JP2009030700A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission with three shafts, namely, a first counter shaft, a second counter shaft and a reverse shaft in addition to an input shaft, and a differential driving gear on each shaft for driving a differential ring gear, having improved on-vehicle mounting property by compactly constructing the opposite engine side end of the input shaft and the opposite engine side end of the counter shaft located thereabove. <P>SOLUTION: A fifth-speed driving gear 17 which has a smaller diameter than a sixth-speed driving gear 16 is arranged at the transmission rear end of the input shaft 1, and a second-speed driving gear 25 which has a smaller diameter than a first-speed driven gear 24 is arranged at the transmission rear end of the first counter shaft 2. Thus, a rear end 7a of a transmission case 7 is compactly constructed to prevent the interference with a front side frame SF. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a transmission, and more particularly to a transmission in which an input shaft and an output shaft (counter shaft) are arranged on separate axes.

  Conventionally, in a transmission that is disposed on the side of an engine that is horizontally disposed, an input shaft and an output shaft (counter shaft) are juxtaposed on separate axes, and the input shaft and the output shaft (counter shaft) In many cases, a so-called horizontal type transmission in which a plurality of transmission gear sets are arranged between the two is employed.

  Even in such a horizontal type transmission, it is required to increase the number of stages in order to improve drive feeling.

  However, when such a transmission is multistaged, the number of transmission gears increases, the total length of the engine / transmission combination (powertrain) becomes long, and it becomes difficult to lay out in the engine room.

  For this reason, in the transmission, it is required to make the total length of the transmission as short as possible while achieving multistage.

Therefore, in the following Patent Document 1, the following transmission is proposed.
In addition to the input shaft, this transmission has three shafts, the “first counter shaft”, “second counter shaft”, and “reverse shaft”, and a differential ring gear provided on the differential case on the drive shaft on each shaft. A plurality of differential drive gears (first to third output gears) for driving the (final ring gear) are provided, and the total length of the transmission is made as short as possible by sharing part of the torque transmission path. Yes.

Japanese National Patent Publication No. 10-502160

  By the way, when the transmission is laid out in the engine room of the vehicle, it is necessary to lay out after avoiding interference with a vehicle body side member such as a front side frame extending in the longitudinal direction of the vehicle body.

  At this time, in particular, the anti-engine side end of the input shaft and the counter-engine side end of the counter shaft located above the input shaft are likely to interfere with the front side frame and the like. The problem arises that the vehicles that can be mounted are limited.

  In this regard, in the transmission shown in FIG. 2 of Patent Document 1 described above, a small-diameter three-speed driving gear out of the third-speed / four-speed gear set is connected to the anti-engine side end of the input shaft. Because it is arranged on the side, it seems that the end on the side opposite to the engine can be made compact.

  However, in the countershaft located above the input shaft, the large-diameter 5-speed driven gear of the 5-speed-6-speed gear set is arranged on the non-engine side, so that the counter-engine side end of the transmission It is hard to say that the parts are compact.

  Therefore, in the present invention, in addition to the input shaft, in the transmission provided with three shafts such as the first counter shaft, the second counter shaft, and the reverse shaft, and provided with a differential driving gear for driving the differential gear on each shaft, the input shaft It is an object of the present invention to provide a transmission that can improve the vehicle mountability by compactly configuring the counter-engine side end of the counter shaft and the counter-engine side end of the counter shaft located above.

  The transmission according to the present invention includes an input shaft for inputting driving force from the engine, a first counter shaft, a second counter shaft, a reverse shaft, a first counter shaft, A first differential drive gear, a second differential drive gear, and a third differential drive gear that are fixed to the counter shaft and the reverse shaft, respectively, to drive the differential ring gear on the drive shaft, and a plurality of shifts provided on the input shaft A shift gear that includes a drive gear and a plurality of shift driven gears that are always meshed with the shift drive gear and provided on the first counter shaft and the second counter shaft, and achieves six forward speeds and one reverse speed. A first counter shaft disposed above the input shaft, a first-speed driven gear and a second-speed driven gear that are idle-supported on the first counter shaft, 1st driven gear or 2nd driven A first synchronizer for connecting the gear to the first countershaft, a 5-speed drive gear and a 6-speed drive gear idle-supported at the non-engine side end on the input shaft, and the 5-speed drive gear Or a second synchronizer for connecting a 6-speed driving gear to the input shaft, and on the first counter shaft, a first-speed driven gear and a second-speed driven gear are arranged in order from the engine side, On the input shaft, a 6-speed drive gear and a 5-speed drive gear are arranged in order from the engine side, and the switching direction of the first sync device and the second sync device is reversed.

According to the above configuration, on the input shaft, on the first counter shaft arranged at the position above the input shaft by disposing the 5-speed drive gear having a smaller diameter than the 6-speed drive gear at the end on the opposite side of the engine, The second-speed driven gear having a smaller diameter than the first-speed driven gear is arranged on the side opposite to the engine.
Then, by reversing the switching direction of the first sync device and the second sync device, the gear train of the 6th speed drive gear, the 5th speed drive gear, the 1st speed driven gear, and the 2nd speed driven gear Even if the arrangement order of the gear train is reversed, the switching direction of the low speed stage and the high speed stage of the shift operation are made to coincide.
For this reason, it is possible to reduce the diameters of the transmission gears at the opposite end of the input shaft and the opposite end of the first countershaft without complicating the shift operation direction. The non-engine side end and the non-engine side end of the first counter shaft located above the end can be configured compactly.

In one embodiment of the present invention, the second countershaft disposed below the input shaft, the third-speed driven gear and the fourth-speed driven that are idle-supported on the second countershaft. A gear, a third synchronizer for connecting the third-speed driven gear or the fourth-speed driven gear to a second countershaft, the reverse shaft disposed at a position higher than the first countershaft, and the reverse A reverse gear supported on the shaft and a fourth synchronizer for connecting the reverse gear to the reverse shaft, and the first synchronizer is aligned with the switching direction of the second synchronizer and the third synchronizer. The switching direction of the device and the fourth synchronization device are aligned.
According to the above configuration, the switching directions of the second sync device and the third sync device match, and the switching directions of the first sync device and the fourth sync device match.
For this reason, it is possible to match the switching direction of the shift operation between the first synchronizer on the input shaft and the third synchronizer on the second countershaft positioned close to the first synchronizer. The switching direction of the shift operation between the second synchronizer on the upper first countershaft and the fourth synchronizer on the reverse shaft positioned close to the upper countershaft can be matched.
Therefore, it is possible to share the shift operation mechanism for each adjacent sync device, and the shift operation mechanism can be simplified even if the switching direction of each sync device is reversed.

In one embodiment of the present invention, a plurality of shift forks that respectively operate the first sync device, the second sync device, the third sync device, and the fourth sync device, and the plurality of shift forks via shift fingers. A control fork that controls the shift fork for operating the second synchronizer and a shift fork for operating the third synchronizer by a first shift finger provided on the control rod, The shift fork for operating the synchro device and the shift fork for operating the fourth synchro device are controlled by a second shift finger provided on the opposite side of the first shift finger of the control rod.
According to the above configuration, the second sync device and the third sync device are controlled by the first shift finger, and the first sync device and the fourth sync device are controlled by the second shift finger.
For this reason, since the switching direction of each synchro device can be reversed simply by controlling with the first shift finger and the second shift finger whose installation positions on the control rod are changed, the speed change operation mechanism is further simplified. be able to.
Therefore, even in a transmission in which the switching direction of the synchro device is reversed, the speed change operation mechanism can be configured simply, so that the speed change operation mechanism can be configured in a compact manner.

In one embodiment of the present invention, the reverse gear is driven by a first-speed driven gear on the first countershaft.
According to the above configuration, since the reverse gear is driven by the first-speed driven gear, the reverse transmission gear can be used as the first-speed transmission gear.
For this reason, it is not necessary to separately provide a gear for driving the reverse gear on the input shaft. Therefore, the input shaft can be configured to be short, and the transmission can be configured compactly.
Therefore, the reverse mechanism can be simplified and the space occupied in the engine room of the transmission can be further reduced.

In one embodiment of the present invention, a second-speed driven gear that is slidably supported on the first countershaft, and 3 that is slidably supported on the second countershaft. A high-speed driven gear and a single second-speed and third-speed drive gear fixed to the input shaft and driving both the second-speed driven gear and the third-speed driven gear. .
According to the above configuration, the second-speed drive gear and the third-speed drive gear are shared by the single second-speed and third-speed drive gear, so that the number of gears on the input shaft can be further reduced. it can.
For this reason, the total length of the input shaft can be further shortened by the reduction in the number of gears.
Therefore, since the input shaft that greatly affects the overall length of the transmission can be shortened, the entire transmission can be configured to be short, and the vehicle mountability of the transmission can be further improved.

In one embodiment of the present invention, on the input shaft, in order from the engine side, a 4-speed drive gear, a 1-speed drive gear, a 2-speed and 3-speed drive gear, a 6-speed drive gear, and a 5-speed drive gear. A drive gear is arranged.
According to the above configuration, the gear arrangement can be optimized by laying out drive gears for the 4th speed, 1st speed, 2nd speed, 3rd speed, 6th speed, and 5th speed in order from the engine side on the input shaft.
In addition, since the total of five drive gears on the input shaft can achieve six forward speeds and one reverse speed, the input shaft can be reliably shortened.
Therefore, it is possible to make the transmission compact while optimizing the gearing of the transmission.

  According to this invention, without making the shift operation direction complicated, the diameters of the transmission gears at the non-engine side end of the input shaft and the non-engine side end of the first counter shaft can be reduced, The non-engine side end portion of the input shaft and the anti-engine side end portion of the first counter shaft located above the input shaft can be configured compactly.

  Therefore, in addition to the input shaft, in the transmission provided with three shafts such as the first counter shaft, the second counter shaft, and the reverse shaft, and provided with a differential driving gear for driving the diff ring gear on each shaft, The end of the counter shaft on the opposite side to the end of the countershaft can be configured compactly to improve the vehicle mountability.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  First, the gear train of the transmission of this embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram of a gear train of a transmission according to the present embodiment. In the following description, the engine side of the transmission is assumed to be the front side of the transmission and the non-engine side of the transmission is assumed to be the rear side of the transmission.

  The transmission TM of the present embodiment is a so-called horizontal type manual transmission having a plurality of shafts, and is a manual transmission that achieves six forward speeds and one reverse speed.

  The transmission TM includes an input shaft 1 that extends in a lateral direction that receives rotational driving force from the engine E, a first counter shaft 2 that is arranged in parallel to the input shaft 1, and an opposite side of the first counter shaft 2. Are provided with a second counter shaft 3 disposed in parallel with the input shaft 1 and a reverse shaft 4 disposed in parallel with the input shaft 1 on the first counter shaft 2 side. Further, the rotational drive force finally shifted is configured to be transmitted to the drive shaft 5 having drive wheels (not shown) at the left and right ends via the final ring gear 6.

  The input shaft 1 described above is rotatably supported by bearing members 11 and 12 at two locations, a front end on the front side of the transmission and a rear end on the rear side of the transmission, and a plurality of transmission gears and a synchronizer are provided therebetween. Provided.

  The transmission gears are arranged in order from the front side of the transmission: a 4-speed drive gear 13, a 1-speed drive gear 14, a 2-speed and 3-speed drive gear 15, a 6-speed drive gear 16, and a 5-speed drive gear 17. A total of five drive gears (13 to 17) are provided. Of these, the fourth speed drive gear 13, the first speed drive gear 14, the second speed and the third speed drive gear 15 are fixed to the input shaft 1, and the sixth speed drive gear 16 and the fifth speed drive gear 17 are provided. The input shaft 1 is supported idle. The 6-speed drive gear 16 and the 5-speed drive gear 17 are configured to be connected to the input shaft 1 during a shift shift by a 5-6 synchronizer 18 provided therebetween.

  The above-mentioned first counter shaft 2 is also rotatably supported by bearing members 21 and 22 at two locations, the front end and the rear end, and a plurality of transmission gears and a synchronizer are provided therebetween.

  The transmission gears are arranged in order from the transmission front side, the first output gear 23, the first-speed driven gear 24, and the second-speed driven gear 25. Among these, the first output gear 23 is fixed to the first counter shaft 2, and the first-speed driven gear 24 and the second-speed driven gear 25 are idle-supported on the first counter shaft 2. The first-speed driven gear 24 and the second-speed driven gear 25 are also configured to be connected to the first counter shaft 2 at the time of a shift shift by a 1-2 synchronizer 26 provided therebetween. Yes.

  The second countershaft 3 described above is also rotatably supported by bearing members 31 and 32 at two locations, the front end and the rear end, and a plurality of transmission gears and a synchronizer are provided therebetween.

  The transmission gear is arranged in order from the transmission front side with the second output gear 33, the fourth speed driven gear 34, the third speed driven gear 35, the sixth speed driven gear 36, and the fifth speed driven gear 37. ing. Among these, the second output gear 33, the 6th speed driven gear 36, and the 5th speed driven gear 37 are fixed to the second counter shaft 3, and the 4th speed driven gear 34 and the 3rd speed driven gear 37 are driven. 35 is supported on the second countershaft 3 for free rotation. The fourth-speed driven gear 34 and the third-speed driven gear 35 are also configured to be connected to the second countershaft 3 at the time of a shift shift by a 3-4 synchronizer 38 provided therebetween. Yes.

Of these, the third-speed driven gear 35 is configured to always mesh with the second-speed and third-speed drive gear 15 that is the same as the second-speed driven gear 25 on the first counter shaft 2.
For this reason, the drive gear for the second speed and the drive gear for the third speed are shared by the single drive gear (15), and the drive gear on the input shaft 1 can be reduced by one.

  The above-described reverse shaft 4 is rotatably supported by bearing members 41 and 42 at two locations, a front end and a rear end, and a plurality of transmission gears and a synchronizer are provided therebetween.

  The transmission gear is arranged as a third output gear 43 and a reverse gear 44 from the transmission front side, and among these, the third output gear 43 is fixed to the reverse shaft 4. The reverse gear 44 is supported by the reverse shaft 4 so as to be connected to the reverse shaft 4 at the time of reverse shift by an adjacent R synchronization device 45.

  The reverse gear 44 is always meshed with the first-speed driven gear 24 that is idle-supported on the first countershaft 2, and the reverse gear train is utilized by using the first-speed transmission gears (14, 24). Has achieved. For this reason, since it is not necessary to provide the drive gear for the reverse gear 44 in the input shaft 1, the drive gear on the input shaft 1 can further be reduced.

  A differential device 51 is provided at the center of the drive shaft 5, and the final ring gear 6 is fixed to the outer periphery of the differential device 51.

  Thus, the drive gears and the driven gears arranged on the respective shafts (1 to 4) are configured to always mesh with each corresponding gear position, and the respective synchronizers (18, 26, 38, 45). ), The rotational driving force of the engine E is output to the drive shaft 5 through the respective gear positions.

Next, the torque flow of the transmission TM configured as described above will be described.
First, at the neutral time, not all the synchronizers (18, 26, 38, 45) of the respective transmission gears are shifted (slidably moved in the axial direction). ~ 4) Rotate above. For this reason, even if the input shaft 1 rotates, the rotational driving force is not transmitted to the final ring gear 6 of the drive shaft 5, and the drive shaft 5 does not rotate.

  Next, at the first speed, the first-speed driven gear 24 is connected to the first counter shaft 2 by shifting the 1-2 synchronization device 26 to the first-speed driven gear 24 side. For this reason, when the input shaft 1 rotates, the rotational driving force is transmitted in the order of the first speed driving gear 14 → the first speed driven gear 24 → the first counter shaft 2 → the first output gear 23 → the final ring gear 6. Thus, the rotational driving force of the engine E is most decelerated and output to the drive shaft 5.

  At the second speed, the 1-2 speed driven gear 25 is connected to the first counter shaft 2 by shifting the 1-2 synchronizing device 26 to the second speed driven gear 25 side. For this reason, when the input shaft 1 rotates, the rotational driving force follows the flow of the second and third speed driving gear 15 → the second speed driven gear 25 → the first counter shaft 2 → the first output gear 23 → the final ring gear 6. Is transmitted, and the rotational driving force of the engine E is decelerated to the drive shaft 5 and output.

  At the third speed, the third-speed driven gear 35 is connected to the second counter shaft 3 by shifting the 3-4 synchronizer 38 to the third-speed driven gear side 35. For this reason, when the input shaft 1 rotates, the rotational driving force follows the flow of the second and third speed drive gear 15 → the third speed driven gear 35 → the second counter shaft 3 → the second output gear 33 → the final ring gear 6. Is transmitted, and the rotational driving force of the engine E is slightly decelerated to the drive shaft 5 and output.

  Further, at the time of the fourth speed, the 4th-speed driven gear 34 is connected to the second countershaft 3 by shifting the 3-4 synchronizer 38 to the fourth speed driven gear 34 side. For this reason, when the input shaft 1 rotates, the rotational driving force is transmitted in the flow of the fourth speed drive gear 13 → the fourth speed driven gear 34 → the second counter shaft 3 → the second output gear 33 → the final ring gear 6. Therefore, the rotational driving force of the engine E is output to the drive shaft 5 at substantially the same rotational speed.

  Further, at the time of the fifth speed, the fifth-speed driving gear 17 is connected to the input shaft 1 by shifting the 5-6 synchronizer 18 to the fifth-speed driving gear 17 side. For this reason, when the input shaft 1 rotates, the rotational driving force is transmitted in the flow of the fifth speed driving gear 17 → the fifth speed driven gear 37 → the second counter shaft 3 → the second output gear 33 → the final ring gear 6. Therefore, the rotational driving force of the engine E is slightly increased on the drive shaft 5 and output.

  Finally, at the sixth speed, the 6-6 speed drive gear 16 is connected to the input shaft 1 by shifting the 5-6 synchronizer 18 to the 6th speed drive gear side 16. For this reason, when the input shaft 1 rotates, the rotational driving force is transmitted in the flow of 6-speed driving gear 16 → 6-speed driven gear 36 → second counter shaft 3 → second output gear 33 → final ring gear 6. As a result, the rotational driving force of the engine E is accelerated to the drive shaft 5 and output.

  On the other hand, at the time of reverse, the reverse gear 44 is connected to the reverse shaft 4 by shifting the R synchronization device 45 to the reverse gear 44 side. Therefore, when the input shaft 1 rotates, the rotational driving force is generated by the flow of the first speed driving gear 14 → the first speed driven gear 24 → the reverse gear 44 → the reverse shaft 4 → the third output gear 43 → the final ring gear 6. As a result, the rotational driving force of the engine E is reversed and output to the drive shaft 5.

  Through the series of torque flows described above, the transmission TM according to the present embodiment achieves the sixth forward speed and the first reverse speed.

  Next, the detailed structure of the transmission of this embodiment will be described with reference to FIG. FIG. 2 is a developed sectional view of the transmission. Descriptions of main components are omitted by using the same reference numerals as those in FIG.

  The transmission TM includes a transmission case 7 that supports three axes of the first counter shaft 2, the second counter shaft 3, and the reverse shaft 4 that are arranged in parallel with the input shaft 1 described above. The transmission case 7 includes a clutch housing 8 set on the front side of the transmission and a transmission casing 9 set on the rear side of the transmission.

  The clutch housing 8 has a clutch housing recess 81 for housing the clutch device C, a differential housing recess 82 for housing the differential device 51, and a through hole 83 through which the input shaft 1 is inserted in the axial direction. Front end support portions 84a, 84b, 84c that support the front end portions of the three axes (2, 3, 4) other than the input shaft 1 are formed on the side surfaces.

  On the other hand, the transmission case 9 is constituted by a bottomed cylindrical case body, houses each transmission gear in the interior 91, and supports the rear end portion of each shaft (1, 2, 3, 4). 92a, 92b, 92c, and 92d are formed on the inner side surface.

  The clutch housing 8 and the transmission casing 9 thus configured are combined at the peripheral mating surfaces, and are fastened and fixed by a plurality of fastening bolts 10 (only one is disclosed in FIG. 2), thereby constituting the transmission case 7. is doing.

  A clutch plate 20 of the clutch device C is fixed to a spline portion 19 formed at the front end of the input shaft 1 so that the clutch plate 20 receives the rotational driving force of the engine E from the flywheel F of the engine E. It is composed.

  A four-speed drive gear 13 is fitted and fixed to the input shaft 1 adjacent to the front bearing member 11 and firmly fixed, while the first-speed drive gear 14 and the second-speed and third-speed drive gear 15 are fixed. Is formed integrally with the input shaft 1. A needle bearing n is interposed between the 6-speed drive gear 16 and the 5th-speed drive gear 17 that are supported to idle and the input shaft 1.

As described above, the first-speed drive gear 14 and the second-speed and third-speed drive gear 15 are integrally formed with the input shaft 1, so that a low-speed drive gear (14, 15) on which a large drive torque acts. And the coupling strength between the input shaft 1 can be increased.
In particular, the first-speed drive gear 14 and the second-speed and third-speed drive gear 15 function as drive gears for two shift speeds (first speed, reverse speed, second speed, and third speed). It is necessary to increase the frequency at which the drive torque acts than the gear and increase the coupling strength, but in this embodiment, since it is formed integrally with the input shaft 1, even if an extra reinforcing structure is not used, The coupling strength with the input shaft 1 can be increased.

  The 5-6 synchronizer 18 includes a clutch hub 18a, a sleeve 18b, and a synchronizer unit 18c, as in the known synchronizer, and includes the 6-speed drive gear 16 or the 5-speed drive gear 17 and the input shaft 1. It is configured to be linked in synchronization.

  The 6-speed drive gear 16 and the 5-speed drive gear 17 have a large-diameter 6-speed drive gear 16 disposed on the front side of the transmission and a small-diameter 5-speed drive gear 17 disposed on the rear side of the transmission. Yes. For this reason, the external dimension of the transmission rear-end part of the input shaft 1 can be made as small as possible.

  The first countershaft 2 is integrally formed with a first output gear 23 adjacent to the front bearing member 21. A needle bearing n is interposed between the first-speed driven gear 24 and the second-speed driven gear 25 that are supported to idle.

  The 1-2 synchronizer 26 is also provided with a clutch hub, a sleeve, and a synchronizer unit (not provided with a symbol), similarly to the known synchronizer, and the first-speed driven gear 24 or the second-speed driven gear 25 is provided. The first counter shaft 2 is configured to be connected in synchronization.

  The first-speed driven gear 24 and the second-speed driven gear 25 are arranged with a large-diameter first-speed driven gear 24 on the front side of the transmission and a small-diameter two-speed driven gear on the rear side of the transmission. 25 is arranged. For this reason, the external dimension of the transmission rear-end part of the 1st countershaft 2 can also be made as small as possible.

  As described above, since the gear arrangement of the first counter shaft 2 and the gear arrangement of the input shaft 1 are set, in the transmission TM of the present embodiment, the rear end portion of the transmission can be configured compactly. Can increase the sex.

  That is, as shown in the perspective view of the transmission in the in-vehicle state as viewed from the front side of the vehicle in FIG. The side frame SF is disposed, and the transmission TM needs to be disposed so as not to interfere with the front side frame SF.

  Here, a 5-speed drive gear 17 having a diameter smaller than that of the 6-speed drive gear 16 is arranged at the rear end portion of the transmission of the input shaft 1, and the first speed is provided at the rear end portion of the transmission of the first counter shaft 2. Since the second-speed drive gear 25 having a smaller diameter than the driven gear 24 is arranged, the rear end portion 7a of the transmission case 7 can be made compact, and interference with the front side frame SF can be prevented. .

  As shown in FIG. 2, the second counter shaft 3 is integrally formed with a second output gear 33 adjacent to the front bearing member 31. Further, a needle bearing n is interposed between the fourth-speed driven gear 34 and the third-speed driven gear 35 that are supported for free rotation. At the rear, the 6th speed driven gear 36 and the 5th speed driven gear 37 are fixed by fitting.

  The 3-4 synchronizer 38 is also provided with a clutch hub, a sleeve, and a synchronizer unit (not provided with a reference numeral), like the other synchronizers, and the 4-speed driven gear 34 or the 3-speed driven gear 35; The second counter shaft 3 is configured to be connected in synchronization.

  The reverse shaft 4 also integrally forms a third output gear 43 adjacent to the front bearing member 41. Further, a needle bearing n is interposed between the reverse gear 44 and the idle supported.

  The R synchronization device 45 also includes a clutch hub, a sleeve, and a synchronizer unit (not provided with a reference numeral), and is configured to connect the reverse gear 44 and the reverse shaft 4 in synchronization.

  The final ring gear 6 is fastened and fixed to the outer periphery of the differential casing 52 of the differential device 51 disposed on the drive shaft 5 by fastening bolts 53. The final ring gear 6 uses the first output gear 23, the second output gear 23, and the like. All the rotational driving forces from the second output gear 33 and the third output gear 43 are received.

  The differential casing 52 of the differential device 51 is supported by the clutch housing 8 and the transmission casing 9 via bearing members 54 and 55.

  As can be seen from FIG. 2, the lengths of the input shaft 1, the first counter shaft 2, the second counter shaft 3, and the reverse shaft 4 are changed depending on the number of transmission gears arranged.

  In particular, the first counter shaft 2 is configured to be shorter than the second counter shaft 3 because only the first gear driven gear 24 and the second gear driven gear 25 are provided. Also, the reverse shaft 4 is configured to be shorter because only the reverse gear 44 is provided.

  As described above, by configuring the first counter shaft 2 and the reverse shaft 4 to be short, the transmission TM of the present embodiment improves the mountability to the vehicle.

  Next, the structure of the shift operation mechanism of this embodiment will be described with reference to FIGS. 4 is a see-through side view of the shift operation mechanism including the positional relationship of each axis in the vehicle mounted state, FIG. 5 is an upper perspective view of the shift operation mechanism as viewed from the X direction in FIG. 4, and FIG. 7 is a cross-sectional view taken along line BB in FIG. 4, FIG. 8 is a cross-sectional view taken along line CC in FIG. 4, and FIG. 9 is a shift gate pattern diagram of the shift operation mechanism. It is.

  As shown in FIG. 4, the shift operation mechanism 100 includes a control rod 101 arranged to extend in the vertical direction on the vehicle front side of the transmission TM, and a first shift provided at the vertical position of the control rod 101. A plurality of shift forks 104, 105, 106, 107 for operating a synchronization device installed on the input shaft or the like by engaging with the first shift finger 102 and the second shift finger 103; Is provided.

  First, the control rod 101 is formed of a round rod-shaped rod member, is located on the vehicle front side of the input shaft 1, the second counter shaft 3, etc., and substantially orthogonal to these drive shafts 1, 2, 3, 4 It is installed to do.

  At the upper end of the control rod 101, a shift / select operation from a change lever (not shown) operated by the driver is received via the cable G, and a counterweight 108 for improving the shift feeling is pinned. Yes.

  A lid-like case member 109 that partitions the inside and outside of the transmission case 7 is provided below the counterweight 108. A through hole 109a is formed in the center of the lid-like case member 109, and the control rod 101 is installed so as to penetrate vertically through the through hole 109a. Reference numeral 110 denotes a seal member. By the lid-like case member 109, the upper portion of the control rod 101 is pivotally supported.

  On the other hand, the lower end of the control rod 101 is pivotally supported by a concave rod receiving portion 111 provided at the lower portion of the transmission case 7. In this way, the control rod 101 is pivotally supported at two locations, the upper and lower ends, so that when it receives a shift and select operation from the change lever, it rotates in the rotational direction as shown ( Shift) and move in the axial direction (select).

  A coil spring 112 is interposed below the control rod 101 in order to support the control rod 101 in a floating manner in the vertical direction. The control rod 101 is configured to move freely in the vertical direction by the balance between the coil spring 112 and the counterweight 108 in the vertical direction.

  The first shift finger 102 is configured by a substantially rectangular protruding piece that protrudes in a substantially perpendicular direction toward the opposite side of the input shaft 1, that is, the front side of the vehicle. And this 1st shift finger 102 is provided as one component of the lower finger unit 120 installed in the center lower part side of the control rod 101. FIG.

  Further, the lower finger unit 120 includes a deformed cylindrical portion 121 forming the first shift finger 102, and a cylindrical upper fork locking portion 122 and a lower fork locking portion 123 provided at the upper and lower positions thereof. The lower finger unit 120 is configured by fixing the fork locking portions 122 and 123 to the deformed cylindrical portion 121.

  And the lower finger unit 120 is being fixed to the control rod 101 by pin-fixing the unusual shape cylindrical part 121 (refer FIG. 5).

  Contrary to the first shift finger 102, the second shift finger 103 is configured by a substantially rectangular protruding piece that protrudes in a substantially right angle direction toward the input shaft 1 side, that is, the vehicle rear side. And this 2nd shift finger 103 is provided as one component of the upper finger unit 130 installed in the center upper part side of the control rod 101. FIG.

  The upper finger unit 130 includes a modified cylindrical unit upper 133 in which the second shift finger 103 is formed, and a modified cylindrical unit lower 134.

  5, in addition to the second shift finger 103, the unit upper 133 of the upper finger unit 130 has a shift fork locking portion 135 formed in a curved surface and a detent that generates a detent load in the shift direction. The mechanism 136, a guide pin 137 that engages and guides the position of the control rod 101 with the guide plate, and a neutral detection peak portion 138 that abuts against the neutral switch 131 (see FIG. 4) and detects the neutral position are arranged in the circumferential direction. Respectively.

  On the other hand, the unit lower 134 is in contact with a shift fork locking portion 139 formed in a semi-cylindrical shape on the rear side of the vehicle and a detent mechanism 132 (see FIG. 4) provided on the front side of the vehicle. A detent valley 140 that defines the position is provided.

  Thus, the upper finger unit 130 constituted by the unit upper 133 and the unit lower 134 including a plurality of components is fixed to the control rod 101 by fixing the unit lower 134 with pins.

  As shown in FIG. 4, the plurality of shift forks operate a 5-6 shift fork 105 that operates the 5-6 synchronizer 18 on the input shaft 1 and a 3-4 synchronizer 38 on the second counter shaft 3. A 3-4 shift fork 104, a 1-2 shift fork 106 for operating the 1-2 synchronizer 26 on the first countershaft 2, and an R shift fork 107 for operating the R synchronizer 45 on the reverse shaft 4 Is provided.

  Among these, the 5-6 shift fork 105 and the 3-4 shift fork 104 are controlled by the first shift finger 102, and the 1-2 shift fork 106 and the R shift fork 107 are controlled by the second shift finger 103.

  First, the 5-6 shift fork 105 includes a bifurcated engagement fork portion 105A that engages with a sleeve 18b (see FIG. 2) of the 5-6 synchronizer 18 on the input shaft 1, and the engagement fork portion 105A. On the other hand, a transmission arm portion 105B extending in the vehicle front-rear direction for transmitting a shift operation force from the first shift finger 102 is provided.

  Also, the 3-4 shift fork 104 is engaged with the sleeve of the 3-4 synchronizer 38 on the second countershaft 3, and the fork portion 104A has a second shape with respect to the engagement fork portion 104A. A transmission arm 104B extending in the vehicle front-rear direction for transmitting a shift operation force from one shift finger 102 is provided (see FIGS. 5 and 7).

  Both the 5-6 shift fork 105 and the 3-4 shift fork 104 are supported on a first fork shaft 150 extending in parallel with the input shaft 1 and the like. The first fork shaft 150 is installed at an intermediate position between the input shaft 1 and the second counter shaft 3 on the vehicle rear side close to the control rod 101 and in the vertical direction.

  As shown in FIG. 7, the transmission arm portion 105B of the 5-6 shift fork 105 extends to the vehicle front side so as to turn the control rod 101 from the left side of the drawing. A gate portion 105C with which the finger 102 is engaged is provided.

  On the other hand, the transmission arm portion 104B of the 3-4 shift fork 104 extends to the vehicle front side so as to turn the control rod 101 from the right side of the drawing, and the first shift finger 102 engages on the vehicle front side of the control rod 101. The gate portion 104 </ b> C is provided so as to overlap with the gate portion 105 </ b> C of the 5-6 shift fork 105.

  In addition, these gate parts 104C and 105C are shape | molded with the iron material in order to ensure the rigidity at the time of engaging with the 1st shift finger 102. FIG. Further, the other transmission arm portions 104B and 105B and the engaging fork portions 104A and 105A are formed of an aluminum alloy in order to reduce weight and improve wear resistance.

  As shown in FIG. 7, the first fork shaft 150 is fixed to the 3-4 shift fork 104 and extends parallel to the input shaft 1, and the 3-4 fork rod 104D is slidable on the 3-4 fork rod 104D. And a 5-6 shift fork tubular portion 105D supported by the shaft. Further, both ends of the 3-4 fork rod 104D are pivotally supported by the bearing portions 151 and 152 of the transmission case 7.

  By configuring the first fork shaft 150 in this way, when the 3-4 shift fork 104 is moved in the shift direction, the 3-4 fork rod 104D slides on the bearing portions 151, 152 in the axial direction. Moving. On the other hand, when the 5-6 shift fork 105 is moved in the shift direction, the cylindrical portion 105D slides on the 3-4 fork rod 104D and moves in the axial direction.

  As shown in FIG. 6, the operation in the select direction is the first shift because the gate portion 104C of the 3-4 shift fork 104 and the gate portion 105C of the 5-6 shift fork 105 are overlapped in the vertical direction. This is performed by moving the finger 102 in the axial direction of the control rod 101.

  Next, as shown in FIG. 4, the 1-2 shift fork 106 includes a bifurcated engagement fork portion 106 </ b> A that engages with the sleeve of the 1-2 synchronizer 26 on the first counter shaft 2, and this engagement. A transmission arm portion 106B extending in the vehicle front-rear direction for transmitting a shift operation force from the second shift finger 103 to the combined fork portion 106A is provided.

  Further, the R shift fork 107 is also engaged with the sleeve of the R synchronizer 45 on the reverse shaft 4 and the fork portion 107A having a forked shape, and the second shift finger 103 from the engagement fork portion 107A. And a transmission arm portion 107B extending in the vehicle front-rear direction for transmitting the shift operation force.

  Both the 1-2 shift fork 106 and the R shift fork 107 are also supported on a second fork shaft 160 extending parallel to the input shaft 1 and the like. The second fork shaft 160 is installed at a position above the first counter shaft 2 and at a vehicle rear side position from the input shaft 1.

  Further, the R shift fork 107 is also supported by a third fork shaft 170 installed on the vehicle rear side of the first counter shaft 2. This is because the support points are increased in order to prevent the R shift fork 107 from curling due to the long transmission arm portion 107B of the R shift fork 107.

  As shown in FIG. 8, the transmission arm portion 106 </ b> B of the 1-2 shift fork 106 extends in the vehicle front-rear direction, and a gate portion 106 </ b> C with which the second shift finger 103 engages is provided on the vehicle rear side of the control rod 101. Provided. The gate portion 106C is also formed of an iron material in the same manner as the 5-6 shift fork 105 described above to ensure strength.

  On the other hand, the transmission arm portion 107B of the R shift fork 107 also extends in the vehicle front-rear direction, and a gate portion 107C with which the second shift finger 103 is engaged is provided on the vehicle rear side of the control rod 101.

  However, in the transmission arm portion 107B of the R shift fork 107, not only the gate portion 107C but also the first arm member 107E extending to the position of the third fork shaft 170 is formed of an iron material. As a result, the rigidity of the transmission arm 107B extending to the position farthest from the control rod 101 is increased.

  The transmission arm portion 107B includes a first arm member 107E and a cylindrical second arm member 107F. A spherical joint 107G provided at the rear end of the first arm member 107E is connected to the first arm member 107E. The second arm member 107F is connected.

  In addition, 137A of FIG. 8 is a guide plate with which the guide pin 137 engages, 136A is a detent plate with which the detent mechanism 136 of a shift direction contacts.

  The second fork shaft 160 is pin-fixed to the R shift fork 107 (first arm member 107E), and is slidably supported on the R1 fork rod 107H and an R1 fork rod 107H extending in parallel with the input shaft 1. 1-2 shift fork cylindrical portion 106D. The R1 fork rod 107H is pivotally supported at both ends by the bearings 161 and 162 of the transmission case 7 so as to be slidable.

  In this way, by configuring the second fork shaft 160, also in this case, when the R shift fork 107 is moved in the shift direction, the R1 fork rod 107H slides on the bearing portions 161 and 162 and moves in the axial direction. When the 1-2 shift fork 106 is moved in the shift direction, the cylindrical portion 106D slides on the R1 fork rod 107H and moves in the axial direction.

  The third fork shaft 170 is configured by an R2 fork rod 107I pin-fixed to the R shift fork 107 (second arm member 107F). The R2 fork rod 107I has both ends thereof at the bearing portion of the transmission case 7. 171 and 172 are slidably supported on the shaft.

  For this reason, the R shift fork 107 can be moved in the axial direction on the third fork shaft 170.

  Regarding the operation in the select direction, since the gate portion 107C of the R shift fork 107 and the gate portion 106C of the 1-2 shift fork 106 are overlapped in the vertical direction, the second shift finger 103 is moved to the control rod 101. This is done by moving in the axial direction.

  The shift operation mechanism 100 of this embodiment configured as described above performs a shift / select operation using the shift gate pattern shown in FIG.

  That is, the R line 181 is set on the left side of the 1st-2nd speed line 180 and the 3rd-4th speed line 182 and the 5th-6th speed line 183 are set on the right side of the 1st-2nd speed line 180, respectively. Shift / select operation is performed according to the gate pattern.

Here, as shown in FIG. 1, with respect to the 3-4 synchronizer 38 and the 5-6 synchronizer 18, the 1-2 synchronizer 26 and the R synchronizer 45 set the shift switching direction in reverse. Yes.
Specifically, the upshift direction of the 3-4 synchronizer 38 and the 5-6 synchronizer 18 is the front side of the transmission, while the upshift direction of the 1-2 synchronizer 26 and the R synchronizer 45 is. (R synchronization device 45 is idling direction) is the rear side of the transmission.

  As described above, in order to secure a space above the rear end of the transmission, the low-speed 5-speed drive gear is installed on the rear side of the transmission on the input shaft. This is because, on one countershaft, a low-speed first-speed driven gear is installed on the front side of the transmission.

  With respect to the point in which the shift switching direction is set in the reverse direction, the shift operation mechanism 100 of the present embodiment has a first shift finger 102 that controls the 3-4 synchronizer 38 and the 5-6 synchronizer 18, and 1- Since the second shift finger 103 that controls the two synchronization device 26 and the R synchronization device 45 is provided 180 degrees apart from the control rod 101 and protrudes in the opposite direction, the movement in the same rotational direction is reversed. The shift operation direction is reversed by converting the stroke so that the stroke is directed.

  For this reason, in the present embodiment, the shift operation mechanism 100 can be configured without newly providing a reversing mechanism or the like in the shift fork or the like, and the shift operation mechanism 100 can be provided even if the switching direction of the shift operation is reversed. Can be configured compactly.

Next, the effect of this embodiment comprised in this way is demonstrated.
The transmission TM of this embodiment includes a first counter shaft 2 disposed above the input shaft 1, a first-speed driven gear 24 that is idle-supported on the first counter shaft 2, and a second-speed gear. A driven gear 25, a 1-2 synchronizer 26 that couples the first-speed driven gear 24 or the second-speed driven gear 25 to the first countershaft 2, and a transmission rear end on the input shaft 1 A 5-speed drive gear 17 and a 6-speed drive gear 16 that are supported in a free-rotating manner, and a 5-6 synchronizer 18 that connects the 5-speed drive gear 17 or the 6-speed drive gear 16 to the input shaft 1. On the first counter shaft 2, a first-speed driven gear 24 and a second-speed driven gear 25 are arranged in order from the front side of the transmission, and on the input shaft 1 for the sixth speed in order from the front side of the transmission. Arranged with drive gear 16, 5th speed drive gear 17, 1-2 synchronizer 26 and 5-6 synchronizer 18 is set so as to reverse the switched direction.

Thus, on the input shaft 1, the 5-speed drive gear 17 having a smaller diameter than the 6-speed drive gear 16 is disposed at the rear end of the transmission, and on the first counter shaft 2, 1 is provided on the rear side of the transmission. The second speed driven gear 25 having a smaller diameter than the speed driven gear 24 is arranged.
Then, by reversing the switching direction of the 1-2 synchronizer 26 and the 5-6 synchronizer 18, the gear train of the 6th speed drive gear 16 and the 5th speed drive gear 17, and the 1st speed driven gear 24, Even if the arrangement order of the gear train of the second-speed driven gear 25 is reversed, the switching direction of the low speed stage and the high speed stage of the shift operation is made to coincide.
For this reason, the diameters of the transmission gear at the rear end of the input shaft 1 and the transmission gear at the rear end of the first counter shaft 2 can be reduced without complicating the shift operation direction, The rear end portion of the input shaft 1 and the rear end portion of the first counter shaft 2 located above the input shaft 1 can be configured in a compact manner.
Therefore, in addition to the input shaft 1, there are provided three shafts such as the first counter shaft 2, the second counter shaft 3, and the reverse shaft 4, and the first to third output gears 23, 33 for driving the final ring gear 6 on each shaft. , 43, the rear end portion of the input shaft 1 and the rear end portion of the first counter shaft 2 positioned above can be compactly configured to improve vehicle mountability.

Further, in this embodiment, the second counter shaft 3 disposed below the input shaft 1, the third speed driven gear 35 and the fourth speed driven driven supported on the second counter shaft 3 by idle rotation. A gear 34, a 3-4 synchronizer 38 that connects the third speed driven gear 35 or the fourth speed driven gear 34 to the second countershaft 3, and a reverse disposed at a position higher than the first countershaft 2. A shaft 4, a reverse gear 44 that is idle-supported on the reverse shaft 4, and an R synchronization device 45 that couples the reverse gear 44 to the reverse shaft 4 are provided. The switching direction of the device 38 is aligned, and the switching direction of the 1-2 synchronizing device 26 and the R synchronizing device 45 is set to be aligned.
As a result, the switching directions of the 5-6 synchronizer 18 and the 3-4 synchronizer 38 coincide, and the switching directions of the 1-2 synchronizer 26 and the R synchronizer 45 coincide.
For this reason, the switching direction of the shift operation between the 1-2 synchronizer 26 on the input shaft 1 and the 3-4 synchronizer 38 on the second countershaft 3 located close to and adjacent thereto is made to coincide. Can do. On the other hand, the switching direction of the shift operation between the 5-6 synchronizer 18 on the first countershaft 2 above the input shaft 1 and the R synchronizer 45 on the reverse shaft 4 positioned close to and above the first countershaft 2 is changed. Can be matched.
Therefore, the shift operation mechanism can be shared for each of the adjacent synchronization devices (5-6 synchronization device 18 and 3-4 synchronization device 38, 1-2 synchronization device 26 and R synchronization device 45 (see FIG. 4)). Even if the switching direction of each synchronization device (18, 38, 26, 45) is reversed, the speed change operation mechanism can be simplified.

In this embodiment, a plurality of shift forks (104, 105, 106, 107) for operating the 1-2 synchronizer 26, the 5-6 synchronizer 18, the 3-4 synchronizer 38, and the R synchronizer 45, The control rod 101 that controls the plurality of shift forks via shift fingers is provided, and the 5-6 shift fork 105 that operates the 5-6 synchronizer 18 and the 3-4 synchronizer 38 are operated. The shift fork 104 is controlled by the first shift finger 102 provided on the control rod 101, and the 1-2 shift fork 106 for operating the 1-2 synchronizer 26 and the R shift fork 107 for operating the R synchronizer 45 Is controlled by a second shift finger 103 provided on the opposite side of the first shift finger 102.
Thus, the 5-6 synchronizer 18 and the 3-4 synchronizer 38 are controlled by the first shift finger 102, and the 1-2 synchronizer 26 and the R synchronizer 45 are controlled by the second shift finger 103. .
For this reason, the switching direction of each synchronizer (18, 26, 38, 45) can be reversed simply by controlling with the 1st shift finger 102 and the 2nd shift finger 103 which changed the installation position on the control rod 101. Therefore, the speed change operation mechanism 100 can be configured more simply.
Therefore, even in the transmission TM in which the switching direction of each synchronization device (18, 26, 38, 45) is reversed, the transmission operation mechanism 100 can be configured simply and the transmission operation mechanism 100 can be configured compactly. .

In this embodiment, the reverse gear 44 is driven by the first-speed driven gear 24 on the first counter shaft 2.
As a result, the reverse gear 44 is driven by the first-speed driven gear 24, so that the reverse transmission gear can also be used as the first-speed transmission gear.
For this reason, since it is not necessary to provide the gear which drives the reverse gear 44 on the input shaft 1 separately, the input shaft 1 can be comprised short and the transmission TM can be comprised compactly.
Therefore, the reverse mechanism can be simplified, and the occupied space in the engine room of the transmission TM can be further reduced.

Further, in this embodiment, the second-speed driven gear 25 slidably supported on the first countershaft 2 and the third speed slidably supported on the second countershaft 3 are supported. And a single 2-speed and 3-speed drive gear 15 that is fixed to the input shaft 1 and drives the 2-speed driven gear 25 and the 3-speed driven gear 35 together. ing.
As a result, the second-speed drive gear and the third-speed drive gear are shared by the single second-speed and third-speed drive gear 15, so that the number of gears on the input shaft 1 can be further reduced. .
For this reason, the total length of the input shaft 1 can be further shortened by the reduction in the number of gears.
Therefore, since the input shaft 1 that greatly affects the overall length of the transmission TM can be shortened, the entire transmission TM can be configured to be short, and the vehicle mountability of the transmission TM can be further improved.

In this embodiment, the fourth-speed drive gear 13, the first-speed drive gear 14, the second-speed and third-speed drive gear 15, and the sixth-speed drive gear are sequentially arranged on the input shaft 1 from the front side of the transmission TM. 16 and 5 speed drive gears 17 are arranged.
As a result, the drive gears (13, 14, 15, 16, 17) for the fourth speed, the first speed, the second speed, the third speed, the sixth speed, and the fifth speed are sequentially laid out on the input shaft 1 from the front side of the transmission. Thus, the gear arrangement can be optimized.
In addition, since the drive gears provided on the input shaft 1 can be provided in a total of five to achieve six forward speeds and one reverse speed, the input shaft 1 can be reliably shortened.
Therefore, it is possible to make the transmission TM compact while optimizing the gearing of the transmission TM.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The diff ring gear of the present invention corresponds to the final ring gear 6 of the embodiment,
Similarly,
The first differential drive gear corresponds to the first output gear 23,
The second differential drive gear corresponds to the second output gear 33,
The third differential drive gear corresponds to the third output gear 43,
The first synchronizer corresponds to the 5-6 synchronizer 18,
The second synchronizer corresponds to the 1-2 synchronizer 26,
The third synchronizer corresponds to the 3-4 synchronizer 38,
The fourth synchronizer corresponds to the R synchronizer 45,
The present invention is not limited to the above-described embodiments, but includes embodiments applied to all transmissions.
The transmission of the present invention is not limited to a manual transmission. For example, the control rod for operating the synchronization device is applied to a transmission having an automatic transmission function that is operated by an electric motor, a hydraulic actuator, or the like. Also good.

  In this embodiment, the reversing structure of the switching direction of the shift operation is performed by changing the installation positions of the first shift finger and the second shift finger on the control rod. For example, the switching direction may be reversed using a shift fork of a reversing lever or the like.

The skeleton figure of the gear train of the transmission of this embodiment. The expanded sectional view of a transmission. The perspective view of the transmission in the vehicle-mounted state seen from the vehicle front side. The see-through | perspective side view of the shift operation mechanism shown including the positional relationship of each axis | shaft in a vehicle mounting state. The upper perspective view which looked at the shift operation mechanism from the X direction of FIG. FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 4. FIG. 5 is a cross-sectional view taken along line CC in FIG. 4. The shift gate pattern figure of a shift operation mechanism.

Explanation of symbols

TM ... Transmission 1 ... Input shaft 2 ... First counter shaft 3 ... Second counter shaft 4 ... Reverse shaft 5 ... Drive shaft 6 ... Final ring gear 16 ... 6-speed drive gear 17 ... 5-speed drive gear 18 ... 5 -6 synchronizer 24 ... 1st speed driven gear 25 ... 2nd speed driven gear 26 ... 1-2 synchronizer 34 ... 4th speed driven gear 35 ... 3rd speed driven gear 38 ... 3-4 synchronizer 44 ... Reverse gear 45 ... R synchronization device

Claims (6)

An input shaft for inputting driving force from the engine, a first counter shaft, a second counter shaft, and a reverse shaft arranged in parallel to the input shaft, and a first counter shaft, a second counter shaft, and a reverse shaft, respectively. A first differential drive gear, a second differential drive gear, and a third differential drive gear that are fixedly installed to drive the differential ring gear on the drive shaft, a plurality of speed change drive gears provided on the input shaft, and the speed change drive A plurality of shift driven gears provided on the first countershaft and the second countershaft, which are always meshed with a gear, to achieve 6 forward speeds and 1 reverse speed,
The first counter shaft disposed above the input shaft;
A first-speed driven gear and a second-speed driven gear idle supported on the first countershaft;
A first synchronizer for connecting the first-speed driven gear or the second-speed driven gear to the first countershaft;
A 5-speed drive gear and a 6-speed drive gear that are idle-supported at the opposite end of the engine on the input shaft;
A second synchronizer for connecting the 5-speed drive gear or the 6-speed drive gear to the input shaft;
On the first counter shaft, a first-speed driven gear and a second-speed driven gear are arranged in order from the engine side. On the input shaft, a sixth-speed driving gear and a fifth-speed driving gear are sequentially arranged from the engine side. And place
A transmission in which the switching direction of the first synchronizer and the second synchronizer is reversed. The second counter shaft arranged at a position below the input shaft;
A third-speed driven gear and a fourth-speed driven gear idle supported on the second countershaft;
A third synchronizer for connecting the third-speed driven gear or the fourth-speed driven gear to the second countershaft;
The reverse shaft disposed at a position higher than the first counter shaft;
A reverse gear supported idle on the reverse shaft;
A fourth synchronizer for connecting the reverse gear to the reverse shaft;
Align the switching direction of the second sync device and the third sync device,
The transmission according to claim 1, wherein switching directions of the first synchronizer and the fourth synchronizer are aligned. A plurality of shift forks that respectively operate the first sync device, the second sync device, the third sync device, and the fourth sync device;
A control rod for controlling the plurality of shift forks via shift fingers,
A shift fork for operating the second synchronizer and a shift fork for operating the third synchronizer are controlled by a first shift finger provided on the control rod,
The shift fork for operating the first synchronizer and the shift fork for operating the fourth synchronizer are controlled by a second shift finger provided on the opposite side of the first shift finger of the control rod. transmission. The transmission according to any one of claims 1 to 3, wherein the reverse gear is driven by a first-speed driven gear on the first countershaft. A second-speed driven gear that is slidably supported on the first countershaft;
A third-speed driven gear that is slidably supported on the second countershaft;
The speed change according to any one of claims 1 to 4, further comprising a single second-speed and third-speed drive gear fixed to the input shaft and driving both the second-speed driven gear and the third-speed driven gear. Machine. The fourth-speed drive gear, the first-speed drive gear, the second-speed and third-speed drive gear, the sixth-speed drive gear, and the fifth-speed drive gear are arranged in order from the engine side on the input shaft. Gearbox.

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