JP2003148613A - Gear shifting operation mechanism for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inexpensive, small-sized and lightweight gear shifting operation mechanism with a simple structure which prevents the miss-shift of the forward highest step and backward step in a gear type transmission for vehicle or the like. SOLUTION: A sliding lever to be selectively engaged with any one of two or more shift rails comprises two operating arms. The sliding lever is divided into first and second lever members, which are independently manufactured. The first and second lever members comprise cylindrical parts mounted on a torsion shaft so as to be slidable in the axial direction but relatively non- rotatable around the axis line, and the operating arms protruded radially outward from the respective cylindrical parts. Semi-cylindrical parts to mutually abut to form a cylindrical part are provided on the outside of the axial adjacent parts of the cylindrical parts, respectively. After both the semi-cylindrical parts are allowed to abut each other, the first and second lever members are connected by use of a snap ring and assembled as one part.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear type transmission in which the maximum number of forward gears widely used in vehicles such as automobiles is an odd number of three or more and the reverse gear is one. The present invention relates to the shift operation mechanism in.

[0002]

2. Description of the Related Art A transmission having an odd number of forward gears and one reverse gear, for example, a transmission having five forward gears and one reverse gear, is disclosed in Japanese Patent No. 3114.
A conventional transmission is illustrated in FIGS. 13 and 14 of the drawings attached to the specification of the '345 patent. In these conventional transmissions, one end is rotatably supported by the input shaft connected to the crankshaft of the engine through a clutch device and the other end is disposed inside the transmission casing formed by dividing the transmission. An output shaft rotatably supported by the casing, and a rotatable counter shaft which is arranged parallel to the output shaft and has both ends thereof rotatably supported by the transmission casing are provided.

A plurality of output gears (for example, a first speed output gear, a second speed output gear, a third speed output gear, a fifth speed output gear and a reverse output gear) are freely rotatable with respect to the output shaft. While the counter shaft is
Usually, an input gear that is always meshed with a drive pinion integrally formed at the shaft end of the input shaft and a counter gear that is constantly meshed with each output gear are provided. The 1st speed, 2nd speed, 3rd speed, 5th speed and the reverse counter gear on the counter shaft are integrally formed with the input gear on the counter shaft or made separately, and fixed to the counter shaft by a key or the like. . The output gear on the output shaft can be connected to the output shaft by an adjacent switching device.

The above switching device is provided between the first speed output gear and the second speed output gear, and the first and second speed switching device is provided between the third speed output gear and the drive pinion. It is composed of a 4th speed switching device and a 5th speed / reverse switching device arranged between a 5th speed output gear and a reverse output gear. The 3rd / 4th speed switching device is configured so that the input shaft and the output shaft can be directly connected on the 4th speed side. Further, each switching device is provided with a synchronizer hub spline-coupled to the output shaft so as not to rotate relative to the output shaft, a synchronizer cone arranged on both sides in the axial direction with the synchronizer hub sandwiched therebetween, and a synchronizer cone fixed to each output gear. It is formed by a well-known synchronizer device including a synchronizer ring arranged on the other side of the synchronizer cone and a synchronizer sleeve arranged outside the synchronizer hub via a shifting key. The free end of the shift fork, which is usually formed in a semi-arcuate shape, is inserted into the sliding groove provided on the outer periphery of the synchronizer sleeve, and the synchronizer sleeve is axially displaced from the neutral position through the shift fork. As a result, one of the above-mentioned first speed gear, second speed output gear, third speed output gear or drive pinion (generally forming a fourth speed output gear), fifth speed output gear or reverse output gear is fixed to the output shaft. Also, the other of the output gear pairs is fixed to the output shaft by displacing the synchronizer sleeve in the opposite direction.

In the above conventional transmission, an example of a shift operation mechanism for fixing any one of the output gear pairs to the output shaft will be described with reference to FIG. In the figure, reference numeral 01 is a speed change casing only a part of which is shown, and 02 is the speed change casing 0.
An upper casing detachably attached to an upper end portion of the reference numeral 1, reference numeral 03 denotes a torsion shaft whose both ends are rotatably supported by the up casing 02, and an outer spline 04 is provided at an intermediate portion of the torsion shaft. The inner spline 07 formed inside the tubular portion 06 of the sliding lever 05 is fitted to the outer spline 04.

An operating arm portion 08 extending outside the cylindrical portion 06 in a direction substantially perpendicular to the axis of the torsion shaft 03.
And a hook-shaped engaging portion 09 is provided adjacent to the operation arm portion 08. The engaging portion 09 and the operating arm portion 08
An operating end 010 of the select lever, which is indicated by a one-dot chain line in the figure, is interposed between the and. The select lever is a shift lever (not shown) provided near the driver's seat in the passenger compartment.
Is connected to the vehicle through a transmission member such as a cable and a connecting rod, and the driver operates the shift lever in the select direction to rotate the select lever and to operate the operating end 01 thereof.
0 is rotated in a plane perpendicular to the plane of the drawing, and the sliding lever 05 is displaced left and right in the axial direction of the torsion shaft 03.

When the driver performs a shift operation after selecting the shift lever, the sliding lever 05 is integrated with the torsion shaft 03 through a transmission member (not shown) to rotate around the axis of the torsion shaft. It is configured to rotate in one direction (for example, clockwise direction) and the opposite direction (for example, counterclockwise direction). The sliding lever 05 includes a pair of return springs 011 and 0 arranged on both sides in the axial direction thereof.
It is elastically biased by 12 toward the central position shown in the figure.

In the transmission casing 01 below the sliding lever 05, first and second speed shift rails 013 extending in a direction perpendicular to the plane of the drawing, and 3 respectively.
A shift rail 014 for the fourth speed and a shift rail 015 for the fifth speed / reverse are provided. The shift rails 013 for the first and second speeds, and the shift rails 014 and 5 for the third and fourth speeds
The speed / reverse shift rail 015 has the engaging portion 01 when the engaging portion 016 at the lower end of the operating arm 08 is displaced in the select direction, that is, the axial direction of the torsion shaft 03.
Engagement grooves 017 ', 018' and 019 'with which 6 can be disengaged
Shift jaws 017, 01 having the respective tips formed
8, 019 are fixed by spring pins 020, respectively. Further, on the extension portions of the shift rails 013, 014 and 015 extending in the direction perpendicular to the plane of the drawing, the synchronizer sleeve for switching the 1st and 2nd speeds, the synchronizer sleeve for switching the 3rd and 4th speeds, and the 5th speed and reverse switching are provided. For synchronizer sleeves (hereinafter, depending on the case, these synchronizer sleeves are referred to as switching sleeves),
Fixed shift forks are each operatively engaged.

The shift pattern of the above conventional transmission is, for example, as shown in FIG. When the driver operates the shift lever in the passenger compartment in the select direction, the engaging portion 016 of the operating arm 08 on the sliding lever 05 is moved.
Engages in the engaging groove 017 ', 018' or 019 'of any one of the shift jaws 017, 018 or 019, and then operates the shift lever in the shift direction to set the 1st or 2nd speed. Any one of 3rd and 4th speed, or 5th speed and reverse R is selected. As shown in the drawing, the 1st to 4th speeds are arranged in an H-shape, the 5th speed / reverse R select positions are arranged outside the 3rd and 4th speeds, and the 5th speed and the reverse R are aligned in the shift direction. . In this normal shift pattern, as shown in FIG. 18, the number of shift rails 013, 014 and 015 and the number of shift jaws 017, 018 and 019 attached to these are only three, respectively, and the sliding lever 05 also. Since only one operating arm 08 needs to be provided, there is an advantage that the structure is simple and inexpensive, but since the fifth speed and the reverse R are in the same select position and the shift positions are arranged in a straight line, there is a misshift. There is a problem that it is easy to cause.

In order to eliminate the above-mentioned mis-shift, FIG.
As shown in 0, the reverse R select position is arranged on one side of the H-shaped basic pattern including the 1st to 4th speeds, for example, outside the 1st and 2nd speed select positions, and
It is advantageous to dispose the fifth speed select position outside the fourth speed select position to separate the reverse R and fifth speed select positions in the select operation direction. However, when the shift pattern of FIG. 20 is adopted, as shown in FIG. 26 of the drawing attached to the above-mentioned Japanese Patent No. 3114345, the shift rail for the fifth speed and the shift rail for the reverse are usually separated. It is necessary to add one operating arm to the sliding lever 05 together with the above (adding one shift rail).

In FIG. 26 of the above-mentioned Japanese Patent No. 3114345, the sliding lever 458 provided with two operating arms 460 is schematically shown as a simple U-shaped member. Since the engaging portion that engages with and disengages from the shift jaw engaging groove at the end of the operation arm 460T of the book requires complicated and precise machining, the sliding lever 45
8 has a problem that the manufacturing cost is extremely high, and in addition to the addition of one shift rail and the accompanying shift jaw, the structure is complicated, the weight is increased, and the entire transmission is enlarged. There is a drawback.

[0012]

SUMMARY OF THE INVENTION The present invention implements a shift pattern of the kind shown in FIG. 20 above which can effectively avoid misshifts between the highest forward gear (e.g. 5th gear above) and the reverse gear. While having two operating arms suitable for
Easy to manufacture, with cheap sliding lever, no need to add shift rails and accompanying shift jaws, avoiding the associated cost and weight increase, and also prevent the transmission itself from upsizing A main object of the present invention is to provide a gear shift operation device in a transmission that can perform the above.

[0013]

In order to achieve the above object, the present invention is directed to a transmission in which the forward gear is an odd number of three or more and the reverse gear is one, and one direction in the axial direction thereof. The maximum shift / reverse shift rail that operates the above-mentioned maximum forward shift by the displacement and the reverse shift by the displacement in the opposite axial direction, and is arranged substantially parallel to the same maximum shift / reverse shift rail. One or more forward-speed shift rails that are provided to actuate different forward shift speeds other than the highest speed by displacement in one direction and the opposite direction in the axial direction,
A plurality of pivot rails that are pivotally supported by the transmission casing and that can be displaced in the shift direction that is the axial direction of the shift rail and in the select direction that is orthogonal to the axial direction, and that include the shift rails for the highest gear / reverse gear at the time of gear shifting. A sliding lever for selectively engaging any one of the shift rails and displacing the shift rail in the shift direction. The first lever member which engages with the shift rail for the highest gear / reverse gear and does not engage with the shift rail when shifting to the reverse gear, and the highest gear / reverse gear when shifting to the highest gear Fork having a second lever member that does not engage with the shift rail for use in the vehicle and that engages with the shift rail during the shift displacement to the reverse gear. The first lever member and the second lever member are formed separately and are integrally coupled by a coupling member, and are configured to operate integrally during the select and shift displacements. A gear shift operation mechanism of a transmission is proposed.

In the present invention, the first and second lever members are non-rotatably and axially attached to the torsion shaft mounted on the transmission casing so as to be rotatable about its own axis. Each of which is provided with a tubular portion slidably fitted on the outside and an operating arm projecting outwardly of the tubular portion in a direction substantially perpendicular to the axis of the torsion shaft. The axially adjacent ends of the tubular portion of the 2 lever member are integrally joined by the joining member,
It is preferable that the selection and the shift are configured so as to operate as a unit during the displacement.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will be described below with reference to FIGS. First, Fig. 1
1 is a plan view of a transmission casing 10, in which a housing of a clutch device, which is connected to an output end of a vehicle engine (not shown), is connected to a left side surface 12 by a plurality of fixing means such as bolts. A parking brake (in some cases, a power take-off device or PTO device together with the parking brake) is attached to the right side surface 14 of the casing 10. An end cover (not shown) is detachably mounted by a number of fixing means such as bolts. Further, inside the transmission casing 10, an output shaft (main shaft) of the transmission coaxially arranged with respect to a drive pinion which is an output shaft of the clutch device for transmitting the power of the engine, and the output shaft. A counter shaft arranged in parallel with each other is accommodated, and the output shaft and the counter shaft are attached to, for example, the drawings attached to the specification of Japanese Patent No. 3114345, FIG. 12, and FIG.
3, 5 forward gears and 1 reverse gear cooperating gear trains are provided as shown in FIG. 14, etc., which are well known to those skilled in the art and Since it is not directly related to, the detailed illustration and description will be omitted.

On the upper surface of the transmission casing 10, there is formed an upper casing mounting seat having a generally hexagonal outer shape, which is designated by reference numeral 16 in FIG.
An upper casing indicated by reference numeral 18 in FIGS. 2 to 6 is detachably attached to the unit 6 by a number of fasteners such as bolts. In the upper casing 18, a torsion shaft 20 having a structure substantially similar to that of the above-described transmission is arranged so that both end portions thereof are pivotally supported by the upper casing 18 and can rotate around its own axis. The torsion shaft 20 is provided with an outer spline 22 on the outer periphery of the central portion in the axial direction, and the outer spline 22 includes:
The sliding lever 24 will be described in detail later.
The inner spline 26 is fitted. Therefore, the sliding lever 24 can be reciprocally displaced in the axial direction of the torsion shaft 20, but the relative rotation is prohibited around the axial line.

The sliding lever 24 is shown in FIG.
As best shown in FIG. 17, the first lever member 28A and the second lever member 28B are formed separately, and the first and second lever members 28A and 28B are formed.
B includes cylindrical portions 30A and 30B having the inner splines 26 provided on the inner peripheral surfaces thereof. The cylindrical portion 30A
And 30B, first and second operating arms 32A extending outward in a direction substantially perpendicular to the axis of the torsion shaft 20 and having a center line in the same plane including the axis of the torsion shaft 20. 32B is projected. The sliding lever 24 is formed in a bifurcated shape by the first and second operation arms 32A and 32B of the first and second lever members 28A and 28B. Figure 2
As shown in FIG. 2, a select lever 34 is rotatably mounted on the upper casing 18, and one end of the select lever 34 is attached to a transmission member 3 such as a cable or a link.
6 is operatively connected to a shift lever (not shown) provided in the vehicle compartment. A disk-shaped operating end 40 at the tip of the operating arm 38 provided at the lower end of the select lever 34 is inserted between the pair of operating arms 32A and 32B.

The first and second lever members 28A and 2
8B is separately manufactured, and is shown in the front view of FIG. 15 and FIG.
As shown in the side view of FIG.
30A and 30B are provided with semi-cylindrical portions that form cylindrical protrusions 42 by abutting at the same phase portions of the axial abutting ends, and snap into the groove formed on the outer periphery of the protrusions 42. By fitting the ring 44, the first
The second lever member 28A and the second lever member 28B are integrally coupled to form a substantially integral sliding lever 24. Instead of the snap ring 44, screws,
Obviously, any connecting member such as a bolt can be used.

As described above, the sliding lever 24
However, the first and second lever members 28A, which are separately made in advance,
And 28B, each operating arm 32
Particularly, lower end engaging portions 46A and 46 of A and 32B
First, the machining of B that requires complicated and precise finishing is
When the sliding lever 24 and the second lever members 28A and 28B are separate bodies, they can be individually performed, and there is an advantage that the manufacturing cost can be significantly reduced as compared with the case where the sliding lever 24 is manufactured as an integral body.

3 to 6, the torsion shaft 20 is provided inside the transmission casing 10 below the torsion shaft 20.
1 and 2 speed shift rails 48 and 3 and 4 speed shift rails 50 that extend substantially perpendicular to the axis of
A speed / reverse shift rail 52 is provided in parallel.
Although illustration is omitted, the first and second speed output gears are selectively output to the extension portion of the shift rail 48 extending in a direction perpendicular to the plane of the drawing in the same manner as the conventional transmission. A shift fork for switching between 1st and 2nd speeds, which cooperates with a synchronizer sleeve fixed to the shaft or a sleeve for switching, is fixed. Similarly, shift forks for switching between 3rd and 4th speeds, 5th speed / reverse switching are similarly attached to the shift rails 50 and 52. The shift oak for use is fixed.

The shift rails 48, 50 and 52 are provided with first and second speeds below the portions through which the operating arms 32A and 32B pass when the sliding lever 24 is axially displaced along the torsion shaft 20. The shift jaws 54, the third / fourth speed shift jaws 56, and the fifth / reverse shift jaws 58 are fixed by spring pins 60, respectively.
The upper end of 8 is provided with engaging grooves 54 ', 56' and 58 'with which the operating arms 32A, 32B can be engaged, respectively. A pair of return springs 62 are contracted on both sides of the sliding lever 24 of the torsion shaft 20.

As shown in the plan view of FIG. 1 and the longitudinal sectional view of FIG. 2 and the transverse sectional views of FIGS. 3-6, including the axes of the shift rails 48, 50 and 52, the plane of the paper of FIG. A restricting member 64 having an axis parallel to the axis of the torsion shaft 20 is disposed between a plane perpendicular to the plane and substantially parallel to the plane including the axis of the torsion shaft 20. There is. The regulating member 64 is a central plate member 66 located below the sliding lever 24.
And a pair of rotating shafts 68 which are provided so as to project outward from both ends of the central plate member 66 in parallel with the torsion shaft 20. As shown in the plan view of FIG. 7, in particular, the rotary shaft 68 is axially supported by a bearing member 70 which is provided in the transmission casing 10 or is separately formed and mounted by an appropriate fixing means. It is slidably and rotatably supported by.

Further, the central plate member 66 has two operating arms 32 provided on the sliding lever 24.
A and 32B are a pair of through-holes 7 in the shape of an elliptical hole that is rotatably inserted around the axis of the torsion shaft 20 as a center of rotation.
2A and 72B are drilled. Further, the rear surface of the central plate member 66, that is, the shift rails 48, 50 and 52.
The side surface has the respective shift jaw 54, 56 or 58, and thus the shift rail 54, when engaged with engagement grooves 54 ', 56' and 58 'formed in the upper ends of the shift jaws 54, 56 and 58. , 56 or 58 is provided with a locking portion 74 for inhibiting sliding displacement in the axial direction. The operation arms 32A and 32B of the first and second lever members 28A and 28B are inserted into the through holes 72A and 72B formed in the central plate-shaped member 66 of the regulation member 64, respectively. The relative displacement in the axial direction with respect to is restricted, and the restriction member 64 is also interlocked in the axial direction with the change of the sliding lever 24 in the axial direction. The first and second lever members 28A and 28B are in a state in which the relative displacement in the axial direction with respect to the regulating member 64 is regulated, so that the regulating member 6
4, the relative positional relationship is maintained. Therefore, as described above, the sliding lever 24 includes the first and second lever members 28A and 28A formed separately.
B is configured to be integrally coupled by a coupling member such as a snap ring 44, and the restriction member 64 is configured to hold the relative positions of the first and second lever members 28A and 28B.

Further, as clearly shown in FIG. 1, the first member made of a sheet metal whose planar shape is L-shaped by two bolts 76 in the vicinity of both ends of the pair of rotating shafts 68 of the regulating member 64. A stopper 78 and a second stopper 80 are attached.
The first stopper 78 extends laterally with respect to the rotation shaft 68 and is fixed to the mounting seat 16 at the upper end of the transmission casing 10 by a bolt 76, and one end of the base 78A faces the through hole 72A. The engaging portion 78B is formed in a bent shape. Similarly, the second stopper 80 is provided on the rotating shaft 6
8 is extended laterally with respect to 8 by the bolt 76
A base portion 80A fixed to the base plate 6 and a locking portion 80B formed by bending the other end portion of the base portion 80A toward the through hole 72B are provided. In addition, the first stopper 78 and the second stopper 8
0 is fixed to the mounting seat 16 at the upper end of the transmission casing 10 to prevent the pair of rotation shafts 68 of the regulating member 64 from coming out of the bearing member 70.

The shift pattern of the above-described transmission according to the present invention is as shown in FIG. The fifth speed is on one side of the H-shaped basic pattern (the right side in the figure of the second select position) having the first select position for performing the first and second speed shift operations and the second select position for performing the third and fourth speed shift operations. A third select position for performing the shift operation is provided, and a fourth select position for performing the reverse R shift operation is provided on the other side of the H-shaped basic pattern (outer left side in the drawing of the first select position). Due to the fact that the third and fourth select positions for performing the fifth speed and reverse shift are far apart from each other in the select direction and the arrangement and operation of the two operating arms 32A and 32B of the sliding lever 24, which will be described later, cause a problem of misshift. It can be surely prevented.

In FIG. 3, the driver of the vehicle operates the shift lever in the passenger compartment to the first select position of the shift pattern, and the select lever 34 is rotated through the operating member 36, and the select lever 34 is rotated. With sliding lever 2
4 is slid in the axial direction of the torsion shaft 20 so that the engaging portion 46B of the second operating arm 32B of the second lever member 28B that constitutes the sliding lever 24 becomes 1.2.
It shows a state in which it is engaged with an engagement groove 54 ′ provided in the shift jaw 54 of the speed shift rail 48. At this time, the first operating arm 32A provided on the first lever member 28A of the sliding lever 24 is not engaged with the shift jaw of any shift rail as shown in the figure. When the driver shifts the shift lever in one direction in this state, the sliding lever 24 moves the torsion shaft 20 while the second lever member 32B is engaged with the shift jaw 54.
The shift rail 48 is displaced in one direction about the axis of the shift rail, the shift rail 48 is displaced in one direction of the axial direction, and the 1st and 2nd speed switching sleeves are driven in one direction via the shift oak, and the 1st speed output gear is used for the transmission. It is connected to the output shaft and the first speed rotation is taken out from the transmission. Further, when the driver shifts the shift lever in the opposite direction, the second lever member 32B shifts and rotates in the other direction around the axis of the torsion shaft 20, and the shift rail 48 moves in the opposite direction of the axial direction (in the plane of FIG. 3). The second speed output gear is connected to the transmission output shaft, and the second speed rotation is taken out of the transmission.

When the sliding lever 24 is at the select position in FIG. 3, the engaging portion 46B of the second operating arm 32B of the second lever member 28B of the sliding lever 24 is engaged with the engaging groove 5 of the shift jaw 54.
4 ', the engaging portions 74 projecting from the lower side of the regulating member 64 are fixed to the other shift rails 50, 52, and the engaging grooves 56', 58 'of the shift jaws 56, 58 are fixed. Since the shift rails 50 and 52 are engaged with each other, the displacement of each of the shift rails 50 and 52 in the axial direction is prohibited, and an unexpected misshift or noise is prevented. The first operation arm 32A is the same as the above-mentioned 1.
During the second speed shift operation, the same rotational displacement is performed in the same direction at the same time as the second operation arm 32B.
Just by making relative arc motion in A and floating,
It does not interfere with the fast shift operation.

Next, in FIG. 4, the driver performs a select operation of the shift lever to the second select position of the gear shift pattern, and as the select lever 34 rotates via the transmission member 36,
The sliding lever 24 is slid in the axial direction,
The state where the lower end engaging portion 46B of the second operating arm 32B of the sliding lever 24 is engaged with the upper end engaging groove 56 'of the shift jaw 56 of the third / fourth speed shift lever 50 is shown. By shifting the shift lever in this direction in one direction or in the opposite direction from this state, the shift rail 50 is displaced in one direction or the opposite direction of the axial direction, and the third-speed or fourth-speed output gear becomes the transmission output shaft. It is the same as in the case of FIG. 3 that they are connected and the third speed and the fourth speed are extracted respectively. At this time, the lower end engaging portion 46A of the first operating arm 32A is
It does not engage with any of the shift jaws and floats in the through hole 72A of the regulating member 64 during the 3rd and 4th speed shift operation, and the locking portion 74 provided on the lower side of the regulating member 64.
The shift jaws 54, 5 of the other shift rails 48, 52
The engaging grooves 54 ', 58' of FIG. 8 are engaged with each other to prevent the resting shift rails 48, 52 from displacing, thereby preventing accidental misshifts and noise. Furthermore, 1 in FIG.
First and second stoppers 78 and 80 at the time of selecting and shifting the third speed and the third speed of FIG.
Does not work at all.

FIG. 5 shows the case where the driver selects the shift lever to the third select position of the shift pattern at the fifth speed. Sliding lever 2 by select operation
46A of the lower end of the first lever member 32A in FIG.
Engages only with the engaging groove 58 'of the upper end of the shift jaw 58 of the fifth-speed / reverse shift rail 52, and the engaging portion 46B of the second operating arm 32B of the second lever member 28B is of any shift jaw. The engaging grooves 54 ', 56' and 58 'are also not engaged. Next, when the driver operates the shift lever in the fifth speed shift direction (one direction described above), the fifth speed output gear is fixed to the output shaft of the transmission in the same manner as above, and the fifth speed rotation is taken out. Even if the shift lever is erroneously operated in the reverse direction when the shift lever is in the third select position, the operating arm 32 of the second lever member 28B is operated.
B is brought into contact with the engaging portion 80B of the second stopper 80, and the sliding lever 24 (second lever member 28B) is prevented from shifting and rotating in the other direction around the axis of the torsion shaft 20. Since the displacement in the reverse direction (the direction opposite to the axial direction) is prevented, the occurrence of misshift is reliably prevented. Also, when the slidey shift lever 24 is displaced to the 5th speed select position as described above, the locking portion 74 below the restricting member 64 causes the engaging grooves 54 'of the shift jaws 54 and 56 in the shift rails 48 and 50 and 56 'to engage these shift rails 48
Since the axial displacements of 50 and 50 are prohibited, the occurrence of unexpected misshift is prevented. The torsion shaft 20 when the first lever member 28A is shifted to the fifth speed
Although the second lever member 28B is also rotated at the same time by the rotation around the axis, the operation arm 32B floats while drawing an arc locus in the through hole 72B of the restriction member 64.

Finally, in FIG. 6, the driver operates the shift lever in the vehicle interior in the reverse select position (distant from the fifth speed select position (third select position), as described in the shift pattern of FIG. The case of operating to the fourth select position) is shown. By rotating the select lever 34 and the operating arm 38 via the transmission member 36 by the select operation, the sliding lever 24 slides in the axial direction, and the lower end of the second operating arm 32B of the second lever member 28B of the sliding lever 24. Engaging portion 46B engages only with the engaging groove 58 'at the upper end of the shift jaw 58 of the fifth speed / reverse shift rail 52, and the engaging portion 46A at the lower end of the first operating arm 32A of the first lever member 28A.
Is the engaging groove 54 ', 56', 58 'of any shift jaw
Does not engage. Next, when the driver operates the shift lever in the reverse shift direction (the opposite direction), the shift rail 52 is displaced in the axial opposite direction, the reverse output gear is connected to the output shaft of the transmission, and the reverse rotation is performed. It is taken out. Even if the shift lever is in the reverse select position and the shift lever is mistakenly attempted to shift in the fifth speed direction, the operation arm 32 of the first lever member 28A is
A is abutted on the locking portion 78B of the first stopper 78, and the sliding lever 24 (first lever member 28A) is prevented from shifting and rotating in one direction around the axis of the torsion shaft 20. Since the displacement in the fifth speed direction (one direction in the axial direction) is prevented, the occurrence of misshift is prevented. Further, when the sliding lever 24 is displaced to the reverse select position as described above, the locking portion 74 on the lower side of the regulating member 64 is shifted to the shift rails 48 and 5.
0 shift jaws 54 and 56 engaging grooves 54 'and 5
6'is engaged to inhibit axial displacement of these shift rails 48 and 50, preventing accidental misshifts. Although the first lever member 28A is simultaneously rotated by the rotation of the second lever member 28B around the axis of the torsion shaft 20 during the reverse shift, the operation arm 32A moves in an arc locus within the through hole 72A of the restriction member 64. Wandering around.

The present invention is not limited to the transmission of 5 forward gears and 1 reverse gear shown in the above embodiment, but the number of forward gears such as 3 forward gears, 7 forward gears and the like in which the number of forward gears is increased or decreased is 3 or more. In an odd-numbered transmission, the present invention can be applied to a speed change operation device that switches and operates the highest forward speed and the reverse speed by the same shift rail, and is implemented with appropriate changes and modifications within the scope of the claims of the present invention. can do.

[0032]

As described above, in the transmission operation mechanism of the transmission according to the present invention, in the transmission in which the forward gear is an odd number of three or more and the reverse gear is one, A shift rail for the highest gear / reverse gear that operates the above-mentioned highest gear for forward movement by unidirectional displacement and a reverse gear for displacement in the opposite axial direction, and substantially for the same highest gear / reverse gear shift rail One or more forward shift rails that are arranged in parallel and operate different forward shift stages other than the highest stage by displacements in one and the other axial directions, respectively.
A plurality of pivot rails that are pivotally supported by the transmission casing and that can be displaced in the shift direction that is the axial direction of the shift rail and in the select direction that is orthogonal to the axial direction, and that include the shift rails for the highest gear / reverse gear at the time of gear shifting. A sliding lever for selectively engaging any one of the shift rails and displacing the shift rail in the shift direction, wherein the sliding lever is at the time of shift displacement to the highest forward stage. The first lever member that engages with the shift rail for the highest gear / reverse gear and does not engage with the shift rail when the gear shifts to the reverse gear, and the highest gear / reverse gear when the shift shifts to the highest gear Fork having a second lever member that does not engage with the shift rail for use in the vehicle and that engages with the shift rail during the shift displacement to the reverse gear. The first lever member and the second lever member are separately formed and integrally coupled by an engaging member, and are configured to operate integrally during the select and shift displacements. , It is possible to reliably prevent misshift between the highest forward speed and the reverse speed, and there is no need to additionally provide a shift rail for operating the switching sleeve during a gear shift operation, and in cooperation with the shift rail. A bifurcated sliding lever for shifting the shift rail can be manufactured at low cost,
As a result of these, the manufacturing cost and weight of the transmission and the increase in size can be prevented, which is industrially beneficial.

Further, in the present invention, the first and second lever members are non-rotatably and axially attached to the torsion shaft mounted on the transmission casing so as to be rotatable about its own axis. Is provided with a tubular portion slidably fitted on the outside, and an operating arm projecting outwardly of the tubular portion in a direction substantially perpendicular to the axis of the torsion shaft. By making the axially adjacent ends of the tubular portion of the second lever member integrally coupled by the coupling member, it is possible to significantly reduce the manufacturing cost of the bifurcated sliding lever in particular. There is.

[Brief description of drawings]

FIG. 1 is a plan view of a transmission casing showing a preferred embodiment of the present invention.

2 is a vertical cross-sectional view of an upper casing mounted on the transmission casing shown in FIG.

FIG. 3 is a lateral cross-sectional view of a main part showing a first / second speed shift operation in the speed change operation mechanism according to the present invention.

FIG. 4 is a lateral cross-sectional view of a main part showing a 3rd / 4th speed shift operation in the shift operation mechanism according to the present invention.

FIG. 5 is a lateral cross-sectional view of essential parts showing a fifth speed shift operation in the speed change operation mechanism according to the present invention.

FIG. 6 is a cross-sectional view of essential parts showing a reverse (reverse) shift operation in the shift operation mechanism according to the present invention.

FIG. 7 is a plan view showing a restriction member extracted from FIG.

8 is a sectional view taken along the line VIII-VIII in FIG.

9 is a sectional view taken along line IX-IX in FIG.

10 is a sectional view taken along line XX of FIG.

11 is a plan view of the first stopper in FIG. 1. FIG.

12 is a side view of the first stopper shown in FIG. 11 as viewed in the direction of arrow XII.

FIG. 13 is a plan view of a second stopper in FIG.

14 is a side view of the second stopper shown in FIG. 13 as seen in the direction of arrow XIV.

FIG. 15 is a side view of a sliding lever in the gear shift operation mechanism shown in FIGS. 3 to 6.

16 is a front view of the sliding lever shown in FIG. 15 as viewed in the direction of arrow XVI.

17 is a cross-sectional view taken along the line XVII-XVII in FIG.

FIG. 18 is a lateral cross-sectional view of a main part showing an example of a conventional gear shift operation mechanism.

FIG. 19 is a diagram showing an example of a conventional shift pattern.

FIG. 20 is a diagram showing an example of a shift pattern of the shift operation mechanism according to the present invention.

[Explanation of symbols]

10 ... Transmission casing, 18 ... Upper casing, 2
0 ... Torsion shaft, 24 ... Sliding lever, 28A ... 1st lever member, 28B ... 2nd lever member, 30A and 30B ... Cylindrical part, 32A ... 1st operation arm,
32B ... 2nd operation arm, 42 ... Protrusion, 44 ... Snap ring (coupling member), 46A and 46B ... Engaging part, 48 ... 1
2nd speed shift rail, 50 ... 3/4 speed shift rail, 52 ... 5th speed / reverse shift rail (maximum speed / reverse speed shift rail), 64 ... regulating member, 72A and 7
2B ... through hole, 74 ... locking portion, 78 ... first stopper, 80
… Second stopper.

Continued front page    (72) Inventor Tomohiko Tanaka             Mitsubishi Motors, 5-3-8 Shiba, Minato-ku, Tokyo             Industry Co., Ltd. (72) Inventor Takehiro Yoshino             Mitsubishi Motors, 5-3-8 Shiba, Minato-ku, Tokyo             Industry Co., Ltd. F term (reference) 3J067 AA04 AB02 AC05 AC53 BA18                       DA52 EA21 EA24 EA25 EA65                       EA81 EA84 FA04 FA05 FA45                       FA73 FA74 FA75 FB76 FB81                       GA01

Claims (2)

[Claims] 1. In a transmission in which the forward gear is an odd number of three or more and the reverse gear is one, the displacement in one direction in the axial direction actuates the highest forward gear and the opposite direction in the axial direction. The shift rails for the highest and reverse gears that operate the reverse gears by the displacements of the above and the shift rails for the same and the highest and reverse gears are arranged substantially parallel to each other. Shift rails for one or more forward gears that operate different forward gears other than the gears,
A plurality of pivot rails that are pivotally supported by the transmission casing and that can be displaced in the shift direction that is the axial direction of the shift rail and in the select direction that is orthogonal to the axial direction, and that include the shift rails for the highest gear / reverse gear at the time of gear shifting. A sliding lever for selectively engaging any one of the shift rails and displacing the shift rail in the shift direction. The first lever member which engages with the shift rail for the highest gear / reverse gear and does not engage with the shift rail when shifting to the reverse gear, and the highest gear / reverse gear when shifting to the highest gear Fork having a second lever member that does not engage with the shift rail for use in the vehicle and that engages with the shift rail during the shift displacement to the reverse gear. The first lever member and the second lever member are separately formed and integrally coupled by a coupling member, and are configured to operate as a unit during the select and shift displacements. Gear shifting operation mechanism. 2. The first and second lever members are relatively non-rotatable and axially slidable on a torsion shaft mounted on a transmission casing so as to be rotatable about its own axis. The first and second levers are respectively provided with a tubular portion freely fitted and an operating arm projecting outwardly of the tubular portion in a direction substantially perpendicular to the axis of the torsion shaft. 2. The gear shift operation mechanism for a transmission according to claim 1, wherein axially adjacent ends of the tubular portion of the member are integrally coupled by the coupling member.