JP2017116062A - Shift operation mechanism of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve operability in a case when a link rod-type shift operation mechanism is applied to a vertical type transmission.SOLUTION: In a shift operation mechanism of a transmission including a transmission case 300 accommodating a transmission mechanism, a control rod accommodated in the transmission case 300 and extended in a longitudinal direction of a car body, a change lever 200 disposed at a car body rear side with respect to a rear end portion of the control rod, a change rod 190 connecting the rear end portion of the control rod and a lower end portion of the change lever 200, and a joint portion 192 connecting the rear end portion of the control rod and a front edge portion of the change rod 190, a bulged portion 310 bulged upward, is disposed on a car body front part with respect to a rear end wall portion 330 of the transmission case 300, and the control rod is penetrated through a rear end wall portion of the bulged portion 310.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a speed change operation mechanism of a transmission mounted on a vehicle, and belongs to the field of vehicle power transmission technology.

  Generally, a transmission mechanism of a manual transmission mounted on a front engine / rear drive type automobile (FR vehicle) is arranged in parallel with the main shaft arranged on the same axis as the output shaft of the engine. Counter shaft. The main shaft is composed of an input shaft connected to the engine output shaft via the clutch, and an output shaft arranged on the same axis as the input shaft and connected to the drive wheel side via the propeller shaft. .

  A plurality of forward gear trains, usually one reverse gear train and one reduction gear train are provided between the main shaft and the counter shaft. The reduction gear train and the forward gear train are generally always meshed, and either the regular mesh or selective sliding is employed as the reverse gear train.

  The reduction gear train is composed of a pair of fixed gears that reduce and transmit rotation between the main shaft and the countershaft, and is always in a power transmission state regardless of the gear position. The reduction gear train is provided either between the input shaft and the counter shaft or between the output shaft and the counter shaft. The former transmission mechanism is an input reduction type, and the latter transmission mechanism is an output reduction. Called type.

  In the input reduction type speed change mechanism, the rotation input to the input shaft from the engine side is first decelerated in the reduction gear train and transmitted to the counter shaft, and from the counter shaft via the gear train corresponding to the desired gear stage. It is transmitted to the output shaft. In the output reduction type transmission mechanism, the rotation input to the input shaft is first transmitted to the countershaft via the gear train corresponding to the desired gear position, and the rotation of the countershaft is decelerated in the reduction gear train. Is transmitted to the output shaft.

  The gear train of each forward gear stage includes a fixed gear fixed to one of the main shaft or the counter shaft, and a loosely fitted gear that is loosely fitted to the other shaft and always meshes with the fixed gear. By this, the rotation of the loosely fitted gear and the shaft is synchronized, so that the power transmission state in this gear train is smoothly realized. Note that a gear train is not provided in the direct transmission speed stage that directly connects the input shaft and the output shaft, and the realization of the direct connection speed stage is achieved by synchronizing the rotation of the input shaft and the output shaft by the synchronization device.

  The normally meshing reverse gear train generally has a fixed gear provided on one of the main shaft or the counter shaft, a loosely fitted gear provided on the other shaft, and an intermediate between these gears. A reversing gear for reversing the rotation direction, and the synchronizer synchronizes the rotation of the loosely-fitted gear and the shaft to achieve a power transmission state.

  The selective sliding type reverse gear train includes a reverse main gear fixed to the main shaft, a reverse counter gear fixed to the counter shaft, and a reverse idle gear supported to be slidable in the axial direction on the reverse shaft. Consists of. The reverse idle gear constitutes a sliding mechanism together with a reverse lever having one end engaged with the reverse idle gear. When the sliding mechanism is operated, the reverse idle gear slides on the reverse shaft in conjunction with the swing of the reverse lever. As the idle gear meshes with the reverse main gear and the reverse counter gear, the reverse gear train is in a power transmission state.

  The shift operation mechanism of the manual transmission is usually provided with a control rod that rotates and moves in the axial direction in conjunction with a change lever select operation and a shift operation. A shift finger is fixed to the control rod, and a shift-in mechanism such as a synchronizer or a sliding mechanism corresponding to a desired gear stage is obtained by the operation of a shift-in member interlocked with the rotation or axial movement of the shift finger. Is activated.

  In a shift operation mechanism of a manual transmission mounted on an FR vehicle, the control rod is usually arranged so as to extend substantially horizontally along the axial direction of the transmission mechanism, that is, the longitudinal direction of the vehicle body. The control rod and the shift finger fixed thereto rotate in conjunction with the change lever select operation, and the lever portion of the shift finger engages with the shift-in member corresponding to the gear selected by the select operation. To do. When the change lever is shifted in this state, the control rod moves in the axial direction together with the shift finger, and the shift-in member engaged with the lever portion of the shift finger moves in the axial direction. As a result, the shift-in mechanism is activated, and the gear train of the desired shift stage is in the power transmission state.

  As a method of connecting the change lever and the control rod, a so-called cable method in which a select cable and a shift cable are interposed between them, a direct engagement of the lower end side of the change lever with the control rod directly without interposing a cable. There is known a rod method, a link rod method in which a lower end side of a change lever is engaged with a change rod connected to a rear end side of a control rod through a joint portion such as a cross joint.

  As disclosed in Patent Document 1, when the link rod method is employed, the control rod typically penetrates the rear end wall portion of the transmission case and protrudes from the rear end wall portion to the vehicle body rear side. In the part, it is connected to the change rod via the joint part. In this type of speed change operation mechanism, the transmission efficiency of the operation load from the change rod to the control rod increases as the bending angle of the change rod with respect to the control rod in the joint portion decreases. The “bending angle” here refers to the inclination angle of a straight line passing through the connecting portion of the change rod to the control rod and the connecting portion to the change lever with respect to the axis of the control rod.

  The bending angle of the change rod with respect to the control rod becomes smaller as the distance in the longitudinal direction of the vehicle body from the connection portion of the change rod with the control rod to the connection portion with the change lever increases. Further, when the axis of the control rod is arranged along the horizontal direction, the bending angle becomes smaller as the difference in height between the connecting portion of the change rod to the control rod and the connecting portion to the change lever is smaller. .

European Patent Application No. 2757289

  However, in a vertical manual transmission mounted on an FR vehicle or the like, the space in the vehicle body front-rear direction between the rear end wall portion of the transmission case and the change lever is narrow, and a link rod type shift operation mechanism is employed. In this case, the distance in the longitudinal direction of the vehicle body between the rear end portion of the control rod penetrating the rear end wall portion of the transmission case and the lower end portion of the change lever tends to be small. For this reason, when the lower end portion of the change lever is positioned higher than the control rod, the bending angle of the change rod with respect to the control rod tends to increase.

  Further, in a vehicle such as an SUV (Sport Utility Vehicle) in which a driver's seat is provided at a relatively high position, the knob of the change lever is also provided at a high position. In this case, if the length of the change lever is extended without changing the height of the lower end of the change lever, the operability will not deteriorate due to an increase in the shift operation amount, and the shift operation amount will not increase. When the swing angle of the change lever is reduced, the shift feeling may be impaired. For this reason, a change lever having a general length may be disposed at a higher position than usual. In this case, the height difference between the lower end portion of the change lever and the control rod tends to be large, so the above-described control lever. The bending angle of the change rod with respect to the rod tends to be particularly large.

  Therefore, when a link rod type shift operation mechanism is employed in a conventional vertical manual transmission, the transmission efficiency of the operation load from the change rod to the control rod, in particular, the transmission efficiency of the shift operation load tends to be low. There is a tendency, and there is room for improvement in terms of improvement in operability.

  Therefore, an object of the present invention is to improve the operability when a link rod type speed change operation mechanism is employed in a longitudinal transmission.

  In order to solve the above-described problems, the transmission operating mechanism of the transmission according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
A transmission case that houses the transmission mechanism, a control rod that is housed in the transmission case and extends in the longitudinal direction of the vehicle body, a change lever that is disposed on the rear side of the vehicle body with respect to the rear end portion of the control rod, and the control rod A transmission operating mechanism for a transmission, comprising: a change rod that connects a rear end of the control rod to a lower end of the change lever; and a joint that connects the rear end of the control rod and the front end of the change rod. And
A bulging portion bulging upward is provided on the front side of the vehicle body from the rear end wall portion of the transmission case,
The control rod penetrates a rear end wall portion of the bulging portion.

According to a second aspect of the present invention, there is provided a transmission operation mechanism for a transmission according to the second aspect of the present invention.
The transmission case includes a transmission case having the bulging portion, and a clutch housing coupled to the vehicle body front side of the transmission case,
The clutch housing is provided with a fitting hole for fitting and supporting the front end portion of the control rod.

Furthermore, the speed change operation mechanism of the transmission according to the invention of claim 3 is the invention according to claim 2,
The bulging portion is open to a mating surface with the clutch housing in the transmission case.

According to a fourth aspect of the present invention, the transmission operating mechanism of the transmission according to the fourth aspect of the present invention is the invention according to any one of the first to third aspects,
A support body for supporting the large sphere of the change lever on the vehicle body;
The support includes a support portion that supports the large sphere portion from below, and an arm portion that extends from the support portion to the vehicle body front side and connects the support portion to the transmission case.
The arm portion is connected to the transmission case via a pair of connecting portions disposed on both sides in the vehicle body width direction of the control rod portion protruding from the bulging portion to the vehicle body rear side. And

Furthermore, the shift operation mechanism of the transmission according to the invention of claim 5 is the invention according to any one of claims 1 to 4,
The control rod is a first control rod connected to the change rod via the joint portion,
The first control rod is connected to a second control rod disposed in parallel to the first control rod in the transmission case via a predetermined communication mechanism,
A shift finger for selectively operating a plurality of shift-in mechanisms is provided on the second control rod.

Furthermore, the speed change operation mechanism of the transmission according to the invention of claim 6 is the invention according to claim 5,
The communication mechanism is a reversing mechanism that moves the second control rod to the other side in the axial direction when the first control rod moves to one side in the axial direction in conjunction with a shift operation. .

  According to the invention described in claim 1 of the present application, since the control rod penetrates the rear end wall portion of the upward bulging portion in the transmission case, the control rod can be attached to the rear end wall portion of the transmission case. Compared with the conventional structure which penetrates, the joint part of a control rod and a change rod can be arrange | positioned at the vehicle body front side. Therefore, it is possible to ensure a large distance in the longitudinal direction of the vehicle body between the lower end portion of the change lever disposed on the rear side of the vehicle body with respect to the rear end portion of the control rod and the joint portion. As a result, the bending angle of the change rod with respect to the control rod is reduced, so that the transmission efficiency of the operation load from the change rod to the control rod, particularly the transmission efficiency of the shift operation load, can be improved, thereby improving the operability. it can.

  In addition, since the control rod penetrates the rear end wall portion of the bulging portion located at a relatively upper portion of the transmission case, the joint portion is disposed at a relatively high position. For this reason, in a vehicle in which the lower end of the change lever is arranged higher than usual, the above-described bending angle is effectively reduced by reducing the difference in height between the joint and the lower end of the change lever. Can increase the sex.

  According to the invention described in claim 2, since the fitting hole for fitting and supporting the front end portion of the control rod is provided in the clutch housing, the various parts of the speed change operation mechanism including the control rod are placed on the clutch housing side in advance. The assembled structure of the transmission can be improved by coupling the transmission case to the clutch housing in the assembled state.

  If the invention according to claim 3 is applied to the invention according to claim 2, the bulging part is formed in the front part of the vehicle body in the transmission case by utilizing the coupling part with the clutch housing in the transmission case. However, the control rod can be easily accommodated across the internal space of the clutch housing and the internal space of the bulging portion.

  According to the fourth aspect of the present invention, the connecting portion between the arm portion of the support body that supports the large ball portion of the change lever on the vehicle body and the transmission case is located on the vehicle body rear side from the bulging portion of the transmission case. Since the projecting control rod part is arranged on both sides in the vehicle body width direction, the coupling part and the control rod are moved vertically above the transmission case as compared with the case where the coupling part is provided above the control rod. Thus, the transmission can be made compact and the vehicle mountability can be improved.

  According to the fifth aspect of the present invention, a second control rod connected to the first control rod is provided in the transmission case separately from the first control rod connected to the change rod, Since shift fingers for selectively operating a plurality of shift-in mechanisms are provided on the second control rod, the shift fingers can be omitted in the first control rod. For this reason, the first control rod can be shortened, which makes it easier to arrange the joint portion on the front side of the vehicle body, so that the above-described reduction of the bending angle and thus improvement of operability can be realized more effectively. .

  When the invention according to claim 6 is applied to the invention according to claim 5, the first control rod and the second control rod are in communication with each other via a reversing mechanism, so that control during a shift operation can be performed. The moving direction of the rod can be reversed. Therefore, the operation directions of the plurality of shift-in mechanisms operated by the shift fingers on the second control rod can be reversed together by one reversing mechanism. Therefore, the number of parts can be reduced and the speed change operation mechanism can be made compact and light compared to the case where a reversing mechanism is provided for each shift-in mechanism.

It is a skeleton diagram showing a transmission mechanism of a transmission having a transmission operation mechanism according to an embodiment of the present invention. It is a side view which shows a speed change operation mechanism and a transmission case. It is a top view which shows a speed change operation mechanism and a transmission case. It is a figure which shows the shift pattern of a speed change operation mechanism. It is a side view which shows typically the relationship between the shift operation direction and the moving direction of each rod. It is an expanded view which shows typically the structure of the speed change operation mechanism in a transmission case. It is a disassembled perspective view which shows the 1st lever end and sleeve member which were provided in the 1st control rod. It is CC sectional view taken on the line of FIG. 6 which shows the inversion mechanism in a neutral state. It is the EE sectional view taken on the line of FIG. 8 which shows the inversion mechanism. It is a perspective view which shows the shift finger set provided in the 2nd control rod. It is a disassembled perspective view which shows a shift finger and an interlock control member. FIG. 7 is a cross-sectional view taken along the line FF and the line GG in FIG. 6 showing the first and second shift finger sets and their peripheral portions in the neutral state. It is the sectional view on the AA line of FIG. 2 which shows the connection part of the lower end part of a change lever, and the rear-end part of a change rod. FIG. 3 is a cross-sectional view taken along line B-B in FIG. 2, showing a connecting portion between the rear end portion of the first control rod and the front end portion of the change rod and its peripheral portion. It is the HH sectional view taken on the line of FIG. 14 which shows the connection part and its peripheral part.

  Hereinafter, a shift operation mechanism of a transmission according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  The transmission operation mechanism 40 of the transmission according to the present embodiment is provided in, for example, a vertical manual transmission that is mounted on an FR vehicle. The manual transmission has, for example, six forward speeds and one reverse speed, and includes a speed change mechanism 4 shown in FIG.

[Transmission mechanism]
As shown in FIG. 1, the speed change mechanism 4 includes a main shaft 5 that extends in the longitudinal direction of the vehicle body, and a counter shaft 8 that is arranged in parallel to the main shaft 5. The counter shaft 8 is disposed below the main shaft 5.

  The main shaft 5 is disposed on the same axis as the input shaft 6 on the rear side of the vehicle body of the input shaft 6 and the propeller shaft (not shown). ) And an output shaft 7 connected to the drive wheel side. A front end portion of the output shaft 7 is provided with a fitting portion 7 a that is rotatably fitted to the rear end portion of the input shaft 6.

  A plurality of gear trains G0, G1, G2, G3, G4, G5, and GR are provided between the main shaft 5 and the countershaft 8. Specifically, between the input shaft 6 of the main shaft 5 and the countershaft 8, a reverse gear train GR, a first gear train G1, a second gear train G2, a third gear train G3, and a fourth gear train. A gear train G4 and a 5-speed gear train G5 are provided in this order from the front side of the vehicle body, and a reduction gear train G0 is provided between the output shaft 7 of the main shaft 5 and the counter shaft 8.

  The transmission mechanism 4 is a 6-speed direct connection type, and since the input shaft 6 and the output shaft 7 are directly connected in the direct connection speed stage, a 6-speed gear train is not provided.

  As described above, the reduction gear train G0 is provided on the output shaft 7 side, so that a so-called output reduction type transmission mechanism 4 is configured. The reduction gear train G0 includes a drive gear 26 fixed to the counter shaft 8 and a driven gear 16 fixed to the output shaft 7.

  When a gear stage other than the direct gear stage (six speed) is formed, power is supplied from the input shaft 6 to the countershaft 8 via the gear trains G1, G2, G3, G4, G5, and GR that are in the power transmission state. Is transmitted from the counter shaft 8 to the output shaft 7 through the reduction gear train G0. The driven gear 16 of the reduction gear train G0 has a larger diameter than that of the drive gear 26, whereby the rotation of the countershaft 8 is decelerated via the reduction gear train G0 at the speed stage other than the sixth speed, and the output shaft 7 is transmitted. When the sixth speed is established, power is directly transmitted from the input shaft 6 to the output shaft 7 without going through the counter shaft 8.

  The first- and second-speed gear trains G1 and G2 include drive gears 11 and 12 fixed to the input shaft 6 and driven gears 21 and 22 loosely fitted to the counter shaft 8. The gear trains G3, G4, and G5 for the third speed, the fourth speed, and the fifth speed include drive gears 13, 14, and 15 that are loosely fitted to the input shaft 6, and driven gears 23 and 24 that are fixed to the counter shaft 8. 25.

  The reverse gear train GR is a so-called constantly meshing type, and is parallel to the drive gear 10 fixed to the input shaft 6, the driven gear 20 loosely fitted to the counter shaft 8, and the input shaft 6 and the counter shaft 8. An intermediate gear 30 loosely fitted on the reverse shaft 9 is provided. In the reverse gear train GR, the intermediate gear 30 is interposed between the drive gear 10 and the driven gear 20, so that the rotation in the direction opposite to the forward direction is transmitted to the counter shaft 8 and the output shaft 7.

  Further, the counter shaft 8 is provided with synchronizers 31 and 32 for synchronizing the rotation of the counter shaft 8 with the driven gears 20, 21, and 22 of the gear trains G1, G2, and GR for the first speed, the second speed, and the reverse. The input shaft 6 synchronizes the rotation of the input shaft 6 with the drive gears 13, 14, 15 or the output shaft 7 of the gear trains G3, G4, G5 for the third speed, the fourth speed and the fifth speed. Synchronizers 33 and 34 are provided.

  Specifically, on the countershaft 8, a reverse synchronizer 31 used to form a reverse gear is provided adjacent to, for example, the vehicle body front side of the driven gear 20 of the reverse gear train GR. A 1-2 speed synchronizer 32 that is also used for generating a speed is provided between the driven gears 21 and 22 of the first speed gear train G1 and the second speed gear train G2. Further, on the input shaft 6, a 3-4 speed synchronizer 33, which is used for both the 3rd speed and the 4th speed, is provided between the drive gears 13 and 14 of the 3rd speed gear train G3 and the 4th speed gear train G4. Is provided between the drive gear 15 of the fifth-speed gear train G5 and the fitting portion 7a of the output shaft 7. ing.

  When the sync sleeve 31a is slid forward of the vehicle body by the operation of the reverse synchronization device 31, the rotation of the driven gear 20 and the counter shaft 8 is synchronized to form the reverse gear. Further, by the operation of the 1-2 speed synchronizer 32, the first speed is formed when the sync sleeve 32a is slid to the front side of the vehicle body, and the second speed is formed when it is slid to the rear side of the vehicle body.

  Similarly, when the sync sleeve 33a of the 3-4 speed synchronizer 33 is slid to the front side of the vehicle body, the 3rd speed is formed, and when it is slid to the rear side of the vehicle body, the 4th speed is formed. Further, when the synchro sleeve 34a of the 5-6 speed synchronizer 34 is slid to the front side of the vehicle body, the 5th speed is formed. Thus, the sixth gear, which is a directly connected gear, is formed.

  However, the speed change mechanism 4 is not limited to the above-described configuration, and various changes can be made, for example, by adopting a selective sliding type reverse gear train GR.

[Transmission case]
As shown in the side view of FIG. 2 and the plan view of FIG. 3, the transmission case 300 includes a transmission case 301, a clutch housing 302, and an extension housing 303.

  The transmission case 301 accommodates the speed change mechanism 4. The transmission case 301 is a cylindrical member having a front end opening 301a and a rear end opening 301b, and the front end opening 301a has a larger diameter than the rear end opening 301b. The transmission case 301 is provided with a bulging portion 310 bulging upward.

  The bulging portion 310 is provided at the front end portion of the transmission case 301, and the front end portion of the bulging portion 310 forms part of the front end opening 301a. That is, the bulging portion 310 is open to the mating surface of the transmission case 301 with the clutch housing 302. The rear end wall portion 310a (see FIG. 3) of the bulging portion 310 is disposed on the front side of the vehicle body with respect to the vehicle case front-rear direction center portion of the transmission case 301.

  A clutch 199 is accommodated in the clutch housing 302. The clutch housing 302 is a cylindrical member whose diameter is increased toward the front side of the vehicle body. The clutch housing 302 is coupled to an engine cylinder block (not shown) at a front end opening 302a, and is connected to the transmission case 301 at a rear end opening 302b. Are combined.

  The extension housing 303 constitutes a rear end wall portion 330 of the transmission case 300 through which the output shaft 7 (see FIG. 1) of the transmission mechanism 4 passes. The extension housing 303 is coupled to the rear side of the vehicle body of the transmission case 301 and closes the rear end opening 301b of the transmission case 301.

[Shift pattern]
As shown in the plan view of FIG. 4, the selection operation and the shift operation of the change lever 200 are performed according to a predetermined shift pattern 202.

  The shift pattern 202 shown in FIG. 4 includes a select lane LS extending in the vehicle body width direction, a reverse shift lane LR extending from the select lane LS to the vehicle body front side in the vehicle body front-rear direction, and from the select lane LS to the vehicle body front side and vehicle body rear side. A 1-2 speed shift lane L12, a 3-4 speed shift lane L34, and a 5-6 speed shift lane L56 extending in the longitudinal direction of the vehicle body are provided. The neutral position in the shift pattern 202 is a position where the select lane LS and the 3-4 speed shift lane L34 intersect.

  According to this shift pattern 202, the select operation of the change lever 200 is performed in the direction toward the right or left side in the vehicle body width direction along the select lane LS, and the shift operation is performed in the corresponding shift lanes LR, L12, L34, L56. Along the direction toward the vehicle body front side or vehicle body rear side. Specifically, the shift operation direction to reverse, first speed, third speed and fifth speed is a direction toward the front side of the vehicle body, and the shift operation direction to second speed, fourth speed and sixth speed is toward the rear side of the vehicle body. Direction.

[Speed change operation mechanism]
Hereinafter, the shift operation mechanism 40 and the configuration related thereto will be described.

[overall structure]
As shown in FIG. 5, the change lever 200 of the speed change operation mechanism 40 includes a large sphere portion 200a that is rotatably supported by the vehicle body, and an upper lever portion 200b that extends upward from the large sphere portion 200a. A knob 200c that is grasped by the driver is provided at the upper end of 200b.

  Further, the change lever 200 includes a lower lever portion 200d that extends downward from the large sphere portion 200a. The change lever 200 swings about the center of the large sphere portion 200a as a fulcrum by a select operation or a shift operation. When the change lever 200 swings, the lower end portion 200e of the lower lever portion 200d is always opposite to the knob 200c. Move to the side.

  The speed change operation mechanism 40 includes first and second control rods 41 and 42 housed in the transmission case 300 together with the speed change mechanism 4 (see FIG. 1). The first and second control rods 41 and 42 are arranged in parallel to each other so as to extend in the longitudinal direction of the vehicle body, and are in communication with each other via a communication mechanism 50 described later.

  The first and second control rods 41 and 42 rotate around their respective axis centers in conjunction with the select operation of the change lever 200 and move in the respective axial directions in conjunction with the shift operation. Have been contacted. Specifically, the rear end portion of the first control rod 41 is connected to the change lever 200 via the change rod 190. The configuration of the change rod 190 will be described later.

[Configuration in transmission case]
As shown in the development view of FIG. 6, most of the first control rod 41 is accommodated in the transmission case 300, but the rear end portion of the first control rod 41 extends from the transmission case 300 to the vehicle body. It is arranged to protrude rearward. The first control rod 41 is disposed in the upper part in the transmission case 300. More specifically, the first control rod 41 spans the internal space of the bulging portion 310 that opens to the mating surface of the transmission case 301 with the clutch housing 302 and the internal space of the clutch housing 302 that communicates with the front side of the vehicle body. It is stored.

  A cylindrical portion 312 extending in the longitudinal direction of the vehicle body is provided on the rear end wall portion 310 a of the bulging portion 310, and the first control rod 41 is inserted into the cylindrical portion 312, thereby It penetrates the rear end wall portion 310a in the longitudinal direction of the vehicle body. In this way, the first control rod 41 is provided so as to protrude from the bulging portion 310 to the vehicle body rear side. A seal member 49 is interposed between the outer peripheral surface of the first control rod 41 and the inner peripheral surface of the cylindrical portion 312.

  The first control rod 41 is rotatably and slidably supported by the transmission case 301 via, for example, a metal bush 43 on the rear end side thereof, and the clutch housing 302 via, for example, the metal bush 44 on the front end side. It is supported so as to be rotatable and slidable.

  The second control rod 42 is disposed below the first control rod 41. Further, the second control rod 42 is disposed below the bulging portion 310. The second control rod 42 is longer than the first control rod 41 and is provided so as to extend rearward of the vehicle body from the rear end of the first control rod 41.

  The second control rod 42 is supported on the transmission end 301 on the rear end side thereof via, for example, a metal bush 45 so as to be rotatable and slidable, and the rear end portion is covered with an extension housing 303. However, the rear end side of the second control rod 42 may be rotatably and slidably supported by the extension housing 303. The front end portion of the second control rod 42 is supported by the clutch housing 302 via, for example, a metal bush 46 so as to be rotatable and slidable.

  The front end portions of the first and second control rods 41 and 42 are fitted and supported in fitting holes 302c and 302d provided in the clutch housing 302 so as to open to the rear side of the vehicle body. Therefore, the transmission case 301 is attached to the clutch housing 302 in a state where the first and second control rods 41 and 42 and various parts of the speed change operation mechanism 40 provided on the rods 41 and 42 are assembled in advance on the clutch housing 302 side. As a result of the coupling, it is possible to improve the assembly of the manual transmission.

[Communication mechanism]
The communication mechanism 50 that connects the first control rod 41 and the second control rod 42 includes a sleeve member 70 fitted to the first control rod 41, a support shaft 58 attached to the sleeve member 70, and a support shaft 58. And a reversing lever 51 supported by the motor. The reversing lever 51 is engaged with a first lever end 60 provided on the first control rod 41 on one end side, and is engaged with a second lever end 80 provided on the second control rod 42 on the other end side. Has been.

  As shown in FIGS. 7 to 9, the first lever end 60 is a cylindrical member fitted to the first control rod 41, and is fixed to the first control rod 41 by, for example, a spring pin 69. Thereby, the first lever end 60 always rotates and moves in the axial direction together with the first control rod 41.

  The first lever end 60 includes a pair of protrusions 61 and 62 protruding outward in the radial direction. These protrusions 61 and 62 are formed to extend in the axial direction D1. The first lever end 60 is provided with a through hole 66 in which the spring pin 69 is mounted so as to penetrate through the pair of protrusions 61 and 62 in the radial direction.

  Further, an engagement groove 63 extending in a tangential direction perpendicular to the axial direction D1 is provided on the outer peripheral surface of the first lever end 60. The engagement groove 63 is formed so as to cross the one protrusion 61. Thereby, one protrusion 61 has a first protrusion 61a disposed on the front side of the vehicle with the engagement groove 63 interposed therebetween, and a second protrusion disposed on the rear of the vehicle with the engagement groove 63 interposed therebetween. It is divided into a portion 61b. The first and second protrusions 61 a and 61 b include side portions 64 and 65 that constitute the side walls of the engagement groove 63. These side surface parts 64 and 65 are comprised by the surface orthogonal to the axial direction D1, and are mutually opposing.

  The engaging groove 63 is a first engaging portion with which one end side of the reversing lever 51 is engaged. The engaging groove 63 is engaged with the reversing lever 51 so as to sandwich one end portion of the reversing lever 51 from both sides in the axial direction D1 by the pair of side surface portions 64 and 65.

  The sleeve member 70 includes a peripheral wall portion 72 that surrounds the first control rod 41 from the outside in the radial direction via the first lever end 60. The peripheral wall 72 has a cylindrical inner peripheral surface that matches the shape of the outer peripheral surface of the first lever end 60.

  On the inner peripheral surface of the peripheral wall portion 72, groove portions 73 and 74 with which the protrusions 61 and 62 of the first lever end 60 are engaged are provided so as to extend in the axial direction D1. The groove portions 73 and 74 are formed from one end to the other end of the peripheral wall portion 72 in the axial direction D1, and are open to both sides in the axial direction D1. Thereby, the protrusions 61 and 62 of the first lever end 60 engaged with the groove portions 73 and 74 are movable along the groove portions 73 and 74 in the axial direction D1.

  The peripheral wall portion 72 is fitted to the outside of the first lever end 60 so that the protrusions 61 and 62 of the first lever end 60 are engaged with the groove portions 73 and 74, respectively. As a result, the sleeve member 70 is restricted in relative rotation with respect to the first control rod 41 and the first lever end 60, but is relatively movable in the axial direction D1.

  An engaging groove 72a extending in a direction perpendicular to the axial direction D1 is provided at a portion of the peripheral wall portion 72 facing the transmission case 300. The engagement groove 72a is opened toward the transmission case 300, and a positioning pin 86 fixed to the transmission case 300 is engaged with the engagement groove 72a. The engagement of the engagement groove 72a and the positioning pin 86 restricts the movement of the sleeve member 70 in the axial direction D1. Therefore, the sleeve member 70 rotates in conjunction with the rotation of the first control rod 41 during the select operation, but the axial movement is restricted as described above during the shift operation. 41 is not linked to the axial movement.

  Note that the configuration for restricting the movement of the sleeve member 70 in the axial direction D1 is not limited to that by the engagement between the engagement groove 72a and the positioning pin 86 as described above. For example, even if the transmission case 300 is provided with a pair of engaging portions that are engaged with the sleeve member 70 from both sides in the axial direction D1, the axial movement D1 of the sleeve member 70 is restricted by these engaging portions. Good. In this case, a mating surface between the transmission case 301 and the clutch housing 302 may be used as one engaging portion engaged with the sleeve member 70.

  The peripheral wall 72 is formed with a notch 75 at one location in the circumferential direction. The notch 75 is formed to extend in the axial direction D1. The notch 75 is formed from one end to the other end of the peripheral wall 72 in the axial direction D1, and is open on both sides in the axial direction D1. However, the notch 75 may be formed in a slit shape in which one end side in the axial direction D1 is closed, or may be formed in a slot shape in which both sides in the axial direction D1 are closed.

  The sleeve member 70 includes a pair of plate portions 76 and 77 that face each other. The plate portions 76 and 77 are provided integrally with the peripheral wall portion 72 so as to extend downward from the peripheral wall portion 72. The pair of plate portions 76 and 77 are arranged in parallel to each other, and one plate portion 76 is arranged in the vicinity of the cutout portion 75 of the peripheral wall portion 72. The pair of plate portions 76 and 77 are provided so as to extend to the rear side of the vehicle body from the rear end of the peripheral wall portion 72. The plate portions 76 and 77 are provided with through holes 78 and 79 through which the support shaft 58 of the communication mechanism 50 is inserted.

  As shown in FIGS. 8 and 9, the support shaft 58 is attached to the sleeve member 70 in a state of passing through the pair of plate portions 76 and 77. The support shaft 58 is attached to the sleeve member 70 so as not to be relatively movable. The support shaft 58 is disposed along a direction perpendicular to the first control rod 41, and this positional relationship is always maintained constant regardless of the rotational position of the sleeve member 70. The support shaft 58 is prevented from coming off by, for example, a head 58a provided at one end thereof and a snap ring 59 attached to the other end.

  The reversing lever 51 includes a cylindrical portion 52 fitted to the support shaft 58, a first lever portion 53 extending from the cylindrical portion 52 toward the first lever end 60, and a second lever end 80 from the cylindrical portion 52. And a second lever portion 55 extending toward the front.

  The cylindrical portion 52 is rotatably supported by the support shaft 58, so that the reversing lever 51 can swing around the axis of the support shaft 58. However, the cylindrical portion 52 may be provided so as to be fixed to the support shaft 58 and rotated together with the support shaft 58. The cylindrical portion 52 is sandwiched between the pair of plate portions 76 and 77 of the sleeve member 70, and thereby the movement of the reversing lever 51 in the axial direction of the support shaft 58 is restricted.

  The first lever portion 53 is disposed in parallel with the plate portions 76 and 77. In the axial direction of the cylindrical portion 52, the first lever portion 53 is provided at a position shifted from the first control rod 41. The first lever portion 53 is disposed in opposition to the one plate portion 76 in the vicinity thereof.

  The first lever portion 53 passes through the peripheral wall portion 72 through the cutout portion 75 of the peripheral wall portion 72 of the sleeve member 70. The distal end portion of the first lever portion 53 is an engagement portion 54 that is engaged with the engagement groove 63 of the first lever end 60 inside the peripheral wall portion 72. The engaging portion 54 is formed in a disk shape, for example. The engaging portion 54 is always disposed at right angles to the side surface portions 64 and 65 of the engaging groove 63 regardless of the swing angle of the reversing lever 51.

  The second lever portion 55 is provided so as to extend from the central portion in the axial direction of the cylindrical portion 52 to the outer side in the radial direction on the opposite side to the first lever portion 53. As shown in FIG. 9, the first lever portion 53 and the second lever portion 55 are arranged on the same straight line when viewed from the axial direction of the cylindrical portion 52. A spherical portion 56 that is engaged with the second lever end 80 is provided at the distal end portion of the second lever portion 55.

  The second lever end 80 is fitted to the second control rod 42 and is fixed to the second control rod 42 by, for example, a spring pin 81.

  The second lever end 80 includes a lever portion 82 that extends radially outward of the second control rod 42. The lever portion 82 has a rectangular cross section, for example. A hole 83 as a second engaging portion that is engaged with the reversing lever 51 is provided on the end face of the tip of the lever portion 82. The hole 83 is, for example, a cylindrical bottomed hole. The spherical portion 56 of the reversing lever 51 is fitted into the hole 83, whereby the second lever end 80 and the second lever portion 55 of the reversing lever 51 are engaged.

[Shift finger set]
As shown in FIG. 6, on the second control rod 42, a first shift finger set (selective operation) for selectively operating the synchronization devices 31, 32, 33, 34 (see FIG. 1) as a plurality of shift-in mechanisms. Hereinafter, a “first set” 91 and a second shift finger set (hereinafter referred to as “second set”) 92 are provided at intervals in the axial direction D3. The first set 91 is disposed on the vehicle body rear side with respect to the communication mechanism 50, and the second set 92 is disposed on the vehicle body rear side with respect to the first set 91.

  The configuration of the first set 91 and the second set 92 will be described with reference to FIGS.

  The first set 91 and the second set 92 have the same structure. Each of the first set 91 and the second set 92 is composed of one shift finger 93 and one interlock regulating member 100 engaged therewith.

  The shift finger 93 is a cylindrical member that is fitted to the second control rod 42. The shift finger 93 is provided with a through hole 97, and a spring pin 98 (see FIG. 12) inserted into the through hole 97 passes through the second control rod 42, whereby the shift finger is interposed via the spring pin 98. 93 is fixed to the second control rod 42. As a result, the shift finger 93 rotates together with the second control rod 42 during the select operation, and moves in the axial direction D3 together with the second control rod 42 during the shift operation.

  The shift finger 93 includes a lever portion 94 that extends radially outward, and a pair of protrusions 95 and 96 that protrude radially outward at a circumferential position different from the lever portion 94. The pair of projecting portions 95 and 96 project toward the opposite sides. Each protrusion 95, 96 is provided over the entire length of the shift finger 93 in the axial direction D3. In the axial direction D <b> 3, the length of the lever portion 94 is shorter than the entire length of the shift finger 93, and the lever portion 94 is provided in the center portion of the shift finger 93 in the axial direction D <b> 3.

  The interlock regulating member 100 has a C-shaped overall shape as viewed from the axial direction D3 by providing a notch 105 at one place in the circumferential direction. The interlock regulating member 100 is mounted on the radially outer side of the shift finger 93 so as to surround the shift finger 93.

  The interlock restricting member 100 includes a semi-cylindrical main body portion 101 having substantially the same axial direction D3 length as the shift finger 93, and first and second restricting portions 103, 104 that are shorter in the axial direction D3 than the main body portion 101. And. The first restricting portion 103 is provided so as to extend from one end portion of the main body portion 101 in the circumferential direction D4 (see FIGS. 6 and 12), and the second restricting portion 104 is the other end portion of the main body portion 101 in the circumferential direction D4. It is provided to extend from. The distal end of the first restricting portion 103 and the distal end of the second restricting portion 104 in the circumferential direction D4 are arranged to face each other with the notch 105 interposed therebetween.

  The main body 101 is provided with an engagement hole 102 that is engaged with positioning pins 87 and 88 (see FIGS. 6 and 12) fixed to the transmission case 300. The movement of the interlock regulating member 100 in the axial direction D3 is regulated by the positioning pins 87 and 88 engaged with the engagement holes 102. The engagement hole 102 is provided through the main body 101 in the thickness direction. Further, the engagement hole 102 is a long hole extending in the circumferential direction D4, whereby the circumferential movement of the interlock regulating member 100 with respect to the positioning pins 87 and 88 is allowed within a predetermined range.

  The inner peripheral surfaces of the first restricting portion 103 and the second restricting portion 104 are disposed on the same cylindrical surface as the inner peripheral surface of the main body portion 101. In a state where the interlock regulating member 100 is fitted to the outside of the shift finger 93, the inner peripheral surfaces of the main body portion 101, the first restricting portion 103, and the second restricting portion 104 are arranged along the outer peripheral surface of the shift finger 93. As a result, rattling of the interlock regulating member 100 in the radial direction with respect to the shift finger 93 is suppressed. In this fitted state, the lever portion 94 of the shift finger 93 is disposed in the notch 105 between the first and second restricting portions 103 and 104, so that interference with the interlock restricting member 100 is avoided.

  The interlock restriction member 100 includes a pair of first guide parts 106 and 107 extending from the first restriction part 103 on both sides in the axial direction D3, and a pair of second guide parts 108 and 107 extending from the second restriction part 104 on both sides in the axial direction D3. 109. The first guide portions 106 and 107 and the second guide portions 108 and 109 are formed in a fan shape when viewed from the axial direction D3, and have the same inner diameter as the first restricting portion 103 and the second restricting portion 104, and the outer diameter. Is formed small. The inner peripheral surfaces of the first guide portions 106 and 107 and the second guide portions 108 and 109 are arranged on the same cylindrical surface as the inner peripheral surfaces of the main body portion 101, the first restricting portion 103 and the second restricting portion 104. , And can be disposed along the outer peripheral surface of the shift finger 93.

  On the inner peripheral surface of the interlock restricting member 100, a first engaging recess 110 straddling the main body 101 and the first restricting portion 103 and a second straddling the main body 101 and the second restricting portion 104 are provided. An engaging recess 111 is provided. The first engagement recess 110 and the second engagement recess 111 are each formed in a groove shape extending in the axial direction D3.

  In a state where the interlock regulating member 100 is fitted to the outside of the shift finger 93, the protrusions 95 and 96 of the shift finger 93 are engaged with the first and second engaging recesses 110 and 111 of the interlock regulating member 100. Is done. As a result, the circumferential movement of the interlock restricting member 100 with respect to the shift finger 93 is restricted. Therefore, when the shift finger 93 rotates in conjunction with the select operation, the interlock restricting member 100 also always rotates integrally. .

  At this time, the positioning pins 87 and 88 engaged with the engagement holes 102 of the interlock regulating member 100 are allowed to move in the circumferential direction within the engagement holes 102 formed long in the circumferential direction D4. The rotation of the interlock regulating member 100 is not restricted by the pins 87 and 88.

  Further, when the shift finger 93 and the interlock restricting member 100 are in the fitted state, the protrusions 95 and 96 of the shift finger 93 are pivoted along the first and second engaging recesses 110 and 111 of the interlock restricting member 100. It is movable in the direction D3. Further, in this fitted state, the lever portion 94 of the shift finger 93 is movable in the axial direction D3 along the notch 105 between the first and second restricting portions 103 and 104. Therefore, the movement of the shift finger 93 in the axial direction D3 is not restricted by the interlock restricting member 100 whose movement in the axial direction D3 is restricted by the positioning pins 87 and 88.

  As shown in FIG. 12, the shift fingers 93 and the interlock regulating member 100 of the first set 91 and the second set 92 include shift forks corresponding to the above-described synchronization devices 31, 32, 33, and 34 (see FIG. 1). Fork gates 121, 122, 123, and 124 (not shown) are engaged. The engagement of these fork gates 121, 122, 123, 124 is shared by the first set 91 and the second set 92.

  For example, the first set 91 shown in FIG. 12A shares fork gates 121 and 122 for reverse and 1-2 speed, and the second set 92 shown in FIG. Fork gates 123 and 124 for 4th speed and 5-6th speed are shared. The fork gates 121 and 122 of the reverse and 1-2 speed shift forks engaged with the reverse synchronizer 31 and the 1-2 speed synchronizer 32 that are disposed relatively on the front side of the vehicle body are the second set 92. 3-4 which is assigned to the first set 91 disposed on the front side of the vehicle body and engaged with the 3-4 speed synchronizer 33 and the 5-6 speed synchronizer 34 which are disposed relatively on the rear side of the vehicle body. The fork gates 123 and 124 of the speed and 5-6 speed shift forks are assigned to the second set 92 disposed on the rear side of the vehicle body relative to the first set 91, so that each shift fork is arranged in the vehicle longitudinal direction. It can be configured compactly.

  Each shift fork may be supported loosely by the second control rod 42, or may be supported by another shift rod (not shown) arranged in parallel to the first and second control rods 41, 42. May be.

  In the neutral state shown in FIGS. 12A and 12B, the circumferential direction D4 position of the lever portion 94 of the shift finger 93 is the same in both the first set 91 and the second set 92, and the fork gate 121, 122, 123, and 124 are all arranged at different circumferential direction D4 positions. For example, when viewed from the front side of the vehicle body in the axial direction D3, fork gates 133, 143, 153, and 163 for reverse, for 1-2 speed, for 3-4 speed, and for 5-6 speed are counterclockwise. They are arranged in order.

  In the neutral state, the 3-4 speed fork gate 123 is engaged with the lever portion 94 of the shift finger 93 of the second set 92 (see FIG. 12B). Also, the fork gates 121 and 122 for reverse and 1-2 speed arranged on one side in the circumferential direction D4 are engaged with the second restricting portion 104 of the interlock restricting member 100 of the first set 91 (FIG. 12). (See (a)) The 5-6 speed fork gate 124 disposed on the other side in the circumferential direction D4 with respect to the 3-4 speed fork gate 123 is the first restriction of the interlock restriction member 100 of the second set 92. It is engaged with the portion 103 (see FIG. 12B).

[Operation of gear shifting mechanism]
The shift operation mechanism 40 configured as described above performs the following operation in conjunction with the selection operation and the shift operation of the change lever 200 (see FIGS. 2 to 5).

  First, the operation of the communication mechanism 50 of the speed change operation mechanism 40 during the select operation will be described with reference to FIGS.

  As described above, the first lever end 60 is fixed to the first control rod 41, and the sleeve member 70 is restricted from rotating relative to the first lever end 60. The relative positions of the support shaft 58 and the cylindrical portion 52 of the reversing lever 51 with respect to the sleeve member 70 are constant.

  Therefore, when the first control rod 41 is rotated in conjunction with the select operation, the first lever end 60, the sleeve member 70, the support shaft 58, and the reverse lever 51 are rotated around the axis of the first control rod 41. It rotates integrally with the rod 41 in the direction D2.

  When the reversing lever 51 rotates around the axis of the first control rod 41, the engaging portion between the second lever portion 55 and the second lever end 80 of the reversing lever 51 is caused by the spherical portion 56 of the second lever portion 55. The inner peripheral surface of the hole 83 of the second lever end 80 is pushed in the circumferential direction D4 of the second control rod 42, whereby the second lever end 80 and the second control rod 42 to which the second lever end 80 is fixed are It rotates in the opposite direction to the first control rod 41 in the circumferential direction D4 around the axis.

  As described above, the rotational motion of the first control rod 41 during the selection operation is transmitted to the second control rod 42 via the communication mechanism 50. Thus, during the selection operation, the second control rod 42 rotates in the direction opposite to the rotation direction of the rod 41 in conjunction with the rotation of the first control rod 41.

  Next, the operation of the first and second sets 91 and 92 on the second control rod 42 during the selection operation will be described.

  When the second control rod 42 rotates in conjunction with the selection operation as described above, the shift finger 93 and the interlock regulating member 100 of the first and second sets 91 and 92 also rotate together with the second control rod 42. Of the fork gates 121, 122, 123, 124 arranged as described above, the shift finger 93 of either the first or second set 91, 92 is connected to the fork gate corresponding to the select position selected by the select operation. The lever portion 94 is engaged. At this time, the first or second restricting portion 103 or 104 of the interlock restricting member 100 is engaged with a fork gate other than the one engaged with the shift finger 93.

  For example, in the neutral state shown in FIG. 12, the lever portion 94 of the shift finger 93 of the second set 92 is engaged with the 3-4 speed fork gate 123, but in the 1-2 speed select state, the first set 91 is engaged. The lever portion 94 of the shift finger 93 is engaged with the 1-2 speed fork gate 122.

  Next, the operation of the speed change operation mechanism 40 during the shift operation will be described with reference to FIGS.

  As described above, the first lever portion 60 of the reversing lever 51 is engaged with the first lever end 60 on the first control rod 41, so that the first control rod 41 and the first control rod 41 are fixed to the first control rod 41 in conjunction with the shift operation. When the first lever end 60 is moved in the axial direction D1, the engagement portion 54 of the first lever portion 53 is formed by either one of the pair of side surface portions 64, 65 of the engagement groove 63 of the first lever end 60. Is pushed in the axial direction D1. As a result, the reversing lever 51 is swung in the circumferential direction D5 around the axis of the support shaft 58.

  When the reversing lever 51 is swung in this way, the second lever end 80 engaged with the second lever portion 55 of the reversing lever 51 is moved to the inner periphery of the hole 83 by the spherical portion 56 of the second lever portion 55. When the surface is pushed in the axial direction D3 of the second control rod 42, the second lever end 80 and the second control rod 42 to which the second lever end 80 is fixed are moved in the axial direction D3.

  When the reversing lever 51 swings, the spherical portion 56 of the second lever portion 55 moves in the direction opposite to the engaging portion 54 of the first lever portion 53 with respect to the axial direction D3. Therefore, the second control rod 42 moves in the direction opposite to the first control rod 41 during the shift operation.

  As described above, the translational motion of the first control rod 41 during the shift operation is transmitted to the second control rod 42 via the communication mechanism 50. Thus, during the shift operation, the second control rod 42 moves in the axial direction D3 toward the opposite side of the movement direction of the rod 41 in conjunction with the movement of the first control rod 41 in the axial direction D1. To do.

  When the second control rod 42 moves in the axial direction D3 in conjunction with the shift operation in this way, the shift fingers 93 of the first and second sets 91 and 92 fixed to the second control rod 42, and one of them The fork gates 121, 122, 123, 124 engaged with the shift finger 93 also move in the axial direction D3. For example, during a shift operation to the third speed, a 3-4 speed fork gate 123 engaged with the shift finger 93 of the second set 92 and a 3-4 speed shift fork (not shown) integrated therewith are provided. By moving in the axial direction D3 toward the front side of the vehicle body, the 3-4 speed synchronizer 33 (see FIG. 1) is operated, and the 3rd speed gear train G3 enters the power transmission state.

  At this time, the other fork gates 121, 122, and 124 (see FIG. 12) that are not engaged with the shift finger 93 are restricted from moving in the axial direction D3 by being engaged with the interlock restricting member 100. Simultaneous operation of a plurality of synchronizers is prevented, thereby avoiding interlocking of the speed change mechanism 4.

  In the operation of the speed change operation mechanism 40 described above, the communication mechanism 50 provided between the first control rod 41 and the second control rod 42 causes the first control rod 41 to move in the axial direction D1 in conjunction with the shift operation. It functions as a reversing mechanism that moves the second control rod 42 to the other side in the axial direction D3 when moving to the side.

  As a result, the corresponding shift fork (not shown) and the synchronization device 31 are operated during the shift operation to the first speed, the third speed, the fifth speed, and the reverse in which the shift operation to the front side of the vehicle body is performed according to the shift pattern 202 shown in FIG. , 32, 33, 34 The synchro sleeves 31a, 32a, 33a, 34a (see FIG. 1) also move forward of the vehicle body, so that the gear trains G1, G3, G5, GR (see FIG. 1) of the desired gear stage are moved. It can be set as a power transmission state.

  On the other hand, at the time of shifting operation to the second speed, the fourth speed, and the sixth speed in which the shifting operation to the rear side of the vehicle body is performed, the corresponding shift fork (not shown) and the synchronizing sleeves 32a, 33a, By moving 34a (see FIG. 1) to the rear side of the vehicle body, the gear trains G2, G4, and G6 (see FIG. 1) of a desired gear position can be set in the power transmission state.

  Therefore, the gear train G0, G1, G2, G3, G4, G5, GR and the synchronizers 31, 32, in the order shown in FIG. The speed change of the speed change mechanism 4 in which 33 and 34 are arranged can be appropriately executed. By configuring the speed change mechanism 4 in this way, the first-speed gear train G1 to which the largest torque is applied can be arranged closer to the bearings 17 and 27 than the second-speed gear train G2, or the direct-coupled gear stage. The fitting portion 7a of the output shaft 7 that is directly connected to the input shaft 6 at the 6th speed is arranged on the rear side of the vehicle body from the gear trains G1, G2, G3, G4, G5, GR of all other speed stages. This provides advantages such as the construction of an output reduction type speed change mechanism 4 in which the sixth frequently used gear is a directly connected shift stage.

  According to the communication mechanism 50 described above, the operation direction of all the synchronization devices 31, 32, 33, 34 operated by the shift finger 93 on the second control rod 42 can be reversed by one reversing lever 51. Therefore, as compared with the case where a reversing lever is provided for each of the synchronization devices 31, 32, 33, and 34, the number of reversing levers and the parts associated therewith can be reduced, and the speed change mechanism 40 can be reduced in weight. it can.

  In addition, since the support shaft 58 that supports the reversing lever 51 is attached to the sleeve member 70 that is fitted to the first control rod 41, compared with the case where the support shaft 58 is temporarily attached to the transmission case 300, It is not necessary to provide the transmission case 300 with an attachment hole or boss for supporting the end of the support shaft 58, and the reversing lever 51 can be supported with a simple configuration.

  Furthermore, in addition to the function of reversing the moving direction during the shift operation between the first and second control rods 41, 42, the communication mechanism 50 described above performs a select motion between the first and second control rods 41, 42. Since the transmission function is also provided, the selection-dedicated communication mechanism is omitted, so that the number of parts can be reduced, and the structure of the speed change operation mechanism 40 can be simplified, downsized, and reduced in weight.

[Change lever support structure]
As shown in the side view of FIG. 2 and the plan view of FIG. 3, the speed change operation mechanism 40 includes a casing 130 that accommodates the large spherical portion 200 a (see FIG. 5) of the change lever 200, and a large ball that is accommodated in the casing 130. And a bracket 140 as a support for supporting the portion 200a on the vehicle body.

  The casing 130 is, for example, a cylindrical member arranged along the vertical direction of the vehicle body, and is accommodated in a center console (not shown) installed on the floor member 1 of the vehicle body.

  The bracket 140 includes a support portion 142 that supports the casing 130 from below, a rear arm portion 144 that extends from the support portion 142 to the vehicle body rear side, and a front arm portion 146 that extends from the support portion 142 to the vehicle body front side. .

  The support portion 142 is a hollow portion that houses the lower end portion 200e of the change lever 200 and the rear end portion 190b of the change rod 190 inside. The support part 142 is provided integrally with the casing 130, for example, but may be fixed to the lower end part of the casing 130.

  The rear arm portion 144 is provided so as to extend from the lower end portion of the support portion 142 to the vehicle body rear side. The rear end portion of the rear arm portion 144 is formed in a cylindrical shape extending in the longitudinal direction of the vehicle body, and extends in the vehicle body width direction along the lower surface of the floor member 1 via a mounting bracket 152 having a cross-sectional hat shape opened upward. It is fixed to the extending cross member 2. The mounting bracket 152 is fixed to the cross member 2 by bolts 154, for example. A rubber bush 150 is interposed between the rear arm portion 144 and the mounting bracket 152, thereby reducing vibration transmitted from the floor member 1 side to the change lever 200 via the bracket 140.

  The front arm portion 146 is provided so as to extend along the substantially horizontal direction from the lower end portion of the support portion 142 to the front side of the vehicle body. As shown in FIG. 3, the front arm portion 146 has a shape in which the size in the vehicle body width direction increases toward the vehicle body front side. A pair of connecting portions 147 and 148 connected to the transmission case 300 are integrally provided at the front end portion of the front arm portion 146. However, the connecting portions 147 and 148 may be separate parts fixed to the front arm portion 146.

  As shown in FIGS. 14 and 15, the connecting portions 147 and 148 are cylindrical portions extending in the vehicle body width direction. The pair of connecting portions 147 and 148 are provided so as to protrude downward from both ends of the front arm portion 146 in the vehicle width direction.

  The pair of connecting portions 147 and 148 are disposed on both sides in the vehicle body width direction of the first control rod 41 portion that protrudes from the bulging portion 310 of the transmission case 300 to the vehicle body rear side. The first control rod 41 and the connecting portions 147 and 148 are arranged so as to overlap in the vertical direction of the vehicle body. The axis of the first control rod 41 and the axes of the connecting portions 147 and 148 are arranged at substantially the same height.

  The transmission case 301 is provided with a pair of support portions 314 and 315 for supporting the connecting portions 147 and 148 of the bracket 140. The pair of support portions 314 and 315 are disposed on both sides of the first control rod 41 in the vehicle body width direction, and are respectively disposed adjacent to the vehicle body rear side of the rear end wall portion 310a of the bulging portion 310.

  Each of the support portions 314 and 315 includes a pair of plate portions 316 and 318 that rise upward from the transmission case 301.

  The pair of plate portions 316 and 318 are arranged at a distance from each other in the vehicle body width direction, and are arranged along surfaces perpendicular to the vehicle body width direction. The plate portion 316 on the first control rod 41 side is disposed adjacent to the tubular portion 312 provided on the rear end wall portion 310a of the bulging portion 310 in the vehicle body width direction. Each plate portion 316, 318 is provided with through holes 317, 319.

  The pair of plate portions 316 and 318 are integrally connected via a connecting portion 320 extending in the vehicle body width direction. The connecting portion 320 is disposed on the front side of the vehicle body relative to the connecting portions 147 and 148 of the bracket 140. The connecting portion 320 is formed with a screw hole 321 that opens to the plate portion 318 side on the outer side in the vehicle body width direction (the side opposite to the first control rod 41) so as to extend in the vehicle body width direction.

  A mounting plate 160 is fixed to each of the support portions 314 and 315 by bolts 164 screwed into the screw holes 321 of the communication portion 320. The mounting plate 160 is overlaid on the outer surface of the plate portion 318 on the outer side in the vehicle body width direction.

  A support shaft 162 extending in the vehicle body width direction is fixed to the mounting plate 160 by, for example, caulking. The support shaft 162 is inserted through the through holes 317 and 319 of the pair of plate portions 316 and 318 and is supported between the plate portions 316 and 318. The axis of the support shaft 162 is disposed at substantially the same height as the axis of the first control rod 41.

  The connecting portions 147 and 148 of the bracket 140 are rotatably fitted to the respective support shafts 162. Thus, the bracket 140 is coupled to the transmission case 300 so as to be swingable around the support shaft 162. A rubber bush 170 is interposed between the support shaft 162 and the connecting portions 147 and 148. Thereby, the vibration transmitted from the transmission case 300 side to the change lever 200 via the bracket 140 is reduced.

  In this manner, the front arm portion 146 of the bracket 140 is connected to the transmission case 300 at the connecting portions 147 and 148 disposed on both sides of the first control rod 41 in the vehicle body width direction. Compared with the case where the transmission portion 301 is connected to the transmission portion 300 in the connection portion arranged above the connection portion 41, the connection portions 147 and 148 and the first control rod 41 can be arranged more compactly above the transmission case 301. As a result, the manual transmission can be made compact and the vehicle mounting property can be improved.

[Change rod]
As shown in FIGS. 2 and 3, the change rod 190 is disposed so as to extend in the longitudinal direction of the vehicle body. As shown in FIG. 2, the change rod 190 is disposed to be inclined upward toward the rear side of the vehicle body, and a bending portion 190 c that increases the upward inclination is provided at the rear portion of the change rod 190. Yes. However, the shape of the change rod 190 is not particularly limited, and may be formed to extend linearly over the entire length, for example.

  As shown in FIG. 13, the rear end portion 190b of the change rod 190 is formed in a belt shape extending in the vehicle body front-rear direction, and is disposed along a plane perpendicular to the vehicle body width direction. A lower end portion of the change lever 200 is a cylindrical portion 200e extending in the vehicle body width direction. A support shaft 188 that passes through the rear end portion 190b of the change rod 190 is inserted through the cylindrical portion 200e. The support shaft 188 is prevented from coming off by a head 188a provided at one end thereof and a snap ring 189 attached to the other end side.

  In this way, the change rod 190 is connected to the lower end portion 200e of the change lever 200 so as to be swingable around the support shaft 188 via the support shaft 188 extending in the vehicle body width direction. Accordingly, when the selection operation is performed so that the knob 200c of the change lever 200 is tilted to the right or left in the vehicle body width direction, the rear end 190b of the change rod 190 together with the lower end 200e of the change lever 200 moves to the left or right. When the shift rod 190 is pivoted so that the change rod 190 is rotated about its axis and the knob 200c of the change lever 200 is tilted forward or backward, the change rod 190 is The change lever 200 is moved to the front or rear side of the vehicle body together with the lower end portion 200e. That is, the change rod 190 rotates in conjunction with the select operation of the change lever 200 and moves in the axial direction in conjunction with the shift operation.

  As shown in FIG. 14, the front end portion 190 a of the change rod 190 is connected to the rear end portion 41 a of the first control rod 41 via a joint 192. The joint 192 is a cross joint having a pair of support shafts 195 and 196 extending in directions perpendicular to each other. The pair of support shafts 195 and 196 are supported by, for example, a cylindrical holder 194. One support shaft 195 is disposed along a direction perpendicular to the change rod 190 and passes through the front end 190 a of the change rod 190. The other support shaft 196 is disposed along a direction perpendicular to the first control rod 41 and passes through the rear end portion 41 a of the first control rod 41.

  The front end 190a of the change rod 190 is rotatable about the axis of one support shaft 195 of the joint 192, and the rear end 41a of the first control rod 41 rotates about the axis of the other support shaft 196. It is possible. By such a connection via the joint 192, it is possible to transmit the rotational motion and the translational motion from the change rod 190 to the first control rod 41 while allowing the change of the bending angle of the change rod 190 with respect to the first control rod 41. It has become.

  Accordingly, the first control rod 41 rotates in the same direction in conjunction with the rotation of the change rod 190 during the select operation, and in the same direction in conjunction with the movement of the change rod 190 in the longitudinal direction of the vehicle body during the shift operation. Move in the axial direction. The movement of the first control rod 41 at the time of the selection operation and the shift operation is transmitted to the second control rod 42 via the communication mechanism 50 described above, and the shift finger 93 on the second control rod 42 is transmitted. Thus, the synchronizers 31, 32, 33, and 34 are selectively operated to form a desired gear stage.

  As shown in FIGS. 2 and 3, according to the present embodiment, the rear end wall portion 310a (see FIGS. 3 and 14) of the bulging portion 310 in the transmission case 300 through which the first control rod 41 penetrates, The transmission case 300 is disposed on the front side of the vehicle body with respect to the vehicle body longitudinal direction center. That is, the rear end wall portion 310a of the bulging portion 310 is a clutch housing that forms the front end of the transmission case 300 rather than the distance to the rear end wall portion 330 that forms the rear end of the transmission case 300. It is arranged at a position where the distance to the front end opening 302a of 302 is small. Therefore, compared with the conventional configuration in which the control rod penetrates the rear end wall portion of the transmission case, the connection portion of the change rod 190 with the first control rod 41 can be disposed on the front side of the vehicle body. A large longitudinal dimension of the change rod 190 in the vehicle body can be secured.

  As shown in FIG. 2, the front end portion 190 a of the change rod 190 is connected to the first control rod 41 above the upper surface of the transmission case 301 on the vehicle body rear side of the bulging portion 310. Therefore, the connecting portion is disposed higher than the conventional configuration in which the control rod and the change rod are connected to the rear end wall portion 330 of the extension housing 303 on the vehicle rear side. Therefore, the height difference between the connecting portion to the first control rod 41 and the connecting portion to the change lever 200 in the change rod 190 can be effectively reduced.

  Therefore, a straight line connecting the connection portion of the change rod 190 to the first control rod 41 and the connection portion to the change lever 200 is defined as a reference axis L2, and the axis L1 of the first control rod 41 and the change rod are viewed from the side of the vehicle body. When the angle formed with the reference axis L2 of 190 is the folding angle θ of the change rod 190 with respect to the first control rod 41, the lower end portion 200e of the change lever 200 is disposed higher than a general vehicle. Even in a vehicle such as an SUV, the folding angle θ can be effectively reduced. Thereby, the transmission efficiency of the operation load from the change rod 190 to the 1st control rod 41, especially the transmission efficiency of a shift operation load can be improved, and operability can be improved.

  As described above, since the shift finger 93 for operating the synchronization devices 31, 32, 33, 34 is provided on the second control rod 42, the first control rod 41 includes the change rod 190 and the first one. Only the function of communicating with the two control rods 42 can be provided. Therefore, since only the components of the communication mechanism 50 need be provided on the first control rod 41, the first control rod 41 can be shortened. As a result, the rear end wall portion 310a of the bulging portion 310 through which the first control rod 41 passes and the connecting portion between the first control rod 41 and the change rod 190 can be easily disposed on the front side of the vehicle body. Reduction of the bending angle θ, and hence improvement in operability can be realized more effectively.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the transmission case is configured by three case members (the transmission case 301, the clutch housing 302, and the extension housing 303), and the bulging portion 310 is provided in the transmission case 301. In the present invention, the number of members constituting the transmission case is not particularly limited, and the bulging portion 310 may be provided on any component member.

  In the above-described embodiment, one communication mechanism 50 is provided between the first and second control rods 42, and the one communication mechanism 50 has a motion transmission function at the time of a select operation and a motion transmission function at the time of a shift operation. However, a select-dedicated communication mechanism and a shift-dedicated communication mechanism may be provided between the first and second control rods 42.

  Further, in the above-described embodiment, the communication mechanism 50 has been described as an example having the function of reversing the rotation direction during the select operation and the movement direction during the shift operation between the first and second control rods 41 and 42. In the present invention, the communication mechanism is not necessarily provided with such a reversing function.

  Furthermore, in the above-described embodiment, an example in which two control rods 41 and 42 are provided and two sets of shift finger sets are provided on the second control rod 42 has been described. However, in the present invention, the number of control rods is described. In addition, the number of pairs of shift finger sets is not particularly limited.

  As described above, according to the present invention, it is possible to improve the operability when the link rod type shift operation mechanism is employed in the vertical manual transmission. There is a possibility of being suitably used in the manufacturing industry of a manual transmission having an operation mechanism.

4 Transmission mechanism 5 Main shaft 6 Input shaft 7 Output shaft 8 Counter shaft 31, 32, 33, 34 Synchronizer (shift-in mechanism)
40 gear shifting operation mechanism 41 first control rod 42 second control rod 50 communication mechanism (reversing mechanism)
51 Reverse lever 91 1st shift finger set (1st set)
92 Second shift finger set (second set)
93 Shift finger 100 Interlock regulating member 121, 122, 123, 124 Fork gate 130 Casing 140 Bracket (support)
142 Supporting portion 144 Rear arm portion 146 Front arm portion 147, 148 Connecting portion 162 Support shaft 188 Support shaft 190 Change rod 190a Change rod front end portion 190b Change rod rear end portion 192 Joint (joint portion)
200 Change lever 200a Large ball portion 200e Lower end portion of change lever 300 Transmission case 301 Transmission case 302 Clutch housing 303 Extension housing 310 Swelling portion 310a Swelling end rear wall portion 314, 315 Supporting portion

Claims (6)

A transmission case that houses the transmission mechanism, a control rod that is housed in the transmission case and extends in the longitudinal direction of the vehicle body, a change lever that is disposed on the rear side of the vehicle body with respect to the rear end portion of the control rod, and the control rod A transmission operating mechanism for a transmission, comprising: a change rod that connects a rear end of the control rod to a lower end of the change lever; and a joint that connects the rear end of the control rod and the front end of the change rod. And
A bulging portion bulging upward is provided on the front side of the vehicle body from the rear end wall portion of the transmission case,
The transmission operating mechanism of the transmission, wherein the control rod penetrates a rear end wall portion of the bulging portion. The transmission case includes a transmission case having the bulging portion, and a clutch housing coupled to the vehicle body front side of the transmission case,
The transmission operation mechanism according to claim 1, wherein the clutch housing is provided with a fitting hole for fitting and supporting a front end portion of the control rod.   The transmission operation mechanism for a transmission according to claim 2, wherein the bulging portion opens on a mating surface of the transmission case with the clutch housing. A support body for supporting the large sphere of the change lever on the vehicle body;
The support includes a support portion that supports the large sphere portion from below, and an arm portion that extends from the support portion to the vehicle body front side and connects the support portion to the transmission case.
The arm portion is connected to the transmission case via a pair of connecting portions disposed on both sides in the vehicle body width direction of the control rod portion protruding from the bulging portion to the vehicle body rear side. The transmission operation mechanism for a transmission according to any one of claims 1 to 3. The control rod is a first control rod connected to the change rod via the joint portion,
The first control rod is connected to a second control rod disposed in parallel to the first control rod in the transmission case via a predetermined communication mechanism,
The shift of the transmission according to any one of claims 1 to 4, wherein a shift finger for selectively operating a plurality of shift-in mechanisms is provided on the second control rod. Operation mechanism.   The communication mechanism is a reversing mechanism that moves the second control rod to the other side in the axial direction when the first control rod moves to one side in the axial direction in conjunction with a shift operation. The transmission operation mechanism of the transmission according to claim 5.

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