JP2002166742A - Transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the operability of a transmission. SOLUTION: This transmission device for vehicle comprises a main transmission gear train 36 including a forward gear and a reverse gear, an auxiliary transmission gear train 37 for switching the gear ratio of the entire main transmission gear train 36 between high range and low range, and a parking lock device 77 for limiting the rotation of the output shaft 43 of the engine unit formed between the counter shaft 30 and the drive shaft 31 of an engine unit. The switching operations of the main transmission gear train 36 to the reverse gear, of the auxiliary transmission gear train 37 between high and low ranges, and of the parking lock device 77 between operation and release can be performed independently according to the rotating operation of a single multi- shift shaft 68.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a main transmission gear train including a forward gear and a reverse gear, an auxiliary transmission gear train for switching the overall gear ratio between a high range and a low range, and locking of wheel rotation. And a parking lock device for the vehicle.

[0002]

2. Description of the Related Art Motorcycles or saddle-ride type motors 3, 4
BACKGROUND ART In a transmission used for a small vehicle such as a wheeled vehicle (e.g., a buggy vehicle for running on uneven terrain), a main transmission gear train including a plurality of forward gears and a single reverse gear, and a gear ratio of the entire main transmission gear train And a parking lock device that locks the rotation of the wheels during parking.

The number of forward gears of the main transmission gear train is generally set to about the fifth speed, and a foot-operated forward shift lever is rotated a predetermined number of times to rotate a built-in gear shift cam in a stepwise manner. The gear shift fork is sequentially operated to change gears, and is configured as a return type or a rotary type.

[0004] Switching to the reverse gear is performed by temporarily rotating the forward gear to a neutral state and then manually rotating a separately provided reverse shift lever to the reverse position to perform the auxiliary shift. Switching of the gear train is also performed by manually operating a dedicated auxiliary transmission shift lever.

On the other hand, the parking lock device fixes the rotation of the output shaft by engaging an engagement projection of a separate parking lock lever between the teeth of a parking lock gear provided integrally with the output shaft of the engine unit. This locks the wheels, but is also manually operated by a dedicated parking lever or the like.

[0006]

However, since the four operating systems of the forward gear, the reverse gear, the auxiliary transmission gear train, and the parking lock device are independent of each other, the operation parts are many and the operation is complicated. There was a problem that skill was required for driving.

On the other hand, an engine unit in which a large number of operation systems are incorporated as described above has to be naturally large and heavy, and it is difficult to mount it on a small vehicle.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and in addition to improving the operability, effectively reducing the size and weight of the engine unit by effectively utilizing the space inside the engine unit. It is an object of the present invention to provide a vehicle transmission that can be achieved.

[0009]

According to a first aspect of the present invention, there is provided a vehicle transmission according to the present invention, wherein a forward gear is provided between a counter shaft and a drive shaft of an engine unit. And a main transmission gear train including a reverse gear, and a sub-transmission gear train for switching a gear ratio of the entire main transmission gear train between a high range and a low range is provided, and further restricts rotation of an output shaft of the engine unit. In the vehicular transmission equipped with a parking lock device, a switching operation of the main transmission gear train to a reverse gear, a switching operation of a high / low range of the auxiliary transmission gear train, and a switching operation of a parking lock device are performed. The operation can be independently executed in accordance with the rotation operation of one multi-shift shaft.

[0010] According to the above configuration, the switching operation of the reverse gear, the auxiliary transmission gear train, and the parking lock device of the main transmission gear train can be performed by the rotation operation of one multi-shift shaft. improves.

According to a second aspect of the present invention, in the vehicle transmission according to the first aspect, the main transmission gear train and the auxiliary transmission gear train are connected to each other by the counter shaft and the drive shaft. A forward gear shift cam for switching and controlling a forward gear of the main transmission gear train, a reverse gear shift cam for switching and controlling a reverse gear of the main transmission gear train, and a sub gear for switching control of a sub-transmission gear train. A transmission gear shift cam is provided separately from each other, and the reverse gear shift cam and the auxiliary transmission gear shift cam are supported on a single gear shift cam shaft so that the axis of the gear shift cam shaft is parallel and close to the forward gear shift cam. The multi-shift shaft is supported so as to be parallel to and close to the gear shift cam shaft, and the rotational force of the multi-shift shaft is transmitted to the gear shift cam shaft. It was.

As described above, the reverse gear shift cam and the auxiliary transmission gear shift cam, which are shorter in length than the forward gear shift cam, are supported by one gear shift cam shaft, and the gear shift cam shaft, the forward gear shift cam and the multi-shift shaft are connected. By supporting the shafts in parallel and close to each other, the space inside the engine unit is effectively used, which leads to downsizing and weight reduction of the engine unit.

Further, the vehicle transmission according to the present invention is characterized in that:
As described in claim 3, in the configuration of claim 2,
The torque of the multi-shift shaft is transmitted to the reverse gear shift cam and the sub-transmission gear shift cam via a rotation transmission system, and the parking lock device is configured as an advancing / retracting transmission system that operates by receiving the rotation force of the multi-shift shaft. .
As described above, by applying individual transmission systems according to the respective operation systems, the rotational force of the multi-shift shaft can be efficiently transmitted to each gear shift cam and the parking lock device using only a minimum space. Thus, the engine unit can be made compact and lightweight.

According to a fourth aspect of the present invention, in the vehicle transmission according to the third aspect of the present invention, the gear shift is performed between the multi-shift shaft and the gear shift cam shaft. The rotation transmission system was configured. With the above configuration, the rotation of the multi-shift shaft can be efficiently performed by the reverse gear shift cam and the sub-transmission gear shift cam that are cylindrical cams,
In addition, transmission can be performed in a minimum space, which contributes to downsizing and weight reduction of the engine unit.

The vehicle transmission according to the present invention includes:
According to a fifth aspect of the present invention, in the configuration of the third and fourth aspects, an operation rod is continuously provided at a free end of an operation arm provided integrally with the multi-shift shaft to rotate the multi-shift shaft. The advance / retreat transmission system is configured to advance / retreat the operation rod in accordance with the above, and convert the advance / retreat movement of the operation rod into a swinging movement of a separate parking lock lever,
The parking lock device is actuated and released by engaging and disengaging the engagement projection of the parking lock lever between the teeth of a parking lock gear that is rotatably integrated with the output shaft of the engine unit. According to the above configuration, the rotation of the multi-shift shaft can be efficiently transmitted to the parking lock lever in a minimum space, so that the engine unit can be reduced in size and weight.

Further, the vehicular transmission according to the present invention comprises:
As described in claim 6, in the configuration of claims 2 to 5, a parking lock position is provided at one end of the rotation range of the multi-shift shaft, and as the multi-shift shaft rotates from this position, Reverse position, high range position, low range position. In this case, the reverse position and the high range position, which are relatively frequently used during normal operation, are adjacent to each other, so that the operability is further improved.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which a transmission according to the present invention is applied to an engine unit of a saddle type four-wheeled vehicle (a buggy vehicle for running on uneven terrain) will be described below.

FIG. 1 is a left side view of a straddle-type four-wheeled vehicle.
The straddle-type four-wheeled vehicle 1 has a front wheel 2 and a rear wheel 3 on which relatively large-diameter and wide low-pressure balloon tires are mounted at four corners of a body frame (not shown), and a steering handle above the front wheel 2. A bar 4 is provided, and a seat 5 is provided above and in front of the rear wheel 3. A fuel tank 6 is placed in front of the seat 5 and is located below and in front of the fuel tank 6 and the rear wheels 2.
The engine unit 7 is mounted so as to be located in the vicinity of the center of gravity of the vehicle body between the vehicle wheels 3 and the front and rear wheels 2 and 3 are driven by the power.

A rear brake lever 9 is provided at the left end of the handlebar 4, and a front brake lever (not shown) and a throttle grip for controlling the output of the engine unit 7 are provided at the right end. On the left and right side surfaces of the engine unit 7, a pair of left and right footrests 10 for a rider seated on the seat 5 to put their feet are provided. And a manual multi-shift lever 12 for switching a reverse gear, performing a shift operation of a sub-transmission gear train described later, and operating a parking lock device.

The engine unit 7 is, for example, a four-cycle single cylinder type. As shown in FIG. 2, which is a cross-sectional view of the engine unit 7 developed along the line II-II in FIG. A cylinder assembly 15 is provided at an upper front portion of the cylinder (also referred to as a crankcase or a transmission case).

The cylinder assembly 15 includes a cylinder block 16, a cylinder head 17, and a head cover 18. A cylinder bore 19 is formed inside the cylinder block 16, and the cylinder head 17 is aligned with the cylinder bore 19. Combustion chamber 2
0 is formed, the camshaft 21 is rotatably supported inside, and a valve operating device (not shown) is accommodated therein.

On the other hand, a crankshaft 22 extending in the vehicle width direction is supported at the front inside the engine case 14, and a centrifugal starting clutch mechanism 23 is provided at the right end of the crankshaft 22, and a generator 24 is provided at the left end. And a recoil starter 25 are provided. And cylinder bore 1
Piston 26 (piston pin 26a) inserted into 9
Is connected to the crankshaft 22 (the crankpin 22
a), the reciprocating motion of the piston 26 in the cylinder bore 19 is converted into the rotational motion of the crankshaft 22 and becomes the output of the engine unit 7. The rotation of the crankshaft 22 is performed by the cam chain 28 by the camshaft 2.
1 to drive the valve train.

Behind the crankshaft 22, a countershaft 3 is provided.
0, a drive shaft 31 is further supported behind the drive shaft 31 in parallel, and the starting clutch mechanism 2 at the right end of the crankshaft 22
A primary drive gear 32 integrally rotatable with a primary drive gear 32 integrally rotatable with a multi-plate type transmission clutch mechanism 33 (operated in connection with the operation of the forward shift lever 11) provided at the right end of the counter shaft 30.
The transmission 35 according to the present invention is configured between the counter shaft 30 and the drive shaft 31.

As shown in FIG. 3, the transmission 35 includes, for example, five forward gears (A1 to A5 and B1 to B5) and one forward gear.
A main transmission gear train 36 including a reverse gear (r), a sub transmission gear train 37 for switching the overall gear ratio of the main transmission gear train 36 between a low range and a high range, and a parking lock device to be described later. It is comprised including.

The structure of the main transmission gear train 36 is as follows. First, a drive gear A1 for the first forward speed is provided slightly to the right of the center of the counter shaft 30 in the vehicle width direction. Speed drive gear A4, forward third speed drive gear A3, fifth forward speed drive gear A5,
A drive gear A2 for the second forward speed is mounted on the shaft. These drive gears A1 to A5 are
A pair of left and right inner walls 38 and 3 which are provided inside and support the crankshaft 22, the countershaft 30 and the drive shaft 31.
9 is arranged.

The drive gear A1 is engraved on the peripheral surface of the counter shaft 30 so as to rotate integrally therewith. The drive gear A2 is also integrally rotatable with respect to the counter shaft 30, and the drive gear A3 is integrally rotatable with the counter shaft 30 and axially. It can slide freely. The drive gears A4 and A5 are rotatable with respect to the counter shaft 30, and cannot slide in the axial direction.

The dog clutches D1, D are provided between the drive gear A3 and the drive gears A4 and A5 on both sides thereof.
When the drive gear A3 slides toward the drive gear A4, the dog clutch D1 is engaged, and the drive gear A4 rotates integrally with the counter shaft 30.
When the drive gear A3 slides toward the drive gear A5, the dog clutch D2 is engaged, and the drive gear A5 rotates integrally with the counter shaft 30.

On the other hand, the drive shaft 31 has driven gears B1 to B5 which always mesh with the drive gears A1 to A5 of the counter shaft 30, and a reverse driven gear r which meshes with the drive gear A1 via a reverse idle gear (not shown). A reverse gear sleeve 40 is axially mounted adjacent to the right side of the reverse driven gear r.

The reverse driven gear r and the driven gear B1,
B2 and B3 are rotatable with respect to the drive shaft 31 and cannot move in the axial direction, and the driven gears B4 and B5 are
1 and is rotatable integrally and slidable in the axial direction. Dog clutches D3 and D4 are formed between the driven gear B4 and the driven gears B1 and B3 on both sides thereof.
When the driven gear B4 slides toward the driven gear B1, the dog clutch D3 is engaged, and the driven gear B1 rotates integrally with the drive shaft 31, so that the driven gear B4
Slides toward the driven gear B3, the dog clutch D4 is engaged, and the driven gear B3 is integrally rotated with the drive shaft 31.

A dog clutch D5 is provided between the driven gear B5 and the driven gear B2 adjacent to the driven gear B5. When the driven gear B5 slides toward the driven gear B2, the dog clutch D5 is connected to the driven gear B2.
Are rotated integrally with the drive shaft 31.

The reverse gear sleeve 40 is also rotatable integrally with the drive shaft 31 and is slidable in the axial direction. A dog clutch D6 is formed between the reverse gear sleeve 40 and the reverse driven gear r, and the reverse gear sleeve 40 Slides to the left, the dog clutch D6 is engaged, and the reverse driven gear r is integrally rotated with the drive shaft 31.

The main transmission gear train 36 constructed as described above
On the other hand, the auxiliary transmission gear train 37 is arranged on the opposite side (left side) of the main transmission gear train 36 with the left inner wall 38 inside the engine case 14 interposed therebetween. Therefore, the main transmission gear train 36 and the auxiliary transmission gear train 37 are arranged adjacent to each other along the axial direction of the counter shaft 30 and the drive shaft 31.

The sub-transmission gear train 37 includes a counter shaft 3
The idle gear IA and the idle gear IB are rotatably supported on the drive shaft 31 and are integrally rotatable with each other, and the final drive gear FA1 and the final drive gear FA rotatably and individually supported on the drive shaft 31 individually.
2 and a sub-transmission gear sleeve 42 which is disposed between the gears FA1 and FA2 and is rotatable integrally with the drive shaft 31 and slidable in the axial direction.
Final drive gears FA1 and FA2 always mesh with idle gears IA and IB, respectively.

A dog clutch D7 is provided between the auxiliary transmission gear sleeve 42 and the final drive gear FA1, and a dog clutch D8 is provided between the auxiliary transmission gear sleeve 42 and the final drive gear FA2. When the sub-transmission gear sleeve 42 slides toward the final drive gear FA1, the dog clutch D7 is engaged, and the final drive gear FA1 rotates integrally with the drive shaft 31. When the sub-transmission gear sleeve 42 slides toward the final drive gear FA2, the dog The final drive gear FA2 rotates integrally with the drive shaft 31 by coupling the clutch D8.

The auxiliary transmission gear train 37 constructed as described above
2, an output shaft 43 parallel to the drive shaft 31 and a propeller shaft 44 orthogonal to the output shaft 43 and extending in the vehicle front-rear direction as shown in FIG. Driven gear 45 and bevel drive gear 4
6 and the parking lock gear 47 are integrally provided for rotation, while a bevel driven gear 48 is integrally provided for rotation on the propeller shaft 44, and the final drive gear FA1 of the auxiliary transmission gear train 37 meshes with the final driven gear 45, and the bevel drive The gear 46 is a bevel driven gear 48
Is engaged.

FIG. 4 is a view taken in the direction of arrows IV-IV in FIG.
As shown in FIGS. 3 and 4, one forward gear shift cam 51, one gear shift cam shaft 52, and four gear shift fork shafts 53, 54, 55 are parallel to and close to the counter shaft 30 and the drive shaft 31. , 56 are rotatably supported, and a reverse gear shift cam 57 and an auxiliary gear shift cam 58 are coaxially mounted on the gear shift cam shaft 52. The axis of the gear shift cam shaft 52 is parallel to and close to the forward gear shift cam 51.

The reverse gear shift cam 57 is provided near the right end of the gear shift cam shaft 52 in the vehicle width direction, and the sub-transmission gear shift cam 58 is provided near the left end of the gear shift cam shaft 52.
2 and is slidable in the axial direction.

Further, in the vicinity of the gear shift cam shaft 52, a multi-shift shaft 68 serving as a rotating shaft of the multi-shift lever 12 is supported in parallel, and a shift provided integrally with the multi-shift shaft 68 is provided. Drive gear 69
Are gear-engaged with a shift driven gear 70 which is rotatably mounted on the gear shift cam shaft 52. Therefore, the gear shift cam shaft 52 is driven to rotate with the rotation of the multi shift lever 12 (multi shift shaft 68).

As described above, the rotational force of the multi-shift shaft 68 is transmitted to the reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 via the rotation transmission system (69, 70). Note that, in FIG. 4, only the base (lever base) of the multi-shift lever 12 fixed to the end of the multi-shift shaft 68 so as to rotate integrally is shown.

As described above, the forward gear shift cam 51
In contrast, the reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 having short lengths are supported by a single gear shift cam shaft 52, and the gear shift cam shaft 52 and the forward gear shift cam 5 are supported.
1 and the multi-shift shaft 68 are arranged in parallel and close to each other to support the engine unit 7.
The space inside the (engine case 14) can be effectively used, and the compact and lightweight engine unit 7 (14) can be achieved. Therefore, mounting on a small vehicle becomes easy.

The auxiliary transmission gear shift cam 58 is provided at a position shifted leftward in the axial direction with respect to the forward gear shift cam 51 in plan view (see FIG. 3). By arranging the forward gear shift cam 51 and the subtransmission gear shift cam 58 in the axial direction in this way, the two gear shift cams 5
Interference between the gear shift cam shaft 52 and the forward gear shift cam 51 can be simplified because the interference between the gear shift cam shaft 52 and the forward gear shift cam 51 can be simplified because the interference between the gear shift cams 1 and 58 is eliminated and the need for providing a means for preventing interference is eliminated. By reducing the distance between the shafts, it is possible to contribute to downsizing of the transmission 35.

The forward gear shift cam 51 is a hollow cylindrical cam having three lead grooves 51a meandering around its peripheral surface.
51b and 51c are engraved. The reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 also have
The lead grooves 57a, 58a are engraved in each book. On the other hand, a gear shift fork 61 is mounted on the gear shift fork shaft 53, gear shift forks 62 and 63 are mounted on the gear shift fork shaft 54, a gear shift fork 64 is mounted on the gear shift fork shaft 55, and a gear shift fork 65 is mounted on the gear shift fork shaft 56. The shaft is slidable in the direction.

As shown in FIGS. 3 and 4, each gear shift fork 61-65 is connected to each gear shift fork shaft 53-.
56 are smoothly fitted to each other,
To 65p and fork portions 61f to 65f. The engagement projections 61p, 62p, 63p of the gear shift forks 61, 62, 63 are slidably held along the respective lead grooves 51a, 51b, 51c of the forward gear shift cam 51, and the engagement projections 64p of the gear shift fork 64 are provided. Are slidably held along the lead groove 57a of the reverse gear shift cam 57, and the engagement projection 65 of the gear shift fork 65
p is slidably held along the lead groove 58a of the subtransmission gear shift cam 58.

The fork portion 61f of the gear shift fork 61 rotatably grips the shift groove 3g formed in the drive gear A3 of the main transmission gear train 36. Similarly, the fork portion 62f of the gear shift fork 62 has the driven gear B
4, the fork 63 f of the gear shift fork 63 grips the shift groove 5 g of the driven gear B 5, the fork 64 f of the gear shift fork 64 grips the shift groove 40 g of the reverse gear sleeve 40, and the gear shift fork 65. Of the fork portion 65f grips the shift groove 42g of the subtransmission gear sleeve 42.

In the main transmission gear train 36, the saddle type 4
When the rider of the wheel 1 repeatedly turns the forward shift lever 11 with the toe of the left foot, the forward gear shift cam 51 rotates stepwise by the action of the link mechanism 67 shown in FIG. Lead groove 51 on the peripheral surface
The three gear shift forks 61, 62, 63 move axially on the gear shift fork shafts 53, 54 in a predetermined order along the meandering shapes a, 51b, 51c, and drive gear A3, driven gear B4, and driven gear B5. , The main transmission gear train 36 is switched.
In this case, a link mechanism (not shown) automatically follows the depressing operation of the forward shift lever 11 to disengage the shift clutch mechanism 33 and cut off the rotational force of the crankshaft 22 with respect to the countershaft 30. It has become.

For example, in the neutral state shown in FIG. 3, all the dog clutches D1 to D
5, the drive gears A4, A5 and the driven gears B1, B2, B3 are all kept rotatable with respect to the counter shaft 30 and the drive shaft 31. The rotation of 30 is not transmitted to the drive shaft 31.

In the first speed position, the forward gear shift cam 51 moves the gear shift fork 62 to the right in the axial direction of the gear shift fork shaft 54 to slide the driven gear B4 toward the driven gear B1, and the dog clutch D3 is engaged to drive the driven gear B1. The rotation of the counter shaft 30 is transmitted to the drive shaft 31 via the drive gear A1 and the driven gear B1 so as to rotate integrally with the drive shaft 31. Hereinafter, similarly, each dog clutch D1, D2,
D4 and D5 are connected and released, and the gears from the second speed gear (A2 and B2) to the fifth speed gear (A5 and B5) are sequentially selected.

Then, the rotation of the drive shaft 31 is transmitted through the auxiliary transmission gear train 37 and the final driven gear 45 to the output shaft 4.
3, the rotation of the output shaft 43 is input to the propeller shaft 44 through the engagement of the bevel drive gear 46 and the bevel driven gear 48, and the rotation of the propeller shaft 44 is transmitted to the front and rear wheels 2 and 3 via the propulsion shaft (not shown). Transmitted to a bevel gear device (not shown) to drive the front and rear wheels 2 and 3 to
The wheel 1 moves forward.

When the rider manually operates the above-described multi-shift lever 12 to the reverse position R shown in FIG. 4, the gear shift cam shaft 52 is driven to rotate by the multi-shift shaft 68, and the reverse gear shift cam 57 moves the gear shift fork 64. The gear shift fork shaft 55 is moved leftward in the axial direction. As a result, the reverse gear sleeve 40 slides toward the reverse driven gear r, whereby the dog clutch D6 is engaged, and the reverse driven gear r is integrally rotated with the drive shaft 31, so that the rotation of the drive gear A1 is changed to a reverse idle gear (not shown). ) Is transmitted to the reverse driven gear r, the drive shaft 31 rotates in the reverse direction, and the saddle type four-wheeled vehicle 1 moves backward.

Here, as shown in FIG. 3, a coil spring 72 is mounted on the right end of the gear shift cam shaft 52.
Is mounted between the right inner wall 39 in the engine case 14 and the reverse gear shift cam 57. The coil spring 72 always urges the reverse gear shift cam 57 in the axial direction toward the left, which is the reverse switching operation direction of the reverse driven gear r.

By providing such a coil spring 72, even if the teeth of the dog clutch D6 abut against each other when shifting to the reverse gear, the reverse gear sleeve 40 rotates a little and the dog clutch D6 is securely connected. Since the coil spring 72 continues to urge the reverse gear shift cam 57 to the left, which is the reverse switching operation direction, the rider does not need to keep the multi-operation lever 12 at the reverse position R, and the operability is significantly improved.

On the other hand, in the subtransmission gear train 37, when the rider operates the multishift lever 12 to the high range position H, the multishift shaft 68 drives the gearshift cam shaft 52 to rotate the subtransmission gearshift cam 58. The fork 65 is moved rightward in the axial direction of the gear shift fork shaft 56 to slide the sub-transmission gear sleeve 42 toward the final drive gear FA1. For this reason, the dog clutch D7 is engaged, and the final drive gear FA1 is integrally rotated with the drive shaft 31.

Therefore, the final drive gear FA
1 (that is, the rotation of the drive shaft 31) is transmitted to the final driven gear 45 as it is, and the output shaft 43 is driven at a rotation speed slightly reduced from the drive shaft 31. Is set to the high range. At this time, the final drive gear FA
1 and idle gear IB meshing with each other
Idles around the counter shaft 30, and the idle gear IB
The final drive gear FA2 meshes with the drive shaft 31 to idle around the drive shaft 31.

When the multi-shift lever 12 is manually operated to the low range position L, the auxiliary transmission gear sleeve 42 slides toward the final drive gear FA2, the dog clutch D8 is engaged, and the final drive gear FA2 is driven. While being integral with the drive shaft 31, the final drive gear FA1 is rotatable with respect to the drive shaft 31. Therefore, the rotation of the drive shaft 31 changes from the final drive gear FA2 to the idle gear IB.
After being greatly decelerated through the idle gear IA, the power is transmitted to the final drive gear FA1 and then transmitted to the final driven gear 45. Therefore, the transmission 35
The entire gear ratio is set to the low range.

Also in this case, as shown in FIG. 3, the coil spring 75 mounted on the gear shift cam shaft 52 constantly urges the auxiliary transmission gear shift cam 58 in the axial direction toward the left side. Even if the teeth of the dog clutch D8 with poor coupling abut each other, the coil spring 75 continues to urge the auxiliary transmission gearshift cam 58 to the left, which is the direction of the low range switching operation, until the dog clutch D8 is securely coupled. This eliminates the need for the rider to keep holding the multi-shift lever 12 in the low range position, and improves operability.

By the way, as shown in FIG.
5 is provided with a parking lock device 77 for regulating the rotation of the output shaft 43. This parking lock device 7
Reference numeral 7 includes a parking lock gear 47 provided integrally with the output shaft 43 for rotation, and is configured as follows as an advance / retreat transmission system that operates by receiving the rotational force of the multi-shift shaft 68.

First, an operation arm 78 is provided integrally with the multi-shift shaft 68, and an operation rod 79 extending downward is rotatably connected to a free end thereof. A flange 80 is provided on the base end side of the operating rod 79, and a pipe-shaped stopper 81 is fixed to the free end side, and a slider 82 is provided between the flange 80 and the stopper 81.
Is mounted slidably in the axial direction, and a coil spring 83 is elastically mounted between the slider 82 and the flange 80.
As a result, the slider 82 is constantly biased toward the stopper 81 side. The lower surface of the slider 82 has a conical taper surface 82a.
Are formed.

On the other hand, behind the parking lock gear 47, a parking lock lever 85 is pivotally supported by a support shaft 86 so as to be swingable. An inclined surface 85a is formed at the tip of the parking lock lever 85. 85b are formed. The engagement protrusion 85b has a shape capable of being tightly engaged between the teeth 47a formed around the parking lock gear 47. The parking lock lever 85 is urged by the return spring 87 toward the parking lock gear 47, that is, the operation rod 79.

On the other hand, a guide cam 88 is fixed inside the engine case 14, and a slider 82 of an operation rod 79 is applied to the guide cam 88, and the parking lock lever 8 urged by a return spring 87.
5, the slider 82 is pressed against the guide cam 88. The guide cam 88 has a sliding surface 88 a along the side surface of the slider 82 and a conical tapered surface 82 of the slider 82.
a corresponding to the inclined surface 88b.

Next, the operation of the parking lock device 77 thus configured will be described. First, when the multi-shift lever 12 is located at a position R, H, L other than the parking lock position P as shown in FIG. 4, the operation arm 78 is rotated upward and together with the stopper 81 of the operation rod 79. The slider 82 is pulled up, and the slider 82 is moved to the parking lock lever 85.
, The parking lock lever 85 swings in a direction away from the parking lock gear 47 by the biasing force of the return spring 87, and the output shaft 43 is kept rotatable, so that the parking lock device 77
Is in a free state.

When the multi-shift lever 12 is rotated to the parking lock position P as shown in FIG.
The operation arm 78 rotates downward to push down the operation rod 79, and the slider 82 is pushed down by the urging force of the coil spring 83, and slides downward along the sliding surface 88 a of the guide cam 88. Then, the conical taper surface 82a of the slider 82 cuts between the inclined surface 85a of the parking lock lever 85 and the inclined surface 88b of the guide cam 88, and the guide cam 88 (inclined surface 88b) is immovable. As a result, the inclined surface 85a is pressed, and the parking lock lever 85 rotates toward the parking lock gear 47.

For this reason, the engagement projection 85b of the parking lock lever 85 is engaged with the teeth 47a of the parking lock gear 47.
Between the parking lock gear 47 and the output shaft 43.
, The parking lock device 77 is locked, and the rotation of the front and rear wheels 2 and 3 is locked. At the same time, the sub-transmission gear shift cam 58 is operated so that both of the dog clutches D7 and D8 on both sides of the sub-transmission gear sleeve 42 are released, and the drive shaft 3
Even if 1 rotates, the rotation is not transmitted to the output shaft 43.

As described above, the engagement projection 85 b of the parking lock lever 85 is engaged with the teeth 47 a of the parking lock gear 47.
When the parking lock gear 47 is rotated, the engagement projection 85b and the teeth 47a may come into contact with each other and cannot be engaged depending on the rotational position of the parking lock gear 47, as shown in FIG. In this case, since the conical tapered surface 82a of the slider 82 cannot be inserted between the inclined surface 85a of the parking lock lever 85 and the inclined surface 88b of the guide cam 88, the coil spring 83 is compressed and the slider 82 is moved to the stopper 81. The parking lock device 77 stands by at a position retracted further upward, and enters a standby state.

When the parking lock gear 47 slightly rotates from this state and the engagement projection 85b can be engaged between the teeth 47a, the slider 82 immediately slides downward by the urging force of the coil spring 83 to park. The lock lever 85 is pressed toward the parking lock gear 47 to bring the lock state shown in FIG.

The parking lock position P of the multi-shift lever 12 is set at one end of the rotation range of the multi-shift shaft 68, for example, at the forefront. 12), the reverse position R, the high range position H, and the low range position L are switched in this order in order to rotate backward, so that the reverse position R and the high range position H, which are relatively frequently used during normal operation, are switched. The operability of the transmission 35 is improved side by side.

As described above, the transmission 35 shifts the main transmission gear train 36 to the reverse gear (reverse driven gear r) in response to the turning operation of one multi-shift shaft 68 (multi-shift lever 12). The switching operation, the switching operation between the high and low ranges of the auxiliary transmission gear train 37, and the parking lock device 7
7 can be executed independently of each other. Therefore, only two positions, ie, the forward shift lever 11 and the multi-shift lever 12, serve as operating portions of the transmission 35, and the operability thereof is significantly improved.

In the transmission 35, the rotational force of the multi-shift shaft 68 is transmitted to the reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 by a rotation transmission system (gear shift cam shaft 52, shift drive gear 69, shift driven gear 7).
0), the parking lock device 77 is configured as an advancing / retracting transmission system that operates by receiving the rotational force of the multi-shift shaft 68, and thus an individual transmission system is applied according to each operation system. The rotation force of the multi-shift shaft 68 can be efficiently transmitted to each of the gear shift cams 57 and 58 and the parking lock device 77 by using only the space described above. Therefore, the size and weight of the engine unit 7 (engine case 14) can be reduced.

Further, a gear (69, 7) is provided between the multi-shift shaft 68 and the gear shift cam shaft 52 on which the reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 are supported.
0), the reverse gear shift cam 57 and the auxiliary transmission gear shift cam 58 which are cylindrical cams.
In addition, the rotation of the multi-shift shaft 68 can be transmitted efficiently and in a minimum space, which can further contribute to making the engine unit 7 compact and lightweight.

In the parking lock device 77 of the transmission 35, an operation rod 79 is connected to a free end of an operation arm 78 provided integrally with the multi-shift shaft 68 so that the multi-shift shaft 68 can rotate. Operating rod 79 according to
, So that the movement of the operating rod 79 can be converted into the swinging movement of the separate parking lock lever 85, so that the rotation of the multi-shift shaft 68 can be performed efficiently and with a minimum space. Can be transmitted to the parking lock lever 85. For this reason, it is possible to further contribute to making the engine unit 7 compact and lightweight.

The transmission according to the present invention having the above-described configuration can be widely applied to transmissions of other vehicles as well as a straddle-type four-wheeled vehicle.

[0071]

As described above, the vehicle transmission according to the present invention has a main transmission gear train including a forward gear and a reverse gear between the counter shaft and the drive shaft of the engine unit. A vehicular transmission provided with an auxiliary transmission gear train for switching a gear ratio of the entire main transmission gear train between a high range and a low range, and further provided with a parking lock device for restricting rotation of an output shaft of the engine unit. One multi-shift shaft turning operation is performed by switching the main transmission gear train to the reverse gear, switching the high and low ranges of the auxiliary transmission gear train, and switching the operation and release of the parking lock device. According to the above configuration, the operability of the transmission can be remarkably improved. .

[Brief description of the drawings]

FIG. 1 is a left side view of a straddle-type four-wheeled vehicle to which a transmission according to the present invention is applied.

FIG. 2 is a cross-sectional view of the engine unit developed along the line II-II in FIG.

FIG. 3 is an expanded plan view of the transmission.

FIG. 4 is a view showing one embodiment of the present invention viewed from an arrow IV-IV in FIG. 2 and showing a free state of a parking lock device.

FIG. 5 is a diagram showing a locked state of the parking lock device.

FIG. 6 is a diagram illustrating a standby state of the parking lock device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Saddle-ride type four-wheeled vehicle 7 Engine unit 12 Multi shift lever 22 Crankshaft 30 Counter shaft 31 Drive shaft 35 Transmission device 36 Main transmission gear train 37 Sub transmission gear train 43 Output shaft 47 Parking lock gear 47a Tooth of parking lock gear 51 Forward gear shift cam 52 Gear shift cam shaft 57 Reverse gear shift cam 58 Sub transmission gear shift cam 68 Multi shift shaft 77 Parking lock device 78 Operation arm 79 Operation rod 85 Parking lock lever 85b Engagement protrusion of parking lock lever A1 to A5, B1 to B5 Forward Gear r Reverse gear P Parking lock position R Reverse position H High range position L Low range position

Claims (6)

[Claims] 1. A main transmission gear train including a forward gear and a reverse gear is formed between a counter shaft and a drive shaft of an engine unit, and a gear ratio of the entire main transmission gear train is switched between a high range and a low range. A vehicle transmission having a sub-transmission gear train and a parking lock device for restricting rotation of the output shaft of the engine unit, wherein the main transmission gear train is switched to a reverse gear; The operation of switching between the high and low ranges of the gear train and the operation of switching the operation and release of the parking lock device can be executed independently according to the rotation operation of one multi-shift shaft. Transmission for vehicles. 2. A forward gear shift cam for arranging the main transmission gear train and the auxiliary transmission gear train adjacent to each other along the axial direction of the counter shaft and the drive shaft, and for controlling switching of a forward gear of the main transmission gear train. A reverse gear shift cam for switching and controlling the reverse gear of the transmission gear train and a sub-transmission gear shift cam for switching and controlling the sub-transmission gear train are provided separately, and the reverse gear shift cam and the sub-transmission gear shift cam are connected to one another.
The gear shift cam shaft is axially supported so that the axis of the gear shift cam shaft is parallel and close to the forward gear shift cam, and the multi-shift shaft is supported so as to be parallel and close to the gear shift cam shaft. 2. The vehicle transmission according to claim 1, wherein said rotational force is transmitted to a gear shift camshaft. 3. The reciprocating mechanism which transmits the rotational force of the multi-shift shaft to the reverse gear shift cam and the sub-transmission gear shift cam via a rotation transmission system, and operates the parking lock device by receiving the rotational force of the multi-shift shaft. 3. The vehicle transmission according to claim 2, wherein the transmission is configured as a transmission system. 4. The transmission according to claim 3, wherein the rotation transmission system is configured by gear-engaging between the multi-shift shaft and the gear shift cam shaft. 5. An operation rod is connected to a free end of an operation arm provided integrally with the multi-shift shaft, and the operation rod is moved forward and backward in accordance with the rotation of the multi-shift shaft. The forward / backward transmission system is configured to convert the movement into a swinging movement of a separate parking lock lever,
The parking lock device is actuated and released by engaging and disengaging an engagement projection of the parking lock lever between teeth of a parking lock gear that is rotatably provided on the output shaft of the engine unit. 5. The vehicle transmission according to claim 4. 6. A parking lock position is provided at one end of a rotation range of the multi-shift shaft, and as the multi-shift shaft rotates from this position, the position is switched in the order of a reverse position, a high range position, and a low range position. The vehicle transmission according to claim 2.