive shafts 18L and 18R using the differential mechanism 17C and transmits the power to the drive wheels.

[0141] As in Fig. 2 and Fig. 3, an electric motor 35 is installed on the upper front side of the left housing 7. The electric motor 35 includes an electric motor housing 35A, a motor output shaft 35B (see Fig. 5, Fig. 6), which is rotatably supported by the electric motor housing 35A (see Fig. 10) and a motor terminal 35C mounted in the electric motor housing 35A.

[0142] A right-side end portion of the electric motor housing 35A is attached to the upper wall 6B and the front wall 6C of the right housing 6 via brackets 36A and 36B.

[0143] As in Fig. 7, the bracket 36A is L-shaped. As shown in Fig. As shown in Fig. 8, a hub-shaped housing-side fixing portion 6G is provided on the upper wall 6B of the right housing 6. The bracket 36A is fixed not only to the housing-side fixing portion 6G by a screw 10E, but also to the right side surface of the electric motor housing 35A by a screw 10F.

[0144] The bracket 36B is fixed not only to the front wall 6C of the right housing 6 by a screw 10G, but also to the right side surface of the electric motor housing 35A by a screw 10H. The upper wall 6B of the present embodiment forms an upper wall of the transmission case of the present invention.

[0145] The left end portion of the electric motor housing 35A is attached to the reduction gear housing 8. That is, the electric motor 35 is installed on the upper front side of the gear housing 5, with the motor output shaft 35B arranged along the left-right direction. The electric motor 35 and the motor output shaft 35B are arranged in a Fig. 6, with the shaft located inside the gearbox.

[0146] The electric motor housing 35A houses a rotor and a stator wound with a coil (neither of which is shown).

[0147] When three-phase alternating current is supplied to the coil, the electric motor 35 generates a rotating magnetic field that rotates in the circumferential direction. The stator causes the generated magnetic flux to interact with the rotor, thereby rotating and driving the rotor, which is rigidly connected to the motor output shaft 35B.

[0148] The motor terminal 35C protrudes upward from the right end portion of the electric motor housing 35A. A power cable (not shown) for supplying power to drive the electric motor 35 is connected to the motor terminal 35C.

[0149] A power cable is connected to the motor connector 35C by inserting it from the left side. This means that the power cable is routed above the electric motor housing 35A. The motor connector 35C protrudes upward from the electric motor housing 35A, preventing submersion during driving on a flooded road, facilitating connection from above, and improving ease of maintenance.

[0150] As in Fig. As shown in Fig. 6, a sprocket fixing part 12M is provided at the left end portion of the idler shaft 12, and the sprocket fixing part 12M protrudes outward from the ball bearing 23B and the left side wall 7K (first left wall portion 7C), that is, outward from the left housing 7. Thus, the sprocket fixing part 12M is cantilevered from the ball bearing 23B.

[0151] A sprocket 37 is attached to the sprocket mounting part 12M, and a chain 38 is suspended from the sprocket 37. The chain 38 is wound around a sprocket 35D attached to the engine output shaft 35B.

[0152] For this reason, the power of the electric motor 35 is transmitted from the engine output shaft 35B to the idle shaft 12 via the chain 38 and the sprocket 37. That is, the idle shaft 12 functions as an input shaft to which the power of the electric motor 35 is transmitted.

[0153] In Fig. 5, the engine output shaft 35B is installed in front of the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, the countershaft 14 and the reverse shaft 15, and further installed over the respective shafts.

[0154] The idler shaft 12 is a shaft installed at the front end between the main input shaft 11, the idler shaft 12, the auxiliary input shaft 13, the countershaft 14, and the reverse idler shaft 15, and is installed diagonally below and behind the engine output shaft 35B. The main input shaft 11 is installed diagonally above and behind the idler shaft 12, and the auxiliary input shaft 13 is installed diagonally below and behind the idler shaft 12.

[0155] The countershaft 14 is installed behind the idle shaft 12 and between the main input shaft 11 and the auxiliary input shaft 13 in the up-down direction.

[0156] That is, the main input shaft 11, the idle shaft 12, the auxiliary input shaft 13, and the countershaft 14 are installed in the transmission chamber 21, so that a virtual line L1 connecting an axial center O1 of the main input shaft 11, an axial center O2 of the idle shaft 12, an axial center O3 of the auxiliary input shaft 13, and an axial center O4 of the countershaft 14 becomes a rectangle.

[0157] In Fig. 5, the electric motor 35 and the motor output shaft 35B are arranged to face one side of the rectangle connecting the axial center O1 of the main input shaft 11 and the axial center O2 of the idle shaft 12.

[0158] Specifically, the electric motor 35 and the motor output shaft 35B are installed slightly close to the axial center O2 while facing the side connecting the axial center O1 and the axial center O2.

[0159] Furthermore, the left housing 7 is formed such that the surface facing the electric motor 35 is a forward-sloping inclined surface, as in the case of a virtual straight line L3 described later, the surface facing the electric motor 35 is formed into an inclined surface sloping forward at a more acute angle than the virtual straight line L3, and a space for installing the electric motor 35 is formed in front of the surface facing the electric motor 35 so that the electric motor 35 can be installed further rearward. That is, an upper part on the front side of the left housing 7 is located behind a lower part on the front side, which forms a space for installing the electric motor 35 in front of the upper part on the front side.

[0160] For this reason, among the main input shaft 11, the auxiliary input shaft 13, and the countershaft 14, the idler shaft 12 is installed at a position closest to the electric motor 35. For this reason, it is possible to shorten the chain 38, reduce the size of the reduction gear housing 8, and reduce the size of the drive device 4.

[0161] The auxiliary input shaft 13 is installed in a direction in which the tension of the chain 38 acts on the idle shaft 12, that is, essentially on an extension of the virtual straight line L2 connecting the axial center O5 of the engine output shaft 35B and the axial center O2 of the idle shaft 12. In particular, the axial center O3 of the auxiliary input shaft 13 is located slightly forward of the virtual straight line L2.

[0162] The main input shaft 11, the idle shaft 12 and the auxiliary input shaft 13 are installed so that the virtual straight line L3 connecting the axial center O2 of the idle shaft 12 and the axial center O1 of the main input shaft 11 forms a substantially right angle with respect to the virtual straight line L4 connecting the axial center O2 of the idle shaft 12 and the axial center O3 of the auxiliary input shaft 13.

[0163] Specifically, the main input shaft 11, the idle shaft 12, and the auxiliary input shaft 13 are installed so that the virtual straight line L4 forms an obtuse angle with the virtual straight line L3. The main input shaft 11 is installed on a side opposite the auxiliary input shaft 13 with respect to the virtual straight line L2 connecting the axial center O5 of the engine output shaft 35B and the axial center O2 of the idle shaft 12.

[0164] As in Fig. 5, the reverse idler shaft 15 is installed above the driven axle gear 17A and diagonally above and behind the countershaft 14 and compared above the main input shaft 11, the idler shaft 12, the auxiliary input shaft 13 and the countershaft 14 at the positions of the axial centers.

[0165] An opening (not shown) is formed on the left side wall 7K of the left housing 7. The sprocket fixing part 12M of the idler shaft 12 passes through the opening, and the sprocket fixing part 12M protrudes outward (left) from the gear chamber 21 through the opening. The sprocket 37 is installed on the left side of the left side wall 7K (first left wall portion 7C) of the left housing 7 and outside the left housing 7.

[0166] As in Fig. 1 and Fig. 2, the reduction gear case 8 is attached to the electric motor case 35A and the left side wall 7K (first left wall portion 7C) of the left case 7 with screws (not shown) to cover the electric motor case 35A from the left side.

[0167] The reduction gear housing 8 accommodates the chain 38 and is formed into a shape along the chain 38, which is wound around the sprocket 35D of the motor output shaft 35B and the sprocket 37. The reduction gear housing 8 is installed obliquely upward from the left side of the front of the left housing 7, so that it is inclined obliquely downward to the rear, so that the rear part faces downward.

[0168] The reduction gear case 8 is open at the insertion portion of the motor output shaft 35B on the right side surface, at the insertion portion of the sprocket fixing part 12M and on the left side, and the reduction gear cover 9 is attached to the reduction gear case 8 with a screw 10B to close the left side opening of the reduction gear case 8.

[0169] An opening (not shown) is formed on the left side wall 7K of the left housing 7. As shown in Fig. 1, a parking cover 42 is attached to the left housing 7 using a screw 10C, and the opening is covered with the parking cover 42. A parking device (not shown) is installed in the drive device 4.

[0170] When the parking cover 42 is removed from the left side wall 7K of the left housing 7, the operator can perform replacement or maintenance of the parking device.

[0171] As in Fig. 9, the clutch release mechanism 45 includes a clutch release shaft 46, an upper release fork portion 47A, and a lower release fork portion 47B disposed below the upper release fork portion 47A. The clutch release mechanism 45 is urged in the rotational direction by a coil spring (not shown) so that the distal ends of the upper and lower release fork portions 47A and 47B are directed away from the clutch 41.

[0172] As in Fig. 9 and Fig. 10, the clutch release shaft 46 extends in the up-down direction on one side of the cylindrical part 6P and is installed so as to be aligned with the idle shaft 12 in the axial direction of the idle shaft 12 (see Fig. 12). That is, the clutch release shaft 46 is installed so that it crosses the extension 12L of the intermediate shaft (idle shaft 12), as shown in Fig. 12, and is opposite to the idle shaft 12 in the vehicle width direction (left-right direction) in the axial direction of the idle shaft 12.

[0173] A front end portion (proximal end portion) of the upper release fork part 47A is fixed to the clutch release shaft 46, and a rear end portion (distal end portion) thereof extends from the clutch release shaft 46 toward the release bearing 44. A front end portion (proximal end portion) of the lower release fork part 47B is fixed to the clutch release shaft 46, and a rear end portion (distal end portion) thereof extends from the clutch release shaft 46 toward the release bearing 44.

[0174] A rear end portion of the upper release fork part 47A and a rear end portion of the lower release fork part 47B come into contact with and engage with a left end portion of the release bearing 44 and hold the position of the release bearing 44 in the rotational direction.

[0175] As in Fig. 12, the intermediate shaft bearing support member 62 is formed at a position farther from the clutch 41 than the position of the countershaft bearing support member 64 in the axial direction of the idle shaft 12. In other words, the intermediate shaft bearing support member 62 is formed on the opposite side of the clutch 41 with respect to the countershaft bearing support member 64 in the axial direction of the idle shaft 12.

[0176] As in Fig. 6 and Fig. 12, the intermediate shaft bearing support member 62 is formed in the axial direction substantially at the same position as the partition wall 6W, and the countershaft bearing support member 64 bulges into the clutch chamber 19 so that the countershaft bearing support member 64 comes closer to the clutch 41 than the partition wall 6W.

[0177] As in Fig. 6, the idle gears 12A and 12B of the idle shaft 12 and the reduction drive gear 12C are installed closer to the left side wall 7K (first left wall portion 7C) of the left housing 7 than to the partition wall 6W. That is, the idle gears 12A and 12B and the reduction drive gear 12C are installed to be closer to the left side wall 7K (first left wall portion 7C) of the left housing 7.

[0178] In this way, a wide gap 71 is formed in the axial direction of the idle shaft 12 between the reduction drive gear 12C and the partition wall 6W of the right housing 6. This allows the idle shaft 12 to be made shorter than the countershaft 14, and the intermediate shaft bearing support member 62 can easily be formed at a position farther away from the clutch 41 than the countershaft bearing support member 64.

[0179] As in Fig. 9 and Fig. 12, a rib 48 is formed on the partition wall 6W of the right housing 6. The rib 48 protrudes from the partition wall 6W of the right housing 6 toward the clutch 41 side at substantially the same height as the countershaft bearing support member 64, and connects the intermediate shaft bearing support member 62 and the front wall 6C of the right housing 6, and also connects the intermediate shaft bearing support member 62 and the countershaft bearing support member 64. That is, the rib 48 connects the countershaft bearing support member 64 and the front wall 6C so as to traverse the intermediate shaft bearing support member 62.

[0180] A lower clutch release shaft support member 49A is provided on the partition wall 6W, and the lower clutch release shaft support member 49A is provided at the same position as the countershaft bearing support member 64 at a position of the countershaft 14 in the axial direction. In other words, the lower clutch release shaft support member 49A and the countershaft bearing support member 64 are installed side by side in a direction (forward-backward direction) orthogonal to the countershaft 14.

[0181] A lower end portion of the clutch release shaft 46 is inserted into the lower clutch release shaft support member 49A and is supported by the lower clutch release shaft support member 49A via the plain bearing 10I (see Fig. 11) rotatably mounted.

[0182] The lower clutch release shaft support member 49A is erected from a surface 62a on the clutch side 41 of the intermediate shaft bearing support member 62 and connected to the surface 62a on the clutch side 41 of the intermediate shaft bearing support member 62. That is, the lower clutch release shaft support member 49A and the rib 48 are connected to the surface 62a on the clutch side 41 of the intermediate shaft bearing support member 62. The surface 62a of the intermediate shaft bearing support member 62 of the present embodiment forms a clutch-side surface of the intermediate shaft bearing support member of the present invention.

[0183] As in Fig. 7 to Fig. 9, an upper clutch release shaft support member 49B is provided on the upper wall 6B of the right housing 6. The upper clutch release shaft support member 49B includes a through hole 48b penetrating in the up-down direction (see Fig. 11).

[0184] As in Fig. 11, an upper part of the clutch release shaft 46 is inserted into the through hole 48b and rotatably supported by the upper clutch release shaft support part 49B via the plain bearing 10T.

[0185] As in Fig. 7 and Fig. 11, an upper end portion of the clutch release shaft 46 projects beyond the right case 6 through the through hole 48b, and the upper end portion is connected to a clutch actuator of the shift unit 50, which will be described later.

[0186] The upper end portion of the clutch release shaft 46 is inserted into the upper clutch release shaft support portion 49B and is thereby rotatably supported by the upper clutch release shaft support portion 49B.

[0187] In this way, the clutch release shaft 46 is rotatably supported by the upper clutch release shaft support member 49B and the lower clutch release shaft support member 49A.

[0188] The lower clutch release shaft support member 49A of the present embodiment constitutes a first clutch release shaft support member of the present invention, and the upper clutch release shaft support member 49B constitutes a second clutch release shaft support member of the present invention. The lower clutch release shaft support member and the upper clutch release shaft support member 49B constitute a clutch release shaft support member of the present invention.

[0189] As in Fig. 8 and Fig. As shown in Fig. 11, the upper clutch release shaft support portion 49B and the housing-side attachment portion 6G (attachment location of the bracket 36A) are disposed close to each other on the upper wall 6B of the right housing 6. The right housing 6 includes a bulge portion 6H that bulges upward from the upper wall 6B.

[0190] As in Fig. As shown in Fig. 8, the upper clutch release shaft support part 49B is connected to the bulge part 6H. The bulge part 6H is connected to the housing-side fixing part 6G, and the upper clutch release shaft support part 49B and the housing-side fixing part 6G are connected by the bulge part 6H. The bulge part 6H of the present embodiment constitutes a connecting part of the present invention.

[0191] As in the Fig. 1 and Fig. 3, the switching unit 50 is installed on an upper wall 7E of the left housing 7, and the switching unit 50 is located behind the electric motor 35.

[0192] The switching unit 50 is provided with a base plate 51, a reservoir 52, a reservoir 53, an oil pump 54, a motor 55 and a housing 56.

[0193] As in Fig. 1, the base plate 51 is provided with a flat plate-shaped plate part 51A and a memory fixing part 51B projecting downward behind the plate part 51A, and the plate part 51A is fixed to the upper wall 7E of the left case 7 using a screw 10D (see Fig. 4) attached.

[0194] The reservoir 52 is mounted on the top of the plate part 51A, and the reservoir 52 stores operating oil for operating a shift and select shaft (not shown).

[0195] The oil pump 54 is mounted below the rear end portion of the plate part 51A. The motor 55 is installed on the top of the rear end portion of the plate part 51A so that the oil pump 54 faces the plate part 51A in the up-down direction.

[0196] The oil pump 54 is driven by the motor 55 to pressurize the hydraulic oil stored in the reservoir 52 and supply the hydraulic oil to the accumulator 53 via an oil passage (not shown) formed in the plate portion 51A and the accumulator mounting portion 51B. That is, the oil passage is formed in the base plate 51, and the oil pump 54 supplies and stores the pressurized hydraulic oil to and in the accumulator 53.

[0197] The accumulator 53 is attached to the accumulator mounting part 51B and extends leftward from the accumulator mounting part 51B to extend behind the left housing 7. The accumulator 53 is installed closer to the left side than the second left wall portion 7D of the left housing 7 in the left-to-right direction.

[0198] The accumulator 53 stores the pressure of the hydraulic oil supplied from the oil pump 54 and supplies the housing 56 with high-pressure hydraulic oil via an oil channel (not shown) formed in the base plate 51.

[0199] The housing 56 is installed on the upper surface of the plate part 51A so as to be located behind the reservoir 52, and the housing 56 is provided with a control device, a shift operation magnet, a selection operation magnet and a clutch operation magnet, a shift actuator, a selection actuator and a clutch actuator (all of which are not shown).

[0200] By operating a control signal output from the control device, the shift operation solenoid and the selection operation solenoid cause the high-pressure hydraulic oil supplied from the accumulator 53 to act on the shift actuator, the selection actuator, and the clutch actuator, thereby driving the shift actuator, the selection actuator, and the clutch actuator to operate the shift and selection shaft 57 in the shift direction and in the selection direction and also operate the clutch connection / disconnection.

[0201] The control device outputs a drive signal to the motor 55 to drive the motor 55. Further, the control device determines, for example, a gear shift point based on detection information from a shift position sensor (not shown) that detects a shift operation of a shift lever (not shown) provided on the driver's seat, detection information from a vehicle speed sensor (not shown) that detects a vehicle speed, and detection information from an accelerator pedal sensor or the like that detects an amount of depression of the accelerator pedal.

[0202] Upon determining the shift point, the control device outputs a control signal to the shift operating solenoid, the select operating solenoid, and the clutch operating solenoid, controlling these solenoids to drive the shift actuator, the select actuator, and the clutch actuator, thereby actuating the shift and select shaft 57. In this way, transmission control of the drive device 4 is performed.

[0203] The clutch actuator is designed to rotate the clutch release shaft 46 in one direction. When the clutch release shaft 46 is rotated in one direction by the actuator, the release fork parts 47A and 47B press the release bearing 44 toward the diaphragm spring 41C of the clutch 41.

[0204] The clutch release shaft 46 is urged to rotate in a different direction by a coil spring (not shown). When the clutch actuator drive is stopped, a compressive force of the disc spring 41C causes the release bearing 44 to move in a direction away from the clutch 41, and a compressive force (assisting force) of the coil spring in addition to the compressive force of the disc spring 41C causes the clutch release shaft 46 to rotate in a different direction.

[0205] Next, power transmission paths in main transmission stages are described. (Power transmission path when the transmission stage is the first speed stage)

[0206] In the first speed stage, the synchronizer 31 moves from the neutral position to the first speed stage counter gear 14A side and connects the first speed stage counter gear 14A to the countershaft 14.

[0207] At this time, the power of the internal combustion engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the first speed stage input gear 11A, the first speed stage countershaft gear 14A and the synchronization device 31.

[0208] The power of the internal combustion engine 20 transmitted to the countershaft 14 is transmitted from the countershaft 14 via the forward final drive gear 14F to the differential device 17 and then distributed by the differential device 17 to the drive wheels via the drive shafts 18L and 18R.

[0209] It should be noted that in the second speed stage, the power of the internal combustion engine 20 transmitted to the main input shaft 11 is transmitted to the countershaft 14 via the second speed stage input gear 11B, the second speed stage countershaft gear 14B and the synchronization device 31 as in the case of the first speed stage. (Power transmission path when the transmission stage is the third speed stage)

[0210] In the third speed stage, the synchronizer 33 moves from the neutral position to the third speed stage idle gear 12A side and connects the third speed stage idle gear 12A to the idle shaft 12.

[0211] At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the idle shaft 12 via the third / fifth speed input gear 11C, the third speed idle gear 12A, and the synchronizer 33.

[0212] Next, the power of the engine 20 transmitted to the idle shaft 12 is transmitted from the reduction drive gear 12C to the reduction driven gear 13A, transmitted to the auxiliary input shaft 13 via the damper mechanism 16, braked, and transmitted from the auxiliary input shaft 13 to the countershaft 14 via the reduction drive gear 13B and the reduction driven gear 14E.

[0213] The power of the internal combustion engine 20 transmitted to the countershaft 14 is transmitted from the countershaft 14 via the forward drive axle gear 14F to the differential device 17 and distributed by the differential device 17 via the drive shafts 18L and 18R to the drive wheels.

[0214] The damper mechanism 16 is installed on the auxiliary input shaft 13. The inner circumferential spline 16a of the outer cylindrical member 16A of the damper mechanism 16 and the outer circumferential spline 13e of the driven reduction gear 13A are closely engaged (with substantially no backlash) via a spline connection. The inner circumferential spline 16a of the outer cylindrical member 16A and the outer circumferential spline 16c of the inner cylindrical member 16C are loosely engaged (with backlash) via a spline connection. The inner cylindrical member 16C and the auxiliary input shaft 13 are closely engaged with each other via a spline connection.

[0215] For this reason, when a small rotational fluctuation or torque fluctuation of the internal combustion engine 20 is input from the driven reduction gear 13A into the damper mechanism 16, the elastic body 16B of the damper mechanism 16 is elastically deformed in the circumferential direction, thereby absorbing the small rotational fluctuation or torque fluctuation and transmitting the power to the auxiliary input shaft 13.

[0216] Conversely, when a force including a small rotational fluctuation or torque fluctuation is input from the auxiliary input shaft 13 into the damper mechanism 16, the elastic body 16B of the damper mechanism 16 is elastically deformed in the circumferential direction, the small rotational fluctuation or torque fluctuation is thereby absorbed, and power is transmitted to the driven reduction gear 13A.

[0217] On the other hand, when the transmitted torque is relatively large and the elastic body 16B is excessively elastically deformed in the circumferential direction, loose teeth of the inner circumferential spline 16a of the outer cylindrical member 16A come into contact with the teeth of the outer circumferential spline 16c of the inner cylindrical member 16C, force is transmitted through the inner circumferential spline 16a and the outer circumferential spline 16c, thereby preventing the elastic body 16B from being elastically deformed. It is therefore possible to prevent the durability of the elastic body 16B from deteriorating.

[0218] It should be noted that in the fourth speed stage, the power of the internal combustion engine 20 transmitted to the main input shaft 11 is transmitted to the countershaft 14 via the idle shaft 12, the damping mechanism 16 and the auxiliary input shaft 13, as in the case of the third speed stage.

[0219] In the third speed stage and the fourth speed stage, it is possible to suppress tooth impact noise or the like of each gear because small torque fluctuations or rotation fluctuations of the internal combustion engine 20 can be absorbed by the damping mechanism 16. (Power transmission path when the transmission stage is the fifth speed stage)

[0220] In the fifth speed stage, the synchronizer 32 moves from the neutral position to the fifth speed counter gear 14C side and connects the fifth speed counter gear 14C to the countershaft 14.

[0221] At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the countershaft 14 via the third / fifth stage input gear 11C, the fifth stage countershaft gear 14C and the synchronizer 32.

[0222] The power of the internal combustion engine 20 transmitted to the countershaft 14 is transmitted from the countershaft 14 via the forward drive axle gear 14F to the differential device 17 and distributed by the differential device 17 via the drive shafts 18L and 18R to the drive wheels.

[0223] It should be noted that in the sixth speed stage, the power of the internal combustion engine 20 transmitted to the main input shaft 11 is transmitted to the countershaft 14 as in the case of the fifth speed stage. (Power transmission path when reversing)

[0224] In the reverse gear stage, the synchronizer 34 moves from the neutral position to the reverse gear 15A side and connects the reverse gear 15A to the reverse idler shaft 15.

[0225] At this time, the power of the engine 20 is transmitted from the main input shaft 11 to the reverse shaft 15 via the first speed input gear 11A, the first speed counter gear 14A, the reverse gear 15A and the synchronizer 34.

[0226] The power of the engine 20 transmitted to the reverse idler shaft 15 is transmitted to the differential device 17 via the reverse final drive gear 15B formed on the reverse idler shaft 15, and then distributed by the differential device 17 to the drive wheels via the drive shafts 18L and 18R. (Power transmission path of the electric motor)

[0227] The electric motor 35 is used to obtain power when the vehicle 1 is motoring, to obtain power to assist the power of the internal combustion engine 20 when the vehicle 1 starts or accelerates, or to obtain gap-filling power to supplement the power of the internal combustion engine 20 during gear shifting until the synchronizers 31, 32, 33, and 34 move from positions to change the previous transmission stage to positions to achieve a new transmission stage.

[0228] "Gap filling" refers to an interruption of drive power from the engine 20 due to clutch disengagement, which is required when a multi-step transmission performs a transmission. The electric motor 35 outputs drive power to supplement the interrupted power from the engine 20 at the time of transmission, enabling smooth vehicle travel.

[0229] The power of the electric motor 35 is transmitted from the engine output shaft 35B to the idle shaft 12 via the chain 38, transmitted from the reduction drive gear 12C to the auxiliary input shaft 13 via the driven reduction gear 13A and the damper mechanism 16, and then braked and transmitted from the auxiliary input shaft 13 to the countershaft 14 via the reduction drive gear 13B and the driven reduction gear 14E.

[0230] The power of the electric motor 35 transmitted to the countershaft 14 is transmitted from the countershaft 14 to the differential device 17 via the forward drive axle gear 14F and then distributed from the differential device 17 to the drive wheels via the drive shafts 18L and 18R.

[0231] It should be noted that the electric motor 35 can rotate forward and backward. By rotating the electric motor 35 in the opposite direction of forward rotation during forward travel, the power of the electric motor 35 can also be used during reverse travel. The power transmission path of the electric motor during reverse travel is the same as the power transmission path of the electric motor during forward travel described above.

[0232] That is, the motor output shaft 35B of the electric motor 35 is always connected to the drive wheels, allowing power to be transmitted. The electric motor 35 can also generate electrical energy, and the electric motor 35 generates regenerative energy, for example, during vehicle deceleration.

[0233] The damping mechanism 16 is installed on the auxiliary input shaft 13, and when a driving force including a slight rotation or torque fluctuation of the electric motor 35 is supplied to the driven reduction gear 13A, the elastic body 16B of the damping mechanism 16 is elastically deformed in the circumferential direction as in the third speed stage and the fourth speed stage, the small rotation or torque fluctuation is thereby absorbed, and the driving force is transmitted to the auxiliary input shaft 13.

[0234] The damper mechanism 16 installed on the auxiliary input shaft 13 absorbs small rotational or torque fluctuations from the power, including the small rotational or torque fluctuations from the internal combustion engine 20 and the drive wheels, transmitted to the auxiliary input shaft 13, the driven reduction gear 14E and the reduction drive gear 13B via the countershaft 14, and transmits the power to the idle shaft 12 and the electric motor 35.

[0235] In addition, the damping mechanism 16 has a function of adjusting a small rotation fluctuation or torque fluctuation from the electric motor 35 and a small rotation fluctuation or torque fluctuation from the internal combustion engine 20 or the drive wheels on the auxiliary input shaft 13.

[0236] Therefore, it is possible to prevent small rotation or torque fluctuations of the electric motor 35 from being transmitted to the auxiliary input shaft 13, avoid abnormal noises such as tooth clatter noises of each gear, and improve a commercial value of the vehicle 1.

[0237] Next, the effects of the drive device 4 of the present embodiment will be described.

[0238] The drive device 4 of the present embodiment includes the input shaft 11 on which the clutch 41 that connects / disconnects the power of the engine 20 and the release bearing 44 are coaxially installed to transmit the power of the engine 20 via the clutch 41, and the countershaft 14 including the forward axle drive gear 14F installed parallel to the main input shaft 11 and meshing with the driven axle gear 17A of the differential device 17.

[0239] The drive device 4 also includes the clutch release mechanism 45 installed on the power transmission path between the main input shaft 11 and the countershaft 14, including the idle shaft 12 capable of transmitting the rotation of the main input shaft 11 to the countershaft 14, and the rotatable clutch release shaft 46, and connecting / disconnecting the clutch 41 by rotating the clutch release shaft 46.

[0240] The partition wall 6W of the right case 6, which divides the interior of the transmission case 5 into the transmission chamber 21 and the clutch chamber 19, includes the countershaft bearing support member 64, which rotatably supports the countershaft 14 via the tapered roller bearing 25A, and the intermediate shaft bearing support member 62, which rotatably supports the idle shaft 12 via the ball bearing 23B.

[0241] As in Fig.12, the intermediate shaft bearing support member 62 is formed at a position farther from the clutch 41 in the axial direction of the idle shaft 12 than the countershaft bearing support member 64, and the clutch release shaft 46 is installed so as to be aligned with the idle shaft 12 in the axial direction of the idle shaft 12. The lower clutch release shaft support member 49A is formed within a height range of the rib 48, and the height of the rib 48 in the member is substantially equal to the height of the countershaft bearing support member 64.

[0242] In this way, the intermediate shaft bearing support member 62 is displaced relative to the countershaft bearing support member 64 in a direction in which the intermediate shaft bearing support member 62 moves away from the clutch 41 in the axial direction of the idle shaft 12 and the clutch release shaft 46 is installed in alignment with the idle shaft 12 in the axial direction of the idle shaft 12, and it is thereby possible to ensure the installation space of the clutch release shaft 46 and at the same time prevent the clutch release shaft 46 from interfering with the bearing support members 62 and 64.

[0243] It is also possible to ensure the installation space of the clutch release shaft 46 while simultaneously preventing the clutch release shaft 46 from engaging the clutch 41. This can prevent an increase in the size of the transmission housing 5 and thus an increase in the size of the drive device 4.

[0244] Since the gear chamber 21 is installed so that the idle gears 12A and 12B of the idle shaft 12 and the reduction drive gear 12C come close to the left side wall 7K (first left wall portion 7C) of the left housing 7, the drive device 4 of the present embodiment can ensure a wide clearance 71 between the reduction drive gear 12C and the partition wall 6W of the right housing 6 in the axial direction of the idle shaft 12.

[0245] This makes it possible to ensure the installation space 71 for the intermediate shaft bearing support member 62 at a position farther from the clutch 41 than the countershaft bearing support member 64, to separate the intermediate shaft bearing support member 62 from the countershaft bearing support member 64 in the axial direction of the idle shaft 12, and thereby prevent the transmission housing 5 from expanding in the axial direction. This can more effectively prevent an increase in the size of the drive device 4.

[0246] Here, if the intermediate shaft bearing support member 62 and the countershaft bearing support member 64 are installed at positions that overlap in the axial direction of the idle shaft 12, and the clutch release shaft 46 is installed so as to be aligned with the idle shaft 12 in the axial direction of the idle shaft 12, that is, if the intermediate shaft bearing support member 62 is brought closer to the clutch 41, the clutch 41 must be spaced from the clutch release shaft 46 toward the right side of the internal combustion engine 20, which causes an extension of the transmission case 5 in the axial direction and thus enlarges the transmission case 5.

[0247] The drive device 4 of the present embodiment can ensure the installation space and support rigidity of the clutch release shaft 46 and prevent an increase in size of the drive device 4 without the clutch release shaft 46 colliding with the intermediate shaft bearing support part 62.

[0248] According to the drive device 4 of the present embodiment, the lower clutch release shaft support member 49A is connected to the clutch-side surface 62a of the intermediate shaft bearing support member 62 for rotatably supporting the clutch release shaft 46.

[0249] The high-rigidity intermediate shaft bearing support member 62 to which the ball bearing 23A is attached can reinforce the lower clutch release shaft support member 49A and increase the supporting rigidity of the clutch release shaft 46 by the lower clutch release shaft support member 49A.

[0250] According to the drive device 4 of the present embodiment, the lower clutch release shaft support member 49A is provided at a position overlapping the countershaft bearing support member 64 in the axial direction of the countershaft 14, and the partition wall 6W includes the rib 48 connecting the lower clutch release shaft support member 49A and the countershaft bearing support member 64.

[0251] In this way, it is possible to reinforce the lower clutch release shaft support part 49A with the high-rigidity rib 48 in addition to the high-rigidity countershaft bearing support part 64 and to further increase the bearing rigidity of the clutch release shaft 46 with the lower clutch release shaft support part 49A.

[0252] According to the drive device 4 of the present embodiment, the upper wall 6B of the right case 6 includes the case-side fixing part 6G to which the bracket 36A is attached, and the case-side fixing part 6G is connected to the clutch release shaft upper support part 49B via the bulge part 6H.

[0253] This makes it possible to reinforce the upper clutch release shaft support member 49B by the highly rigid housing-side fastening member 6G to which the bracket 36A is fastened with the bolt 10E, and to increase the rigidity of the upper clutch release shaft support member 49B.

[0254] This makes it possible to further increase the support rigidity of the clutch release shaft 46 by using the highly rigid lower clutch release shaft support member 49A and the upper clutch release shaft support member 49B.

[0255] It should be noted that the drive device 4 of the present embodiment transmits the power of the electric motor 35 to the idle shaft 12 via the chain 38, but the present invention is not limited to this. For example, the power of the electric motor 35 may be transmitted to the idle shaft 12 via a belt.

[0256] Although the embodiment of the present invention has been disclosed, it is obvious that those skilled in the art may add modifications without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims. [List of reference symbols]

[0257] 4...drive device (vehicle drive device), 5 transmission housing, 6B...upper wall (upper wall of the transmission housing), 6G...case-side fastening part, 6H...bulge part (connecting part), 6W...partition wall (partition wall of the transmission housing), 11...main input shaft (input shaft), 12...idle shaft (intermediate shaft), 14...counter shaft, 17...differential device, 17A...driven axle gear, 19...clutch chamber, 20...motor (internal combustion engine), 21...transmission chamber, 23A...ball bearing (bearing), 25A...tapered roller bearing (bearing), 35...electric motor, 36A...bracket, 41...clutch, 44...release bearing, 45...clutch release mechanism, 46...clutch release shaft, 48...rib, 49A...lower clutch release shaft carrier part (clutch release shaft carrier part, first clutch release shaft carrier part), 49B...upper clutch release shaft carrier part (clutch release shaft carrier part, second clutch release shaft carrier part), 62...Bearing carrier part (intermediate shaft bearing carrier part), 62a...surface (surface on the clutch side of the intermediate shaft bearing carrier part), 64...bearing carrier part (countershaft bearing carrier part).

Claims

[1] Vehicle drive device comprising: an input shaft (11) on which a clutch (41) connecting / disconnecting the power of an internal combustion engine (20) and a release bearing (44) are coaxially installed and to which the power of the internal combustion engine (20) is transmitted via the clutch (41); a countershaft (14) installed parallel to the input shaft (11) and including a forward axle drive gear (14F) meshing with a driven axle gear (17A) of a differential device (17); an intermediate shaft (12) installed in a power transmission path between the input shaft (11) and the countershaft (14) and capable of transmitting the rotation of the input shaft (11) to the countershaft (14); a clutch release mechanism (45) comprising a rotatable clutch release shaft (46) for connecting / disconnecting the clutch (41) via the release bearing (44) by rotating the clutch release shaft (46); and a transmission housing (5) which accommodates the input shaft (11), the countershaft (14), the intermediate shaft (12) and the clutch release mechanism (45), wherein the transmission housing (5) comprises a partition wall (6W) which divides an interior of the transmission housing (5) into a transmission chamber (21) which accommodates the input shaft (11), the countershaft (14) and the intermediate shaft (12), and a clutch chamber (19) which accommodates the clutch (41), the release bearing (44) and the clutch release mechanism (45), the partition wall (6W) comprises a countershaft bearing support member (64) which rotatably supports the countershaft (14) via a bearing (25A), and an intermediate shaft bearing support member (62) which rotatably supports the intermediate shaft (12) via a bearing (23A), the intermediate shaft bearing support part (62) is formed in the axial direction of the intermediate shaft (12) at a location further away from the clutch (41) than the countershaft bearing support part (64), and the clutch release shaft (46) is installed so that it crosses an extension (12L) of the intermediate shaft (12), characterized by , that a clutch release shaft support member (49A) rotatably supporting the clutch release shaft (46) is directly connected to a surface (62a) on the clutch (41) side of the intermediate shaft bearing support member (62). [2] Vehicle drive device according to claim 1, characterized bythat the clutch release shaft support member (49A) is provided at a position overlapping the countershaft bearing support member (64) in the axial direction of the countershaft (14), and the partition wall (6W) comprises a rib (48) connecting the clutch release shaft support member (49A) and the countershaft bearing support member (64) to each other. [3] Vehicle drive device according to claim 1 or 2, characterized by that it also includes: an electric motor (35); and a bracket (36A, 36B) which attaches the electric motor (35) to the gear housing (5), wherein the gear housing (5) comprises an upper wall (6B) and the upper wall (6B) comprises a housing-side fastening part (6G) to which the bracket (36A) is attached, when the clutch release shaft support member (49A) is referred to as a first clutch release shaft support member (49A), a second clutch release shaft support member (49B) different from the first clutch release shaft support member (49A) is provided on the upper wall (6B), and the housing-side fastening part (6G) is connected to the second clutch release shaft carrier part (49B) via a connecting part (6H).

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