JP2019031984A - Vehicular manual transmission - Google Patents

Abstract

To provide a M/T of a type including an input shaft, an output shaft, and a plurality of intermediate shafts, capable of reducing the total length of the M/T.SOLUTION: A M/T includes a plurality of forward driven gears (Go1-Go6) separately arranged on three intermediate shafts (A1-A3). The first intermediate shaft (A1) is provided with a first relay gear (Gc1) as an idling gear. The second intermediate shaft (A2) is provided with a second relay gear (Gc2) as an idling gear always engaging with the first relay gear (Gc1). The third intermediate shaft (A3) is provided with a third relay gear (Gc3) as a fixed gear always engaging with the first relay gear (Gc1). Changeover mechanisms (M4, M5) are provided which can fix one relay gear selected from the first and second relay gears to the shaft provided with the relay gear in a relatively unrotatable manner. During changeover from neutral to reverse, operation timings for three sleeves are differentiated from one another.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle manual transmission.

  2. Description of the Related Art Conventionally, a vehicle manual transmission (hereinafter referred to as “M / T”) having a plurality of shift speeds is described in Patent Document 1. In this type of M / T, an input shaft that forms a power transmission system with the output shaft of the engine, an output shaft that forms a power transmission system with the drive wheels, and two intermediate shafts ( A first intermediate shaft and a second intermediate shaft) and an idle shaft are rotatably supported by the housing in parallel with each other.

JP 2011-43180 A

  FIG. 22 is an example of the M / T of the type described above, which has six shift speeds (1st to 6th speed) for forward movement and one shift speed for backward movement (6th speed M / T). is there. In the 6-speed M / T shown in FIG. 22, the input shaft A1 has a first-speed drive gear G1i, a second-speed drive gear G2i, “fourth-speed and fifth-speed” in order from the side closer to the engine E / G. The first dual-purpose drive gear G45i that also serves as a special drive gear, the third-speed drive gear G3i, and the sixth-speed drive gear G6i are disposed so as not to be relatively rotatable. For the first intermediate shaft A2, in order from the side closer to E / G, the first final drive gear Gfi1 cannot rotate relative to each other, “G1i, G2i, G45i, G3i are always meshed with each other, for 1st speed and 2nd speed 4th and 3rd speed driven gears G1o, G2o, G4o, and G3o ”are disposed so as to be relatively rotatable. In order from the side closer to E / G, the second final drive gear Gfi2 cannot rotate relative to the second intermediate shaft A3, and the reverse driven gear GRo2 can rotate relative to each other, “G45i and G6i are always meshed. The fifth-speed and sixth-speed driven gears G5o, G6o "are arranged so as to be relatively rotatable. On the output shaft A4, “the final driven gear Gfo that is always meshed with Gfi1 and Gfi2” is disposed so as not to be relatively rotatable. The idle shaft A5 has, in order from the side close to E / G, “first reverse drive gear GRi that always meshes with G1i” and “second gear that always meshes with GRo2 and rotates together with GRi. The drive gear GRo1 ”is disposed so as to be relatively rotatable.

  In the 6th speed M / T shown in FIG. 22, the “sleeve S1 disposed so as not to be rotatable relative to the A2 and movable in the axial direction” is engaged with the G1o (G2o) for the first speed (second speed). A power transmission system (A1 → G1i (G2i) → G1o (G2o) → S1 → A2 → Gfi1 → Gfo → A4) is realized. By engaging with “G3o (G4o)” the “sleeve S2 that is not rotatable relative to A2 and is movable in the axial direction” with G3o (G4o), a power transmission system for three speeds (A1 → G3i (G45i) → G3o (G4o)-> S2-> A2-> Gfi1-> Gfo-> A4) is realized. By engaging with “G5o (G6o)” the “sleeve S3 that is arranged to be non-rotatable relative to A3 and movable in the axial direction” with G5o (G6o), a power transmission system for five speeds (A1 → G45i (G6i) → G5o (G6o)-> S3-> A3-> Gfi2-> Gfo-> A4) is realized. By engaging with “Gro2” the “sleeve S4 that is arranged to be non-rotatable relative to A3 and movable in the axial direction”, the reverse drive power transmission system (A1 → G1i → GRi → GRo1 → GRo2 → S4 → A3 → Gfi2 → Gfo → A4) is realized.

  Generally, in a front wheel drive vehicle (so-called FF vehicle) in which the engine is disposed on the front side of the vehicle, the engine (the output shaft thereof) is generally disposed laterally with respect to the vehicle. The M / T input shaft is coaxially connected to the engine output shaft via a clutch. For this reason, M / T is arrange | positioned beside an engine via a clutch so that the axis | shaft of M / T may become sideways with respect to a vehicle. In other words, the engine / clutch / M / T assembly is disposed laterally between the relatively narrow left and right side frames in the engine room of the vehicle. Therefore, the degree of demand for shortening the total length of the M / T in the axial direction is very high.

  Furthermore, in recent years, there is a tendency for the size of the side frame to be increased in order to make the vehicle compact and improve the collision safety of the vehicle. In addition, so-called hybrid vehicles including an engine and an electric motor as power sources are also increasing. As a result, the mounting space for the M / T is further narrowed. That is, there is an increasing demand for shortening the total length of the M / T in the axial direction. Hereinafter, for convenience of explanation, a pair of gears that can be engaged with one sleeve is referred to as a “gear set”.

  In the 6-speed M / T shown in FIG. 22, the six driven gears for forward movement are distributed and arranged on two intermediate shafts. As a result, in particular, two “gear sets” (that is, four driven gears) are arranged on the first intermediate shaft A2. The large number of gears arranged on one intermediate shaft in this way is one of the major factors that lengthen the overall length of the M / T in the axial direction. The arrival of M / T in which further shortening of the total length has been achieved has been desired.

  As described above, an object of the present invention is to provide an input / output shaft and an M / T of a type having a plurality of intermediate shafts that can shorten the overall length of the M / T. is there.

The M / T according to the present invention differs from the M / T described above in the following points.
1. A plurality of forward driven gears are arranged on three intermediate shafts.
2. The first intermediate shaft (A1) is provided with a first relay gear (Gc1) that is an idle gear.
3. The second intermediate shaft (A2) is provided with a second relay gear (Gc2) that is an idle gear that always meshes with the first relay gear (Gc1).
4). The third intermediate shaft (A3) is provided with a third relay gear (Gc3) that is a fixed gear that always meshes with the first relay gear (Gc1).
5. A switching mechanism (M4, M5) is provided that can fix one relay gear selected from the first and second relay gears so as not to be relatively rotatable with respect to a corresponding shaft on which the relay gear is provided.
Hereinafter, the shift stage in which the driven gear is distributed to the first intermediate shaft (A1) is referred to as “first group shift stage” (5th and 6th speed), and the shift in which the driven gear is distributed to the second intermediate shaft (A2). “2nd group shift speed” (3rd speed, 4th speed), and the 3rd gear shift stage (1st speed, 2nd speed) with the driven gear assigned to the third intermediate shaft (A3) Call it.

  In this M / T, when the neutral state is realized, all the idle gears corresponding to a plurality of shift speeds are maintained to be rotatable relative to the corresponding shaft. In addition, the first relay gear is maintained so as to be rotatable relative to the first intermediate shaft, and the second relay gear is fixed so as not to be rotatable relative to the second intermediate shaft (details will be described later).

  When one shift stage among a plurality of forward shift stages is realized, the idle gear corresponding to the shift stage is fixed so as not to rotate relative to the corresponding shaft. In addition, the first relay gear is maintained so as to be rotatable relative to the first intermediate shaft, and the second relay gear is fixed so as not to be rotatable relative to the second intermediate shaft (details will be described later).

  When the reverse gear stage is realized, the idle gear corresponding to one gear stage (= specific gear stage) of the third group gear stage is fixed so as not to rotate relative to the corresponding shaft. In addition, the first relay gear is fixed so as not to rotate relative to the first intermediate shaft, and the second relay gear is maintained relative to the second intermediate shaft (details will be described later).

  As described above, according to the M / T according to the present invention, the plurality of forward driven gears are distributed and arranged on the three intermediate shafts. Accordingly, the maximum number of gears distributed per each intermediate shaft can be reduced as compared with the above-described M / T (a plurality of forward driven gears are distributed and arranged on two intermediate shafts). As a result, the total length of M / T can be further shortened as compared with M / T described above.

  In addition, according to the M / T according to the present invention, the forward gear (specifically, the third group of specific shifts) can be provided without providing the reverse gear and the reverse gear (idle shaft). By using a step gear), it is possible to travel backward.

  In the M / T according to the present invention, it is preferable that the shift speed of the third group is a lower speed shift speed than the shift speeds of the first and second groups. According to this, the reduction ratio at the time of reverse travel can be set to the low speed side (low geared), and a large torque required at the time of reverse travel at low speed can be secured.

  By the way, in the specific configuration of the M / T according to the present invention, at least five sleeves (members for switching between fixing and releasing of the corresponding shafts of the idle gears) for switching the gear positions (thus, at least 5). Three fork shafts) are required, and three sleeves (and therefore three fork shafts) must be moved to achieve a reverse gear position from the neutral state. Here, the operations of these three sleeves are one “pulling operation” and two “entering operations”. Therefore, a special configuration is required to smoothly operate these three sleeves (details will be described later).

It is a skeleton figure in the neutral state which shows the main sections of the 6-speed manual transmission concerning the embodiment of the present invention. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a first speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a second speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a third speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fourth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fifth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a sixth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a reverse state. It is a figure which shows an example of the shift pattern of a shift lever. It is a schematic diagram which shows the specific structure of a switching mechanism. It is the schematic diagram which showed an example of the mode of engagement with the drive part of the shift & select shaft shown in FIG. 10, and the head of a fork shaft. FIG. 11 is a schematic diagram corresponding to FIG. 10 in the first speed state. FIG. 11 is a schematic diagram corresponding to FIG. 10 in a second speed state. FIG. 11 is a schematic diagram corresponding to FIG. 10 in a third speed state. FIG. 11 is a schematic diagram corresponding to FIG. 10 in a fourth speed state. FIG. 11 is a schematic diagram corresponding to FIG. 10 in a fifth speed state. FIG. 11 is a schematic diagram corresponding to FIG. 10 in a sixth speed state. It is a schematic diagram corresponding to FIG. 10 in a reverse state. It is a schematic diagram which shows an example of the shape of the cam surface of the 2nd-4th drive part for making the drive timing of the 3rd-5th fork shaft different at the time of switching from a neutral state to a reverse state. FIG. 20 is a schematic diagram corresponding to FIG. 19 in the middle of the transition from the neutral state to the reverse state. FIG. 20 is a schematic diagram corresponding to FIG. 19 at the stage where the transition from the neutral state to the reverse state is completed. It is a skeleton figure corresponding to FIG. 1 in the conventional 6-speed manual transmission.

  Hereinafter, a vehicle manual transmission according to an embodiment of the present invention will be described with reference to the drawings. The manual transmission M / T according to the embodiment of the present invention includes six shift speeds (1st to 6th speed) for forward movement and one shift speed (reverse) for backward movement. This is applied to the FF vehicle in which the output shaft) is disposed sideways with respect to the vehicle.

(Outline configuration)
As shown in FIG. 1, the M / T according to the embodiment of the present invention includes five shafts: an input shaft Ai, a first intermediate shaft A1, a second intermediate shaft A2, a third intermediate shaft A3, and an output shaft Ao. Is provided. These five shafts are respectively rotatably supported by a plurality of bearings (or bushes) fixed to the housing so as to be eccentric and parallel to each other. The input shaft Ai is connected to the output shaft of the engine E / G via a clutch. The output shaft Ao is connected to drive wheels (front two wheels) via a connection mechanism (not shown). The M / T is arranged beside the engine E / G via a clutch so that the M / T axis is oriented laterally with respect to the vehicle.

  The input shaft Ai has a drive gear Gi35 that also serves as the first-speed drive gear Gi1, the third-speed drive gear, and the fifth-speed drive gear in order from the side closer to the engine E / G (clutch) as the drive gear for the forward gear. A drive gear Gi46 that doubles as a second-speed drive gear Gi2, a fourth-speed drive gear, and a sixth-speed drive gear is provided coaxially. Gi1, Gi35, Gi2 and Gi46 are all fixed gears (gears provided so as not to rotate relative to the shaft).

  The first intermediate shaft A1 is coaxially provided with a fifth gear driven gear Go5 and a sixth gear driven gear Go6 in order from the side closer to the engine E / G as the driven gears of the forward shift stage. ing. Go5 and Go6 are all idle gears (gears provided so as to be rotatable relative to the shaft). The driven gears Go5 and Go6 are always in mesh with the drive gears Gi35 and Gi46, respectively. The fifth speed and the sixth speed correspond to the “first group of gears” of the present invention.

  Further, the first final drive gear Gfi1 and the first relay gear Gc1 are coaxially connected to the first intermediate shaft A1 in order from the side closer to the engine E / G at a position closer to the engine E / G than Go5. Each is provided. Gfi1 is a fixed gear, and Gc1 is an idle gear.

  The second intermediate shaft A2 is coaxially provided with a third-speed driven gear Go3 and a fourth-speed driven gear Go4 in order from the side closer to the engine E / G as the driven gears of the forward shift stage. ing. Go3 and Go4 are all idle gears. The driven gears Go3 and Go4 are always in mesh with the drive gears Gi35 and Gi46, respectively. The third speed and the fourth speed correspond to the “second group shift speed” of the present invention.

  Further, the second final drive gear Gfi2 and the second relay gear Gc2 are coaxially arranged on the second intermediate shaft A2 in order from the side closer to the engine E / G at a position closer to the engine E / G than the Go3. Each is provided. Gfi2 is a fixed gear, and Gc2 is an idle gear. The second relay gear Gc2 is always in mesh with the first relay gear Gc1.

  The third intermediate shaft A3 is provided with a first-speed driven gear Go1 and a second-speed driven gear Go2 as coaxial gears in order from the side closer to the engine E / G. ing. Go1 and Go2 are all idle gears. The driven gears Go1 and Go2 are always meshed with the drive gears Gi1 and Gi2, respectively. The first speed and the second speed correspond to the “third group shift speed” of the present invention.

  The third intermediate shaft A3 is provided with a third relay gear Gc3 coaxially at a position closer to the engine E / G than Go1. Gc3 is a fixed gear. The third relay gear Gc3 is always in mesh with the first relay gear Gc1.

  On the output shaft Ao, a final driven gear Gfo integrated with a housing (housing) of a differential gear mechanism (differential) D / F having one of known structures is coaxially disposed. That is, Gfo is a fixed gear. Gfo always meshes with Gfi1 and Gfi2, respectively.

  Further, as shown in FIG. 1, the M / T includes first to fifth switching mechanisms M1 to M5. The switching of the M / T gear position is achieved by operating the first to fifth switching mechanisms M1 to M5. The first to fifth switching mechanisms M1 to M5 are shift levers via a plurality of link mechanisms (not shown) that connect a shift lever described later (see FIG. 9 described later) and the first to fifth switching mechanisms M1 to M5. It is operated according to the operation.

  The first switching mechanism M1 is disposed with respect to the third intermediate shaft A3 between the first-speed driven gear Go1 and the second-speed driven gear Go2. M1 is a connection piece 11 that rotates coaxially with A3, a connection piece 12 that rotates integrally with Go1, a connection piece 13 that rotates integrally with Go2, and a connection piece 13 that is coaxial with A2. And a sleeve S1 disposed so as to be movable. The sleeve S1 is operated according to the operation of the shift lever via the link mechanism described above. The sleeve S1 corresponds to a “third sleeve” of the present invention.

  The sleeve S1 can be splined with the connecting pieces 11, 12, and 13. When the sleeve S1 is in a non-connected state (neutral position shown in FIG. 1) where only the connecting piece 11 is spline-fitted, the driven gears Go1 and Go2 can both rotate relative to the third intermediate shaft A3. When the sleeve S1 is in the first speed state (shift position moved to the right from the neutral position shown in FIG. 1) in which the connecting pieces 11 and 12 are spline-fitted, Go2 can be rotated relative to A3, while Go1 is A3. Relative rotation is impossible. When the sleeve S1 is in the second speed state (shift position moved to the left from the neutral position shown in FIG. 1) in which the connecting pieces 11 and 13 are spline-fitted, Go1 can rotate relative to A3, while Go2 is A3. Relative rotation is impossible. As described above, in the first switching mechanism M1, one of the non-connected state, the first speed state, and the second speed state is selectively realized according to the position of the sleeve S1 operated by the shift lever operation. Since the second to fifth switching mechanisms M2 to M5 have a configuration similar to that of the first switching mechanism M1, their detailed description is omitted.

  The second switching mechanism M2 is disposed with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the fourth-speed driven gear Go4. In the second switching mechanism M2, in accordance with the position of the sleeve S2 operated by the shift lever operation, a non-connected state (neutral position shown in FIG. 1), a third speed state (shift moved to the right from the neutral position shown in FIG. 1) Position) and the fourth speed state (shift position moved to the left from the neutral position shown in FIG. 1) are selectively realized. The sleeve S2 corresponds to the “second sleeve” of the present invention.

  The third switching mechanism M3 is arranged with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the sixth-speed driven gear Go6. In the third switching mechanism M3, in accordance with the position of the sleeve S3 operated by operating the shift lever, the shift state is shifted to the right from the non-connected state (neutral position shown in FIG. 1) and the fifth speed state (neutral position shown in FIG. 1). Position) and the sixth speed state (shift position moved to the left from the neutral position shown in FIG. 1) are selectively realized. The sleeve S3 corresponds to the “first sleeve” of the present invention.

  The fourth switching mechanism M4 is disposed with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the first relay gear Gc1. In the fourth switching mechanism M4, the non-connected state (neutral position shown in FIG. 1) and the connected state of the first relay gear (neutral position shown in FIG. 1) according to the position of the sleeve S4 operated by the shift lever operation. Shift position moved from right to left) is selectively realized. The sleeve S4 corresponds to the “fourth sleeve” of the present invention.

  The fifth switching mechanism M5 is disposed with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the second relay gear Gc2. In the fifth switching mechanism M5, the second relay gear is connected (neutral position shown in FIG. 1) and disconnected (neutral position shown in FIG. 1) according to the position of the sleeve S5 operated by the shift lever operation. One of the shift positions moved from left to left is selectively realized. The sleeve S5 corresponds to the “fifth sleeve” of the present invention. Thus, the sleeves S1 to S4 do not engage with the corresponding idle gears in the neutral position, but only the sleeve S5 engages with the idle gear (= second relay gear Gc2) in the neutral position. As described above, the first to fifth switching mechanisms M1 to M5 correspond to the “switching mechanism” of the present invention.

(Operation)
Next, the operation of the M / T configured as described above will be described. Hereinafter, each of the M / T shift speeds will be described in order.

<First gear>
When the shift lever is operated to the position corresponding to the first speed, as shown in FIG. 2, the sleeve S1 is set to the “first speed state”, the sleeve S5 is set to the “second relay gear connection state”, and the other The sleeves S2 to S4 are not connected. As a result, as indicated by a thick solid line in FIG. 2, within the M / T, (A1 → Gi1 → Go1 → 12 → S1 → 11 → A3 → Gc3 → Gc1 → Gc2 → 52 → S5 → 51 → A2 → Gfi2 → Gfo → Ao) is formed. As shown in the lower left of FIG. 2, this power transmission system reaches Ao from Ai through A3 → A1 → A2 in order (the number of axes passing through is three (= odd number)). As a result, the M / T reduction ratio (= the ratio of the rotational speed of the input shaft Ai to the rotational speed of the output shaft Ao) is set to the first speed reduction ratio GT1 for vehicle advance.

<2nd speed>
When the shift lever is operated to a position corresponding to the second speed, as shown in FIG. 3, the sleeve S1 is set to the “second speed state”, the sleeve S5 is set to the “second relay gear connection state”, and the other The sleeves S2 to S4 are not connected. As a result, as indicated by the thick solid line in FIG. 3, within M / T, (A1->Gi2->Go2->13->S1->11->A3->Gc3->Gc1->Gc2->52->S5->51->A2-> Gfi2 → Gfo → Ao) is formed. As shown in the lower left of FIG. 3, this power transmission system reaches Ao from Ai through A3 → A1 → A2 in order (the number of passing axes is three (= odd number)). As a result, the reduction ratio of M / T is set to the reduction ratio GT2 for the second speed for vehicle advance. The relationship GT1> GT2 is established.

<3rd speed>
When the shift lever is operated to the position corresponding to the third speed, as shown in FIG. 4, the sleeve S2 is set to the “third speed state”, the sleeve S5 is set to the “second relay gear connection state”, and the other The sleeves S1, S3 and S4 are not connected. As a result, a power transmission system of (A1 → Gi35 → Go3 → 22 → S2 → 21 → A2 → Gfi2 → Gfo → Ao) is formed in the M / T, as indicated by a thick solid line in FIG. As shown in the lower left of FIG. 4, this power transmission system reaches Ao from Ai through A2 only (the number of passing axes is one (= odd number)). As a result, the M / T reduction ratio is set to the third speed reduction ratio GT3 for vehicle advance. The relationship GT2> GT3 is established. In this way, even if the sleeve S5 is maintained in the “connected state of the second relay gear”, since the sleeve S1 is maintained in the disconnected state, the so-called “double meshing” problem does not occur. (The same applies to the following 4th to 6th gears).

<4th speed>
When the shift lever is operated to the position corresponding to the fourth speed, as shown in FIG. 5, the sleeve S2 is set to the “fourth speed state”, the sleeve S5 is set to the “second relay gear connection state”, and the other The sleeves S1, S3 and S4 are not connected. As a result, a power transmission system of (A1 → Gi46 → Go4 → 23 → S2 → 21 → A2 → Gfi2 → Gfo → Ao) is formed in the M / T, as indicated by a thick solid line in FIG. As shown in the lower left of FIG. 5, this power transmission system reaches Ao from Ai via A2 only (the number of passing axes is one (= odd number)). As a result, the reduction ratio of M / T is set to the reduction ratio GT4 of the fourth speed for vehicle advance. The relationship GT3> GT4 is established.

<5th speed>
When the shift lever is operated to the position corresponding to the fifth speed, as shown in FIG. 6, the sleeve S3 is set to the “fifth speed state”, the sleeve S5 is set to the “second relay gear connection state”, and the other The sleeves S1 to S2 and S4 are not connected. As a result, a power transmission system of (A1 → Gi35 → Go5 → 32 → S3 → 31 → A1 → Gfi1 → Gfo → Ao) is formed in the M / T, as indicated by a thick solid line in FIG. As shown in the lower left of FIG. 6, this power transmission system reaches Ao from Ai via A1 only (the number of passing axes is one (= odd number)). As a result, the M / T reduction ratio is set to the fifth reduction ratio GT5 for vehicle advance. The relationship GT4> GT5 is established.

<6th speed>
When the shift lever is operated to a position corresponding to the sixth speed, the sleeve S3 is set to the “sixth speed state”, the sleeve S5 is set to the “second relay gear connection state”, as shown in FIG. The sleeves S1 to S2 and S4 are not connected. As a result, a power transmission system of (A1 → Gi46 → Go6 → 33 → S3 → 31 → A1 → Gfi1 → Gfo → Ao) is formed in the M / T, as indicated by a thick solid line in FIG. As shown in the lower left of FIG. 7, this power transmission system reaches Ao from Ai via A1 only (the number of passing axes is one (= odd number)). As a result, the reduction ratio of M / T is set to the 6th speed reduction ratio GT6 for forward travel of the vehicle. The relationship GT5> GT6 is established.

<Reverse>
When the shift lever is operated to a position corresponding to reverse, as shown in FIG. 8, the sleeve S1 is set to the “first speed state”, the sleeve S4 is set to “the connected state of the first relay gear”, and the other sleeves S1. S3 and S5 are in a non-connected state. As a result, as shown by a thick solid line in FIG. 8, within M / T, (A1->Gi1->Go1->12->S1->11->A3->Gc3->Gc1->42->S4->41->A1->Gfi1-> Gfo → Ao) is formed. As shown in the lower left of FIG. 8, the power transmission system reaches Ao from Ai through A3 and A1 in this order (the number of passing axes is two (= even number)). As a result, the M / T speed reduction ratio is set to the reverse speed reduction ratio GTR for vehicle reverse travel. Thus, in this example, “first gear” corresponds to the “specific gear” of the present invention.

(Action / Effect)
Next, the operation / effect of the M / T according to the embodiment of the present invention configured as described above will be described.

  1stly, in the said embodiment, the six driven gears for advance are distributed and arrange | positioned at the three intermediate shafts A1-A3. Therefore, as compared with M / T (six forward gears are distributed and arranged on two intermediate shafts as described in the background section), each intermediate shaft is distributed. The maximum number of gears can be reduced. Specifically, in the conventional M / T shown in FIG. 22, two “gear sets” (that is, four gears) are arranged on the first intermediate shaft A2, whereas in the above embodiment, One and a half “gear sets” (that is, three gears) are arranged on the first and second intermediate shafts A1 and A2. As a result, the total length of the M / T can be further shortened as compared with the conventional M / T.

  Secondly, in the above embodiment, as apparent from the comparison between FIG. 2 and FIG. 8, in the “state where the sleeve S1 is set to the first speed state”, the “sleeve S5 is set to the connection state of the second relay gear”. <1st speed> and <Reverse> can be switched by switching between "the state in which the sleeve S4 is set to the connection state of the first relay gear". In other words, a gear for a specific reverse speed (first speed in this example) is used from among the third speeds without providing a reverse gear and a reverse-only shaft (so-called idle shaft). This makes it possible to travel backward.

  Thirdly, in the above-described embodiment, the third group of gears (first and second gears) is set to a lower gear than the first and second groups of gears (third to sixth gears). Has been. In addition, in the above-described embodiment, as described above, the gear of one gear position (first speed in this example) out of the third group of gear positions is used for reverse travel. Therefore, the speed reduction ratio during reverse travel can be set to the low speed side (low geared), and a large torque required for reverse travel at low speed can be ensured.

(Specific configuration of switching mechanism)
Hereinafter, a specific configuration of the above-described “switching mechanism” will be described with reference to FIGS. 9 to 18.

  In the above embodiment, the first to fifth switching mechanisms M1 to M5 are driven by operating the shift lever SL according to the shift pattern shown in FIG. In the shift pattern shown in FIG. 9, first to fourth select positions A1 to A4 are provided. The SL position is adjusted to any one of the select positions A1 to A4 by the select operation, and then the SL is moved from the select position toward the desired gear position by the shift operation. This is achieved. Note that the operation (select operation and shift operation) of the position of the shift lever SL (or a driven member corresponding to the shift lever) may be manually performed by a driver of the vehicle, or by an electric actuator or the like. It may be performed automatically based on the state of the vehicle.

  As shown in FIG. 10, the “switching mechanism” of the above embodiment includes a shift & select shaft Z (hereinafter referred to as “S & S shaft Z”), five fork shafts FS1 to FS5, and an interlock plate P ( P1-P5).

  The S & S shaft Z is supported by the housing so as to be movable in the axial direction with respect to the housing and rotatable about the axis. The S & S shaft Z is connected to the shift lever SL via a plurality of link mechanisms (not shown) so that the S & S shaft Z moves in the axial direction by a select operation and rotates around the axis by a shift operation. In the S & S shaft Z, the first to fourth driving portions D1 to D4 are integrally formed in order from the first side to the second side at different positions in the axial direction (from the upper side to the lower side in FIG. 10). Is provided.

  The five fork shafts FS1 to FS5 are parallel to each other and perpendicular to the S & S shaft Z (the S & S shaft Z is in a so-called “twisted position” relationship) and can move in the axial direction with respect to the housing. And it is supported by the housing so as not to rotate around the axis. The five fork shafts FS1 to FS5 are arranged side by side in the housing in order from the first side to the second side in the axial direction of the S & S shaft Z (from the upper side to the lower side in FIG. 10).

  Fork shafts FS1, FS2, FS3, FS4, and FS5 have a first head H1 (5-speed to 6-speed head), a second head H2 (3-speed to 4-speed head), and a third head H3 (1-speed-2), respectively. Speed and reverse head), a fourth head H4 (first relay gear head), and a fifth head H5 (second relay gear head) are integrally provided. Regarding the axial direction of the S & S shaft Z, the thickness of the third head H3 is larger than the thicknesses of the other heads H1, H2, H4, and H5. Further, the above-described sleeves S3, S2, S1, S4, and S5 shown in FIG. 1 and the like are integrally provided on the fork shafts FS1, FS2, FS3, FS4, and FS5, respectively.

  As shown in FIG. 11, depending on the select position of the S & S shaft Z (see the first to fourth select positions in FIG. 9), any of the protrusions (inner levers) of the drive parts D1 to D4 of the S & S shaft Z The head can be engaged with any one of the heads H1 to H5.

  Referring to FIG. 10 again, the interlock plate P (P1 to P5) moves integrally with the S & S shaft Z in the axial direction relative to the housing and cannot rotate about the axis relative to the housing. Is provided. The interlock plate P includes a first plate P1 positioned on the first side (upper side in FIG. 10) from the first drive unit D1, and a second plate P2 positioned between the first and second drive units D1 and D2. The third plate P3 positioned between the second and third driving units D2 and D3, the fourth plate P4 positioned between the third and fourth driving units D3 and D4, and the fourth driving unit D4. And a fifth plate located on the second side (lower side in FIG. 10). P1 to P5 are integrally formed with each other.

  With respect to the axial direction of the S & S shaft Z, the gap between the second drive unit D2 and the second plate P2 and the gap between the second drive unit D2 and the third plate P3 are the same as the first drive unit D1 and the second plate P3. A gap between the first plate P1, a gap between the first drive unit D1 and the second plate P2, a gap between the third drive unit D3 and the third plate P3, a third drive unit D3 and the fourth plate It is larger than the gap between P4, the gap between the fourth drive unit D4 and the fourth plate P4, and the gap between the fourth drive unit D4 and the fifth plate P5.

  As shown in FIG. 11, according to the selection position of the S & S shaft Z, any one of the first to fifth plates P1 to P5 can be engaged with any one of the heads H1 to H5.

<First and second speed>
As shown in FIG. 12 (FIG. 13), when the first speed (second speed) is realized, first, the shift lever SL is set to the third select position A3 (see FIG. 9). In this state, the drive unit D2 can be engaged with the head H3. On the other hand, all the remaining heads H1, H2, H4, and H5 are restricted from moving from the neutral position by engaging with the interlock plates P (P1 to P5). From this state, when the SL is moved to the first speed position (second speed position), the head H3 (hence the fork shaft FS3 and the sleeve S1) is neutralized by the rotation of the S & S shaft Z (hence, the inner lever of the drive unit D2). It is pressed and driven from the position to the 1st (2nd) shift position. As a result, the first speed (second speed) is realized (see FIGS. 2 and 3).

<3rd and 4th speed>
As shown in FIG. 14 (FIG. 15), when the third speed (fourth speed) is realized, first, the shift lever SL is set to the second select position A2 (see FIG. 9). In this state, the drive unit D1 can be engaged with the head H2. On the other hand, all the remaining heads H1, H3 to H5 are restricted from moving from the neutral position by engaging with the interlock plates P (P1 to P5). From this state, when the SL is moved to the third speed position (fourth speed position), the head H2 (hence, the fork shaft FS2 and the sleeve S2) is neutralized by the rotation of the S & S shaft Z (hence, the inner lever of the drive unit D1). It is pressed and driven from the position to the shift position of the third speed (fourth speed). As a result, the third speed (fourth speed) is realized (see FIGS. 4 and 5).

<5-speed and 6-speed>
As shown in FIG. 16 (FIG. 17), when the fifth speed (sixth speed) is realized, first, the shift lever SL is set to the first select position A1 (see FIG. 9). In this state, the drive unit D1 can be engaged with the head H1. On the other hand, all the remaining heads H2 to H5 are restricted from moving from the neutral position by engaging with the interlock plates P (P1 to P5). From this state, when the SL is moved to the fifth speed position (sixth speed position), the head H1 (hence the fork shaft FS1 and the sleeve S3) is neutralized by the rotation of the S & S shaft Z (hence, the inner lever of the drive unit D1). It is pressed and driven from the position to the shift position of the fifth speed (sixth speed). As a result, the fifth speed (sixth speed) is realized (see FIGS. 6 and 7).

<Reverse>
As shown in FIG. 18, when reverse is realized, first, the shift lever SL is set to the fourth select position A4 (see FIG. 9). In this state, the driving units D2, D3, and D4 can be engaged with the heads H3, H4, and H5, respectively. On the other hand, all the remaining heads H1 and H2 are restricted from moving from the neutral position by engaging with the interlock plates P (P1 to P5). From this state, when the SL is moved to the reverse position, the heads H3, H4, H5 (accordingly, the fork shaft FS3 and sleeve) are rotated by the rotation of the S & S shaft Z (accordingly, the three inner levers of the drive parts D2, D3, D4). S1, fork shaft FS4 and sleeve S4, fork shaft FS5 and sleeve S5) are pressed and driven from the neutral position to the respective shift positions at the same timing. As a result, reverse is realized (see FIG. 8).

(Ingenuity to smoothly switch from neutral to reverse)
In the above embodiment, when switching from neutral to reverse, the three inner levers of the drive parts D2, D3, and D4 of the S & S shaft Z rotate simultaneously with the shift lever SL moving from the fourth select position A4 to the reverse position. Thus, the sleeves S1, S4, and S5 are driven at the same timing.

  As a result, “the operation of changing the second relay gear Gc2 from the state incapable of relative rotation to the sleeve S5 (and hence the second intermediate shaft A2) to the state of relative rotation” (hereinafter referred to as “extraction operation”). , "Operation for changing the first relay gear Gc1 from a state in which the first relay gear Gc1 can rotate relative to the sleeve S4 (therefore, the first intermediate shaft A1) to a state in which the first relay gear Gc1 cannot rotate relative to the sleeve S4" (hereinafter referred to as "first entering operation") In addition, “an operation for changing the first-speed idle gear Go1 from a state in which relative rotation with respect to the sleeve S1 (and hence the third intermediate shaft A3) to a state in which relative rotation is impossible” (hereinafter referred to as “second entering operation”). Are executed at the same timing.

  In general, when “entry operations” of a plurality of sleeves are performed simultaneously, there are many cases where these “entry operations” cannot be smoothly realized. In addition, when the “insertion operation” of the sleeve and the “extraction operation” of the sleeve are performed, the “extraction operation” and the “entrance operation” of the sleeve are performed simultaneously or after the “extraction operation” of the sleeve. It is preferred that the “entering operation” is performed.

From the above, in the above embodiment, in order to smoothly switch from neutral to reverse, it is preferable that the “pulling operation”, “first entering operation”, and “second entering operation” are performed in the following order.
Pattern 1: “Punching operation” → “First entering operation” → “Second entering operation”
Pattern 2: “Punching operation” → “Second entering operation” → “First entering operation”
Pattern 3: At the same time, “Punching operation” and “First entering operation” → “Second entering operation”
Pattern 4: Simultaneously “unplugging operation” and “second entering operation” → “first entering operation”

  19 to 21 show an example of a “switching mechanism” when the pattern 3 is employed. In this example, the configuration of the first drive unit D1 (the configuration having an inner lever) of the first to fourth drive units D1 to D4 of the S & S shaft Z and the first of the first to fifth heads H1 to H5. The configuration of the first and second heads H1 and H2 (configuration that engages with the inner lever) is not changed from the configuration of the above embodiment. On the other hand, the second to fourth driving portions D2 to D4 of the S & S shaft Z are cams whose side surfaces function as cam surfaces instead of the configuration having the inner lever. In addition, when the axial position of the S & S shaft Z is at the fourth select position A4, the pair of inner side surfaces of the heads H3 to H5 that engage with the second to fourth drive units D2 to D4, respectively, The shape engages with the cam surfaces of D2 to D4.

  As shown in FIG. 19, in the neutral state where the shift lever SL is in the fourth select position, the heads H3, H4, H5 (and hence the sleeves S1, S4, S5) are all in the neutral position. From this state, when the shift lever SL is moved toward the reverse position, as shown in FIG. 20, only the heads H4 and H5 (and therefore only the sleeves S4 and S5) are neutral in the middle stage. Move from position to shift position. The head H3 (and thus the sleeve S1) is maintained in the neutral position. That is, only the “pulling operation” and the “first entering operation” are performed simultaneously.

  Thereafter, as shown in FIG. 21, with the heads H4 and H5 (and therefore the sleeves S4 and S5) maintained in the shift position, the head H3 (and therefore the sleeve S1) is reverse (and 1st) from the neutral position. Move to the shift position. That is, the “second entering operation” is performed. In FIG. 21, the moving direction of the head H5 is the same as the moving direction of the heads H3 and H4 (the right direction in the figure), but the moving direction of the head H5 is the moving direction of the heads H3 and H4. Needless to say, the reverse (left direction in the figure) may be used.

  As described above, the “second insertion operation” is performed after the “pulling operation” and the “first insertion operation” are performed at the same time, based on the shapes of the cam surfaces of the drive units D2 to D4. When returning from reverse to neutral, first, the operation opposite to the “second entry operation” (the removal operation of the sleeve S1) is performed, and then the operation opposite to the “extraction operation” (the operation of the sleeve S5). Entering operation) and the operation opposite to the “first entering operation” (the removing operation of the sleeve S4) are performed simultaneously.

  When the first speed is realized, that is, when the shift lever SL moves from the third select position A3 toward the first speed position, the cam surface of the drive unit D2 presses the head H3, so that The head H3 (thus, the sleeve S1) moves from the neutral position to the first-speed shift position at the same timing as the “second entering operation”. Thus, the first speed is realized. In addition, the cam surface of the drive unit D2 has the head H3 (accordingly, the sleeve S1) even when the second speed is realized, that is, when the shift lever SL moves from the third select position toward the second speed position. Is designed to move from the neutral position to the shift position of the second speed. Thereby, the second speed is realized.

  FIGS. 19 to 21 show an example in which the pattern 3 is adopted. However, the patterns 1, 2 and 4 are realized by changing the shape of the cam surface of the driving units D2 to D4. It is also possible to do.

  Further, in the example shown in FIGS. 19 to 21, by changing the shape of the cam surface of the plurality of drive units provided on the S & S shaft Z, the “pulling operation”, “first entering operation”, and “second operation” are performed. Although the timing of the “push-in operation” has been changed, a configuration in which the axial position of each fork shaft can be controlled independently using an electric actuator or the like is adopted, and the “pull-out operation” and “first peg operation” are adopted. ”And“ second entering operation ”may be changed.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, all the drive gears and driven gears of the six forward gears are set to the fixed gear and the idle gear, but all the drive gears and driven gears of the six forward gears are set. The gears may be set as idle gears and fixed gears, or the drive gears and the driven gears of the six forward gears may be set as idle gears and fixed gears.

  In the above embodiment, the final driven gear Gfo integrated with the differential D / F housing (housing) is coaxially arranged on the output shaft Ao, but the differential D / F of the differential D / F is arranged on the output shaft Ao. The final driven gear Gfo itself that is not integrated with the housing (housing) may be directly fixed coaxially.

  Moreover, in the said embodiment, although the reverse drive is enabled using a 1-speed gear as a specific gear position among the gear speeds (1st speed-2nd speed) of the 3rd group, A reverse gear may be used by using a second gear as the specific shift stage. In this case, the sleeve S1 is set to the “second speed state”, the sleeve S4 is set to “the connected state of the first relay gear”, and the other sleeves S1 to S3, S5 are set to the disconnected state. As a result, a power transmission system of (A1-> Gi2-> Go2-> 13-> S1-> 11-> A3-> Gc3-> Gc1-> 42-> S4-> 41-> A1-> Gfi1-> Gfo-> Ao) is formed in the M / T. .

  In the above embodiment, a plurality of shift speeds are assigned to each of the first to third groups, but a single shift speed may be assigned to a part of the first to third groups. .

  M / T ... manual transmission, E / G ... engine, Ai ... input shaft, A1 ... first intermediate shaft, A2 ... second intermediate shaft, A3 ... third intermediate shaft, Ao ... output shaft, Gi1, Gi2, Gi35 , Gi46: drive gear, Go1, Go2, Go3, Go4, Go5, Go6 ... driven gear, M1-M5 ... first to fifth switching mechanisms, Gc1, Gc2, Gc3 ... first, second, third relay gear, Gfi1, Gfi2 ... first and second final drive gears, Gfo ... final driven gear, Z ... shift and select shaft, D1-D4 ... drive unit, FS1-FS5 ... fork shaft, H1-H5 ... head, S1-S5 ... Sleeve, P (P1-P5) ... Interlock plate

Claims (4)

A vehicle manual transmission that is interposed in a power transmission system that connects an output shaft of a power source of a vehicle and a drive wheel, and has a plurality of forward shift stages and a reverse shift stage,
A housing;
An input shaft that is rotatably supported by the housing and forms a power transmission system with an output shaft of the power source;
A plurality of drive gears for the plurality of shift stages provided on the input shaft, each of which is a fixed gear or an idle gear;
A first intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
The first group of gears that are always meshed with one or more drive gears for a first group of gears that are part of the plurality of gears provided on the first intermediate shaft. One or a plurality of driven gears for use, each of which is a gear on a different side from the corresponding driving gear among the fixed gear or the idle gear,
A first relay gear provided on the first intermediate shaft, which is an idle gear;
A first final drive gear which is a fixed gear provided on the first intermediate shaft;
A second intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
One or a plurality of the drive gears for the second group of gears, which are the remaining portions other than the gears of the first group among the plurality of gears provided on the second intermediate shaft, and always One or a plurality of driven gears for the second stage gear position that mesh with each other, each of which is a gear on a different side from the corresponding driving gear among the fixed gear and the idle gear. With gear,
A second relay gear provided on the second intermediate shaft, which is an idle gear that always meshes with the first relay gear;
A second final drive gear, which is a fixed gear, provided on the second intermediate shaft;
A third intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
One or a plurality of drive gears for a third group of gears that are all of the remaining gears other than the gears of the first and second groups among the plurality of gears provided on the third intermediate shaft. One or more driven gears for the third group of gears that are always meshed with each other, each of which is a gear on the side different from the corresponding driving gear among the fixed gear and the idle gear. A driven gear of
A third relay gear provided on the third intermediate shaft, which is a fixed gear that is always meshed with the first relay gear;
An output shaft that is rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft and that forms a power transmission system with the drive wheels;
A final driven gear which is a fixed gear provided on the output shaft and is always in mesh with the first and second final drive gears;
The idle gear corresponding to one selected gear among the plurality of gears can be fixed so as not to rotate relative to a corresponding shaft provided with the idle gear, and the first, A switching mechanism capable of fixing one relay gear selected from the second relay gears so as not to rotate relative to a corresponding shaft provided with the relay gear;
With
The switching mechanism is
When the neutral state is realized, all the idle gears corresponding to the plurality of shift speeds are maintained so as to be rotatable relative to the corresponding shaft, and the first relay gear is rotatable relative to the first intermediate shaft. And the second relay gear is fixed to be non-rotatable relative to the second intermediate shaft,
When realizing one of the plurality of forward gears, the idle gear corresponding to the gear is fixed so as not to rotate relative to the corresponding shaft, and the first relay gear is fixed to the first gear. Maintaining relative rotation with respect to one intermediate shaft and fixing the second relay gear so as not to rotate relative to the second intermediate shaft;
When realizing a reverse gear, the idle gear corresponding to a specific gear, which is one of the third gears, is fixed so as not to rotate relative to the corresponding shaft, The first relay gear is fixed so as not to rotate relative to the first intermediate shaft, and the second relay gear is configured to be rotatable relative to the second intermediate shaft.
The switching mechanism is
When realizing the reverse gear stage from the neutral state, a first operation is performed to change the second relay gear from a state incapable of relative rotation to a state of relative rotation with respect to the second intermediate shaft, and A second operation for changing the first relay gear from a state capable of relative rotation with respect to the first intermediate shaft to a state incapable of relative rotation is performed simultaneously with the first operation or after the first operation, and the specific gear position. A third operation for changing the idle gear corresponding to the state from a relatively rotatable state to a non-rotatable state with respect to the corresponding shaft is performed simultaneously with or after the first operation, and the second operation; A vehicle manual transmission that does not simultaneously perform the third operation. The vehicle manual transmission according to claim 1,
The switching mechanism is
The vehicle performs the first operation and the second operation at the same time, and then performs the third operation, or performs the first operation and the third operation at the same time, and then performs the second operation. Manual transmission. The manual transmission for a vehicle according to claim 1 or 2,
The switching mechanism is
A shift and select shaft supported by the housing so as to move in an axial direction by a select operation and to rotate around an axis by a shift operation, the first drive unit, a second drive unit, a third drive unit, and A shift and select shaft in which the fourth drive unit is provided in order from the first side to the second side at different positions in the axial direction;
A first fork shaft having a first head supported by the housing so as to be movable in an axial direction perpendicular to the axial direction of the shift and select shaft;
A second fork shaft having a second head supported by the housing so as to be axially movable at a position on the second side in parallel with the first fork shaft;
A third fork shaft having a third head supported by the housing so as to be axially movable at a position on the second side in parallel with the second fork shaft;
A fourth fork shaft having a fourth head supported by the housing so as to be axially movable at a position on the second side parallel to the third fork shaft;
A fifth fork shaft having a fifth head supported by the housing so as to be axially movable at a position on the second side in parallel with the fourth fork shaft;
When the fixed gear is fixed to the first fork shaft and is in the neutral position, the idle gears of the first group of gears can rotate relative to the corresponding shaft, and when in the shift position, the first gear is in the first position. A first sleeve that realizes a state in which the idle gears of the shift speeds of the group cannot rotate relative to the corresponding shaft;
It is fixed to the second fork shaft and realizes a state in which the idle gears of the second stage gears can rotate relative to the corresponding shaft when in the neutral position, and the second gear when in the shift position. A second sleeve that realizes a state in which the idle gears of the shift speeds of the group cannot rotate relative to the corresponding shaft;
It is fixed to the third fork shaft and realizes a state in which the idle gears of the third group of gears can rotate relative to the corresponding shaft when in the neutral position, and the third gear when in the shift position. A third sleeve that realizes a state in which the idle gears of the shift speeds of the group cannot rotate relative to the corresponding shaft;
The first relay gear is fixed to the fourth fork shaft and realizes a state in which the first relay gear can rotate relative to the first intermediate shaft when in the neutral position, and when in the shift position, the first relay gear is A fourth sleeve that realizes a state incapable of relative rotation with respect to the first intermediate shaft;
The second relay gear is fixed to the fifth fork shaft and realizes a state in which the second relay gear cannot rotate relative to the second intermediate shaft when in the neutral position, and when in the shift position, the second relay gear is A fifth sleeve that realizes a state of being rotatable relative to the second intermediate shaft;
With
The switching mechanism is
When realizing one of the first group of gears for forward movement, the first drive unit is configured to adjust the axial position of the shift and select shaft to the first select position by a select operation. After realizing the state capable of being engaged with the first head, the shift and select shaft is rotated by a shift operation, and the first driving unit presses the first head in the axial direction to cause the first fork shaft to move. Move from the neutral position to the shift position corresponding to the gear position;
When realizing one of the second speed ranges of the second group for forward movement, the axial position of the shift & select shaft is selected by the select operation, and the second select position on the second side of the first select position. After the first drive unit is engaged with the second head, the shift & select shaft is rotated by a shift operation so that the first drive unit moves the second head in the axial direction. To move the second fork shaft from the neutral position to the shift position corresponding to the shift stage,
When realizing one of the third gear positions for forward movement, the axial position of the shift & select shaft is selected by the select operation and the third select position on the second side of the second select position. After realizing the state in which the second drive unit can engage with the third head by adjusting to the above, the shift & select shaft is rotated by a shift operation, and the second drive unit causes the third head to move in the axial direction. To move the third fork shaft from the neutral position to the shift position corresponding to the gear position,
When realizing a reverse gear, the second drive unit is configured to adjust the axial position of the shift and select shaft to the fourth select position on the second side of the third select position by a select operation. After realizing a state in which the third head can be engaged, the third driving unit can be engaged with the fourth head, and the fourth driving unit can be engaged with the fifth head, a shift operation is performed. Rotating the shift & select shaft, the second driving unit presses the third head in the axial direction, the third driving unit presses the fourth head in the axial direction, and the fourth driving When the portion presses the fifth head in the axial direction, the third fork shaft is moved from the neutral position to the shift position corresponding to the specific shift stage as the third operation, and the second operation is performed as the second operation. 4th The Kushafuto moved to the shift position from the neutral position, it is configured the fifth fork shaft as the first operation to move the shift position from the neutral position,
The second drive unit, the third drive unit, and the fourth drive unit of the shift & select shaft are respectively a second cam, a third cam, and a fourth fixed to the shift & select shaft. A cam,
In a state where the axial position of the shift & select shaft is at the fourth select position, the cam surface of the second cam is engaged with the inner side surface of the third head, and the cam surface of the third cam is Engaging the inner side surface of the fourth head, the cam surface of the fourth cam engaging the inner side surface of the fifth head,
When realizing a reverse gear, when the shift & select shaft is rotated by a shift operation after the axial position of the shift & select shaft is adjusted to the fourth select position by a select operation, 2. The vehicle manual operation, wherein the timings of the second and third operations are determined based on the shapes of the cam surface of the second cam, the cam surface of the third cam, and the cam surface of the fourth cam. transmission. The vehicle manual transmission according to any one of claims 1 to 3,
The vehicle manual transmission, wherein the third group of gears is a lower gear than the first and second groups of gears.

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