JP2019215054A - transmission - Google Patents

Abstract

To improve the detection accuracy of a neutral state by suppressing vibration to a neutral switch.SOLUTION: A transmission (2) includes a transmission case (20) supporting a shaft which transmits the power of an engine (1), and a shift device (7) arranged in the transmission case. The transmission case has a first side wall (28a) on which a bearing part is formed to support the shaft at one end side, a second side wall (28b) communicating with the first side wall and inclining to the radial outside of the shaft as extending to the axial other end side of the shaft, and a third side wall (28c) communicating with the second side wall and opposed to the shaft. The shift device has a shift and select shaft (70) extending between the shaft and the third side wall in the direction crossing the axial direction of the shaft, and a first neutral switch (90) and a second neutral switch (91) for detecting the neutral state of a shift stage. The first neutral switch is provided on the third side wall, and the second neutral switch is provided on the second side wall.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a transmission.

  2. Description of the Related Art In a manual transmission for a vehicle, a neutral switch for detecting a neutral position of a gear position is provided (see Patent Document 1). The neutral switch described in Patent Literature 1 includes a so-called contact-type sensor that includes a convex sensing portion that can freely protrude and retract at the tip, and a cam portion (neutral detection peak portion) that the sensing portion contacts. . The neutral state or the non-neutral state of the transmission can be detected by changing the contact position of the sensing unit in relation to the cam unit. Such a neutral switch is attached, for example, so as to penetrate a transmission case.

JP 2009-24713 A

  By the way, since the transmission case is disposed adjacent to the engine, the transmission case may also be vibrated by the vibration of the engine. When the neutral switch is provided in the transmission case as described above, the vibration of the transmission case may be transmitted to the neutral switch. As a result, the detection accuracy of the neutral switch may be affected.

  The present invention has been made in view of the above, and an object of the present invention is to provide a transmission capable of suppressing vibration to a neutral switch and improving the accuracy of detecting a neutral state.

  A transmission according to one embodiment of the present invention includes: a transmission case that supports a shaft that transmits power of an engine; and a shift device that is disposed in the transmission case. A first side wall on which a bearing portion for supporting one end is formed, a second side wall connected to the first side wall, and inclined toward a radially outer side of the shaft toward the other end in the axial direction of the shaft; A third side wall connected to the two side walls and facing the axis, wherein the shift device is provided between the axis and the third side wall and extends in a direction intersecting the axial direction of the axis. A select shaft, a first neutral switch and a second neutral switch that detect a neutral state of a shift stage, wherein the first neutral switch is provided on the third side wall, and the second neutral switch is No. Characterized in that it is provided in the side wall.

  ADVANTAGE OF THE INVENTION According to this invention, the vibration with respect to a neutral switch can be suppressed and the detection accuracy of a neutral state can be improved.

It is a front view around the transmission concerning this embodiment. It is the figure which omitted some transmission cases from FIG. FIG. 3 is a left side view of FIG. 2. It is sectional drawing which follows the AA line of FIG. It is a front view of the shift device concerning this Embodiment. FIG. 4 is a left side view of the shift device according to the present embodiment. It is the perspective view which looked at the center cam member periphery concerning this Embodiment from the left front. It is the perspective view which looked at the center cam member periphery concerning this Embodiment from right rear. FIG. 2 is a top view showing the vicinity of a neutral switch of the shift device according to the embodiment. FIG. 10 is a sectional view taken along line BB of FIG. 9. It is the elements on larger scale of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In each of the directions shown in the accompanying drawings, an arrow FR indicates the front of the vehicle, an arrow RE indicates the rear of the vehicle, an arrow UP indicates the upper side of the vehicle, an arrow LO indicates the lower side of the vehicle, an arrow L indicates the left side of the vehicle, and an arrow R indicates the right side of the vehicle. I will. In the following drawings, a part of the configuration is omitted for convenience of explanation.

  With reference to FIGS. 1 to 6 and 11, a schematic configuration of a manual transmission for a vehicle according to the present embodiment will be described. As shown in FIGS. 1 to 6, the vehicle according to the present embodiment is a so-called FF type four-wheeled vehicle. The vehicle is configured by disposing an engine 1 and a transmission 2 between a pair of left and right body frames (not shown) extending in the front-rear direction. The engine 1 and the transmission 2 are arranged side by side on the left and right. Specifically, the engine 1 is disposed on the right side in front of the vehicle, and the transmission 2 is disposed on the left side of the engine 1.

  The engine 1 is, for example, a gasoline engine, and various components such as a crankshaft (both not shown) are accommodated in an engine case. The axial direction of the crankshaft is directed in the vehicle width direction (left-right direction). The engine 1 is not limited to a gasoline engine, but may be another type of engine such as a diesel engine.

  The transmission 2 is a manual transmission that selects a gear for shifting by, for example, a manual operation of a passenger. The transmission 2 changes the power of the engine 1 and transmits the power to drive wheels (not shown). The transmission 2 is configured by housing various components in a transmission case 20. The various components include a clutch (not shown), various shafts provided with a plurality of transmission gears, and the like, and the shift device 7. That is, various shafts that transmit the power of the engine 1 to the drive wheels are supported by the transmission case 20. Note that the transmission 2 may be a manual transmission in which the transmission device automatically selects a transmission gear.

  The transmission case 20 has a dividable structure, and includes a right case 21 (first case) and a left case 22 (second case). The right case 21 forms a right space (first space) of the transmission case 20, and the left case 22 forms a left space (second space) of the transmission case 20. In particular, the light case 21 has a partition 23 that partitions the space inside the transmission case 20 into left and right (the above-mentioned left space and right space). The partition wall 23 is formed so as to expand in the front-rear direction and the vertical direction slightly on the right case 21 side from the mating surface of the right case 21 and the left case 22 (see FIGS. 3 and 4).

  A clutch (not shown) disposed coaxially with the crankshaft is provided in the light case 21 on the right side of the partition wall 23. In the left case 22 on the left side of the partition wall 23, an input shaft 3, a first counter shaft 4, and a second counter shaft 5 are arranged as various shafts. These various shafts extend in the vehicle width direction in the axial direction of the crankshaft. The left ends (one ends) of the various shafts are supported by the left case 22 via bearings, and the right ends (the other ends) of the various shafts are supported by the partition 23 of the right case 21 via bearings. Further, oil (not shown) for lubricating the transmission gears and various shafts is stored at the bottom in the left case 22.

  The left case 22 is configured to cover the above-described components. Specifically, the left case 22 has an upper wall 26 covering the upper side, a bottom wall 27 covering the lower side, and a side wall 28 covering the side. The side wall 28 further includes a first side wall 28a forming a left wall, a second side wall 28b and a third side wall 28c forming a front wall, and a fourth side wall 28d forming a rear wall.

  The first side wall 28a extends in the front-rear direction of the vehicle when viewed from above as shown in FIG. Further, a bearing portion (only a part is shown in FIG. 4) for supporting one end of each shaft is formed on the first side wall 28a. The second side wall 28b is inclined rightward and forward from the front end of the first side wall 28a. That is, the second side wall 28b inclines radially outward (front side) of the various shafts toward the other axial end (right side) of the various shafts.

  The third side wall 28c extends rightward from the front end of the second side wall 28b along the various axes described above. The fourth side wall 28d extends rightward from the rear end of the first side wall. As described above, the components disposed in the transmission case 20 are surrounded by the side walls 28 at the front, left, and rear.

  The input shaft 3 is a shaft to which power from the engine 1 is input via a clutch. The input shaft 3 is arranged coaxially with the crankshaft. As shown in FIG. 3, the input shaft 3 is provided at a position slightly biased forward and upward from the center of the left case 22 in a side view. The input shaft 3 includes, from the right side, an input gear 30 for the first speed, an input gear 31 for the second speed, an input gear 32 for the fifth speed, an input gear 33 for the third speed, and an input gear for the fourth to sixth speeds. 34 are provided. Note that the input gear may be called a drive gear.

  A first counter shaft 4 is disposed slightly behind and below the input shaft 3. A first final drive gear (not shown), a first-speed counter gear 40, a second-speed counter gear 41, a third-speed counter gear 42, and a fourth-speed counter are provided on the first counter shaft 4 from the right side. A gear 43 is provided. Each counter gear arranged on the first counter shaft 4 is arranged so as to be freely rotatable with respect to the first counter shaft 4. Note that the above-described counter gear may be referred to as a driven gear.

  A second counter shaft 5 is disposed slightly behind and above the input shaft 3. The second counter shaft 5 is located above and behind the first counter shaft 4. The second counter shaft 5 is provided with a second final drive gear 50, a reverse gear 51, a counter gear 52 for fifth speed, and a counter gear 53 for sixth speed from the right side. Further, each counter gear arranged on the second counter shaft 5 is arranged so as to be freely rotatable with respect to the second counter shaft 5. Note that the above-described counter gear may be referred to as a driven gear.

  In addition, a shift sleeve is arranged between each of the first counter shaft 4 and the second counter shaft 5 between predetermined counter gears. Specifically, on the first counter shaft 4, a first shift sleeve 44 is disposed between the first-speed counter gear 40 and the second-speed counter gear 41, and the third-speed counter gear 42 and the fourth-speed counter gear 42 are arranged. The second shift sleeve 45 is arranged between the counter gears 43. The first shift sleeve 44 and the second shift sleeve 45 are configured to always rotate integrally with the first counter shaft 4. On the second counter shaft 5, a third shift sleeve 54 is disposed between the reverse gear 51 and the fifth gear counter gear 52, and between the fifth gear counter gear 52 and the sixth gear counter gear 53. , A fourth shift sleeve 55 is disposed. The third shift sleeve 54 and the fourth shift sleeve 55 are configured to always rotate integrally with the second counter shaft 5.

  Although the details will be described later, when the predetermined shift sleeve slides in the axial direction in response to the shift operation of the occupant, the engagement relationship between the predetermined shift sleeve and the adjacent counter gear is switched. As a result, the combination of the input gear and the counter gear is switched, and the gear can be shifted.

  A differential device 6 is provided below and below the second counter shaft 5. The differential device 6 includes a final driven gear 60 and a differential case (not shown) for the final driven gear 60. The final driven gear 60 is fixed to a differential case. The axial direction of the final driven gear 60 is oriented in the vehicle width direction. The central axis of the final driven gear 60 is located at substantially the same height as the first counter shaft 4, as shown in FIG. Further, the final driven gear 60 is arranged along the partition wall 23.

  The shift device 7 is disposed on the left side of the partition wall 23 and in front of the input shaft 3. The shift device 7 realizes a shift by changing the combination of each shift gear according to the shift operation of the occupant. Specifically, the shift device 7 includes a shift and select shaft 70 that extends in the left case 22 in the vertical direction. The shift and select shaft 70 extends in a direction intersecting the axial direction of the input shaft 3 between the input shaft 3 and the third side wall 28c.

  An opening (not shown) is formed in the upper part of the left case 22. The shift and select shaft 70 is inserted into the left case 22 from the opening. A shift case 71 that supports the shift and select shaft 70 is provided on the upper end side of the shift and select shaft 70. The shift case 71 also functions as a lid member that closes the opening.

  Specifically, the shift case 71 includes a box-shaped case portion 71a that covers a part of the shift and select shaft 70, and a plate-shaped lid portion 71b formed on the upper surface of the case portion 71a. The case portion 71a has a shape smaller than the opening of the left case 22. The case 71a supports the shift and select shaft 70 so as to be movable in the axial direction (selection direction) and rotatable around the axis (shift direction).

  The cover 71b has an area larger than the case 71a and has a shape corresponding to the opening of the left case 22. The opening of the left case 22 is closed by the lid 71b. The shift case 71 is fixed to the left case 22 by bolting the lid 71b to the left case 22. Thus, the shift and select shaft 70 is supported by the shift case 71 via the left case 22.

  The upper end side of the shift and select shaft 70 penetrates through the lid 71b and protrudes outside the left case 22. A shift outer lever 72 is provided at a tip (upper end) of the projecting shift and select shaft 70, and a select outer lever 73 is provided in the shift case 71.

  One end of the shift outer lever 72 is connected to one end of a shift cable (not shown). The other end of the shift cable is connected to a shift lever (not shown) operated by an occupant. Further, one end of a select cable (not shown) is connected to one end of the select outer lever 73. The other end of the select cable is connected to the above-mentioned shift lever.

  When the rider operates the shift lever in the select direction, the select outer lever 73 moves the shift and select shaft 70 in the axial direction (select direction) via the select cable. On the other hand, when the shift lever is operated in the shift direction by the occupant, the shift outer lever 72 rotates the shift and select shaft 70 around the axis (shift direction) via the shift cable. The operation in the select direction of the shift lever by the occupant is referred to as a select operation, and the operation in the shift direction is referred to as a select operation.

  As described above, the shift device 7 according to the present embodiment exemplifies a so-called remote control type shift device, but is not limited thereto, and can be appropriately changed. The shift device 7 may be constituted by a so-called direct control type shift device in which a shift lever is directly attached to the shift and select shaft 70.

  Further, the shift and select shaft 70 is provided with a plurality of cam members that move in the axial direction or rotate around the axis in response to the shift operation or the select operation of the occupant. Specifically, the cam member includes an upper cam member 74 provided in the case portion 71 a and a lower cam member 75 provided at a lower end of the shift and select shaft 70. Further, a central cam member 76 is provided between the upper cam member 74 and the lower cam member 75 in the axial direction of the shift and select shaft 70.

  The upper cam member 74 is fixed integrally with the shift and select shaft 70. Specifically, the upper cam member 74 includes an upper finger portion 74a that protrudes radially outward of the shift and select shaft 70 and rearward, and a guide that protrudes radially outward of the shift and select shaft 70 and frontward. And a pin 74b. The upper finger portion 74a and the guide pin 74b are formed to extend in opposite directions with the shift and select shaft 70 interposed therebetween.

  The shift and select shaft 70 is provided with an upper interlock plate 77 so as to cover the upper, lower, and rear sides of the upper cam member 74. As shown in FIG. 6, the upper interlock plate 77 is formed in a C shape in a side view so as to sandwich the upper and lower portions of the upper cam member 74. The upper interlock plate 77 is rotatably attached to the shift and select shaft 70. On the rear surface of the upper interlock plate 77, a slit 77a is formed. The upper finger portion 74a projects rearward of the upper interlock plate 77 through the slit 77a.

  The upper interlock plate 77 is attached to the shift-and-select shaft 70 so as to be rotatable around the shift-and-select shaft 70 (shift direction) and to be linked in the axial direction (select direction). Further, the upper interlock plate 77 is related to the case portion 71a such that rotation of the upper interlock plate 77 is restricted around the axis (shift direction) with respect to the case portion 71a, and is movable in the axial direction (selection direction). With these structures, the upper interlock plate 77 is movable in the axial direction (selection direction) integrally with the shift and select shaft 70, and is restricted from rotating around the axis (shift direction).

  A guide plate 78 for guiding the movement of the upper cam member 74 is attached to the front surface of the shift case 71. The guide plate 78 extends downward along the axial direction of the shift and select shaft 70. The guide plate 78 is formed in an L-shape in a side view that is bent rearward below the case portion 71a. The lower part of the bent guide plate 78 is penetrated by the shift and select shaft 70. The guide plate 78 is attached so as to be rotatable around the shift and select shaft 70 (shift direction) and to be able to move the shift and select shaft 70 in the axial direction (select direction).

  A guide slit 78a capable of receiving the guide pin 74b is formed on the front surface of the guide plate 78. The guide slit 78a is formed in a shape according to the shift pattern. Specifically, the guide slit 78a includes a plurality of horizontal slits arranged in the vertical direction, and a vertical slit connecting the center of each horizontal slit in the vertical direction. The guide pin 74b is movable in the shift direction and the select direction along the guide slit 78a. That is, the movement of the guide pin 74b is regulated by the guide slit 78a. Here, the horizontal slit corresponds to the shift direction, and the vertical slit corresponds to the select direction.

  As will be described later in detail, the guide plate 78 also plays a role of guiding the attached oil downward. Specifically, the guide plate 78 has a substantially triangular shape that tapers in the vehicle width direction as it goes downward in a front view. The tip (lower end) of the guide plate 78 has an acute angle.

  As shown in FIG. 5, the outer shape of the right end portion (the end portion located on the side of the partition wall 23) of the guide plate 78 is inclined leftward so as to approach the shift and select shaft in the vehicle width direction as going downward. . The inclined portion will be referred to as a first inclined portion 78b. Similarly, the outer shape of the left end of the guide plate 78 (the end located on the opposite side of the partition wall 23 with the shift and select shaft 70 interposed therebetween) also approaches the shift and select shaft in the vehicle width direction as it goes downward. To the right. The inclined portion will be referred to as a second inclined portion 78c.

  On the front surface of the guide plate 78, an opening 78d is provided between the first inclined portion 78b and the second inclined portion 78c and has a side parallel to the first inclined portion 78b and the second inclined portion 78c. ing. The opening 78d has an acute triangular shape that becomes narrower in the vehicle width direction as it goes downward. The guide plate 78 is located directly above a central cam member 76 described later.

  Further, a compression coil spring 70a is provided on the shift and select shaft 70 between the lower part of the guide plate 78 and the upper interlock plate 77. Thus, the shift and select shaft 70 is constantly urged upward.

  The lower cam member 75 is fixed integrally with the shift and select shaft 70. Specifically, the lower cam member 75 is formed on a lower finger portion 75a that projects radially outward and rearward of the shift and select shaft 70, and on a surface orthogonal to the mounting surface of the lower finger portion 75a. And a cam surface 75b.

  The shift and select shaft 70 is provided with a lower interlock plate 79 so as to cover the lower cam member 75. As shown in FIG. 6, the lower interlock plate 79 is formed in a C shape in a side view so as to sandwich the lower cam member 75 vertically. The lower interlock plate 79 is rotatably attached to the shift and select shaft 70. On the rear surface of the lower interlock plate 79, a slit (not shown) is formed. The lower finger portion 75a projects rearward of the lower interlock plate 79 through the slit.

  In addition, the lower interlock plate 79 has a bent portion 79a that projects downward from the left edge of the upper surface. The bent portion 79a faces the above-described cam surface 75b. The plunger 80 is attached to the bent portion 79a. The plunger 80 is configured so that its tip can protrude and retract in the axial direction, and the axial direction is directed in the vehicle width direction (left-right direction).

  The tip of the plunger 80 is in contact with the cam surface 75b. That is, the plunger 80 urges the cam surface 75b along the axial direction. The lower interlock plate 79 is allowed to move in the axial direction of the shift-and-select shaft 70, but is restricted from moving (rotating) around the axis by a shift bolt 92 fixed to the case.

  The center cam member 76 is a detected portion for detecting a neutral state of the shift speed by a neutral switch described later. The shape of the central cam member 76 and the neutral switch will be described later.

  Further, the shift device 7 includes a shift fork that moves a predetermined shift sleeve in the axial direction in accordance with the shift of the shift and select shaft 70 in the shift direction. The shift fork is provided for each shift sleeve. More specifically, the shift fork includes a first shift fork 81 for first-speed / second-speed, a second shift fork 82 for second-speed / third-speed, a third shift fork 83 for reverse, and a fifth-speed / sixth-speed. And a fourth shift fork 84.

  The first shift fork 81 moves the first shift sleeve 44 in the axial direction. Specifically, the first shift fork 81 includes a first fork shaft 81a extending in the left-right direction below and in front of the first counter shaft 4, a first yoke portion 81b engageable with the lower finger portion 75a, and a first shift fork 81. A first fork portion 81c engaged with the sleeve 44;

  The first fork shaft 81a extends between the shift and select shaft 70 and the first counter shaft 4 in parallel with the first counter shaft 4. Both ends of the first fork shaft 81a are supported by the right case 21 and the left case 22.

  The first yoke portion 81b is formed of a plate-like body whose one end portion is engageable with the lower finger portion 75a, while the other end portion is connected to the first fork shaft 81a. Specifically, the first yoke portion 81b is attached to the outer surface of the first fork shaft 81a, protrudes upward, and bends forward behind the lower interlock plate 79. The tip of the bent first yoke portion 81b extends to a position overlapping the lower finger portion 75a in the front-rear direction. Thus, the lower finger portion 75a and the first yoke portion 81b are engaged when the height of the lower finger portion 75a in the axial direction of the shift and select shaft 70 matches the height of the first yoke portion 81b. It becomes possible.

  The first fork portion 81c is formed of a C-shaped plate in a side view. The first fork portion 81c has a bifurcated distal end portion engaged with the first shift sleeve 44, and a proximal end portion connected to the first fork shaft 81a. As described above, the first fork shaft 81a, the first yoke portion 81b, and the first fork portion 81c are integrally formed. The first shift fork 81 is slidable in the axial direction of the first counter shaft 4 as a whole in accordance with the movement of the lower finger portion 75a in the shift direction. Thereby, the engagement relationship between the first shift sleeve 44 and the adjacent counter gears (the first-speed counter gear 40 and the second-speed counter gear 41) can be switched.

  The second shift fork 82 moves the second shift sleeve 45 in the axial direction. Specifically, the second shift fork 82 includes a second fork shaft 82a extending in the left-right direction above and in front of the first counter shaft 4, a second yoke portion 82b engageable with the lower finger portion 75a, and a second shift fork 82b. A second fork portion 82c engaged with the sleeve 45.

  The second fork shaft 82a extends between the shift and select shaft 70 and the first counter shaft 4 in parallel with the first counter shaft 4. Both ends of the second fork shaft 82a are supported by the right case 21 and the left case 22.

  The second yoke portion 82b is formed of a plate-like body having one end portion engageable with the lower finger portion 75a, and the other end portion connected to the second fork shaft 82a. Specifically, the second yoke portion 82b is attached to the outer surface of the second fork shaft 82a, protrudes downward, and bends forward behind the lower interlock plate 79. The tip of the bent second yoke portion 82b extends to a position overlapping the lower finger portion 75a in the front-rear direction. Accordingly, the lower finger portion 75a and the second yoke portion 82b are engaged when the height of the lower finger portion 75a in the axial direction of the shift and select shaft 70 matches the height of the second yoke portion 82b. It becomes possible.

  As shown in FIG. 6, one end portion of the second yoke portion 82b is disposed slightly shifted in the height direction from one end portion of the first yoke portion 81b. Specifically, one end of the second yoke portion 82b is provided at a position higher than one end of the first yoke portion 81b.

  The second fork portion 82c is formed of a C-shaped plate in a side view. The second fork portion 82c has a bifurcated distal end portion engaged with the second shift sleeve 45, and a proximal end portion connected to the second fork shaft 82a. Thus, the second fork shaft 82a, the second yoke portion 82b, and the second fork portion 82c are integrally configured. The second shift fork 82 is slidable in the axial direction of the first counter shaft 4 as a whole in accordance with the movement of the lower finger portion 75a in the shift direction. Thereby, the engagement relationship between the second shift sleeve 45 and the adjacent counter gears (the third speed counter gear 42 and the fourth speed counter gear 43) can be switched.

  The third shift fork 83 moves the third shift sleeve 54 in the axial direction. Specifically, the third shift fork 83 includes a third fork shaft 83a extending in the left-right direction above and in front of the second counter shaft 5, a third yoke portion 83b engageable with the upper finger portion 74a, and a third shift sleeve. And a third fork portion 83c engaged with the second fork portion.

  The third fork shaft 83a extends between the shift and select shaft 70 and the second counter shaft 5 and above the input shaft 3 in parallel with the second counter shaft 5. Both ends of the third fork shaft 83a are supported by the right case 21 and the left case 22.

  The third yoke portion 83b is formed of a plate-like body having one end portion engageable with the lower finger portion 75a, and the other end portion connected to the third fork shaft 83a. Specifically, the third yoke portion 83b is attached to the outer surface of the third fork shaft 83a, protrudes forward and downward, and slightly bends forward behind the lower interlock plate 79. The tip of the bent third yoke portion 83b extends to a position overlapping the upper finger portion 74a in the front-rear direction. Thus, the upper finger portion 74a and the third yoke portion 83b can be engaged when the height of the upper finger portion 74a in the axial direction of the shift and select shaft 70 matches the height of the third yoke portion 83b. Become.

  The third fork portion 83c is formed of a C-shaped plate in a side view. The third fork portion 83c has a bifurcated distal end portion engaged with the third shift sleeve 54, and a proximal end portion connected to the third fork shaft 83a. As described above, the third fork shaft 83a, the third yoke portion 83b, and the third fork portion 83c are integrally formed. The third shift fork 83 is slidable in the axial direction of the second counter shaft 5 as a whole in accordance with the movement of the upper finger portion 74a in the shift direction. Thereby, the engagement relationship between the third shift sleeve 54 and the adjacent counter gear (reverse gear 51) can be switched.

  The fourth shift fork 84 moves the fourth shift sleeve 55 in the axial direction. Specifically, the fourth shift fork 84 includes a fourth fork shaft 84a extending in the left-right direction above and in front of the second counter shaft 5, a fourth yoke portion 84b engageable with the upper finger portion 74a, and a fourth shift sleeve. And a fourth fork portion 84c that engages with the second fork portion 55.

  The fourth fork shaft 84a extends between the shift and select shaft 70 and the second counter shaft 5 and above the input shaft 3 in parallel with the second counter shaft 5. Both ends of the fourth fork shaft 84a are supported by the right case 21 and the left case 22.

  The fourth yoke portion 84b is formed of a plate-like body whose one end portion is engageable with the lower finger portion 75a, while the other end portion is connected to the fourth fork shaft 84a. Specifically, the fourth yoke portion 84b is attached to the outer surface of the fourth fork shaft 84a, protrudes forward and downward, and slightly bends forward behind the lower interlock plate 79. The tip of the bent fourth yoke portion 84b extends to a position overlapping the upper finger portion 74a in the front-rear direction. Thus, the upper finger portion 74a and the fourth yoke portion 84b can be engaged when the height of the upper finger portion 74a in the axial direction of the shift and select shaft 70 matches the height of the fourth yoke portion 84b. Become.

  Note that one end of the fourth yoke portion 84b is disposed slightly shifted in the height direction from one end of the third yoke portion 83b. Specifically, one end of the fourth yoke portion 84b is provided at a position higher than one end of the third yoke portion 83b.

  The fourth fork portion 84c is formed of a C-shaped plate in a side view. The fourth fork portion 84c has a bifurcated distal end portion engaged with the fourth shift sleeve 55, and a proximal end portion connected to the fourth fork shaft 84a. As described above, the fourth fork shaft 84a, the fourth yoke portion 84b, and the fourth fork portion 84c are integrally formed. The fourth shift fork 84 is slidable in the axial direction of the second counter shaft 5 as a whole in accordance with the movement of the upper finger portion 74a in the shift direction. Thus, the engagement relationship between the fourth shift sleeve 55 and the adjacent counter gears (the fifth gear counter gear 52 and the sixth gear counter gear 53) can be switched.

  In a transmission for a vehicle, for example, a neutral switch is provided as a shift switch for detecting a shift state. The neutral switch detects a neutral state of the shift speed and outputs a detected value to an ECU (Electronic Control Unit). The ECU performs idling stop control and automatic shift control based on the detected value of the neutral switch.

  The neutral switch detects a neutral state or a non-neutral state of the transmission by detecting a state of a cam provided at a portion movable by a shift operation. More specifically, the neutral switch has two detection methods, a contact type in which the detection unit contacts the cam unit and a non-contact type in which the detection unit does not contact the cam unit. The contact-type neutral switch has a protruding / retractable protrusion at the tip of the detection unit, and outputs a protruding / retracted state of the protrusion which changes according to the shape of the cam contacting the protrusion as an electric signal. The non-contact neutral switch includes, for example, a magnetic element at the tip of the detection unit, and outputs, as an electric signal, a detection value of the magnetic element that changes without being in contact with the detection unit and that changes according to the shape of the facing cam unit.

  It is assumed that a plurality of neutral switches are provided in the transmission for more reliably and accurately detecting the neutral state and for the purpose of fail-safe. In the contact type neutral switch, oil supply is required to improve lubricity between the detection unit and the cam unit. Therefore, when a plurality of neutral switches are arranged, there is a possibility that sufficient oil supply may not be received and the accuracy of detecting the neutral state may be affected depending on the arrangement location.

  In addition, when a plurality of neutral switches are provided, if a neutral switch having the same detection method (contact neutral switch in the above example) is employed, the life of the neutral switch may be almost the same. This is not very desirable from a fail-safe point of view.

  Therefore, the present inventors first decided to employ two neutral switches of a contact type and a non-contact type as a detection method when a plurality of neutral switches are provided in the shift device from the viewpoint of fail-safe. Specifically, in the present embodiment, the shift device 7 includes a contact-type first neutral switch 90 and a non-contact-type second neutral switch 91 as neutral switches for detecting the neutral state of the shift speed. .

  According to this configuration, the life of the neutral switch can be made different by employing two different detection methods. Therefore, even if the detection accuracy of one neutral switch is affected, the neutral state of the shift speed can be detected by the other neutral switch. Therefore, it is possible to secure the detection accuracy of the neutral switch from the viewpoint of fail-safe.

  However, in the above case, a problem may occur in the layout of each neutral switch in the transmission case 20. Specifically, in the contact-type first neutral switch 90, it is necessary to actively supply oil to the detection unit. On the other hand, in the non-contact type second neutral switch 91, it is preferable that the non-contact type second neutral switch 91 is arranged at a position where oil is not supplied as much as possible because foreign matter in oil affects detection accuracy. In addition, since two neutral switches are arranged in a limited space in the transmission case 20, it is necessary to devise a place where these two switches are arranged.

  Therefore, the present inventors further focus on the arrangement of the two neutral switches and the oil flow in the transmission case 20 when arranging the two neutral switches employing different detection methods in the transmission case 20. The present invention has been reached.

  Specifically, in the present embodiment, the final driven gear 60 is arranged along the partition 23 of the light case 21, and the shift device 7 is arranged in front of the final driven gear 60 and beside the partition 23. The shift and select shaft 70 of the shift device 7 extends in the left case 22 in a vertical direction perpendicular to the axial direction of the final driven gear 60.

  As shown in FIGS. 1 and 4, in the first neutral switch 90, in front of the shift and select shaft 70, a detection unit 90 a (see FIG. 7), which is a tip, is connected to the front surface of the left case 22 (third side wall 28 c). From the left case 22. That is, the first neutral switch 90 is disposed so as to face the shift and select shaft 70 in the front-rear direction which is the direction along the partition.

  Further, the second neutral switch 91 is configured such that the detection unit 91a (see FIG. 7), which is the tip, is located on the left side of the shift and select shaft 70 from the left side surface (the second side wall 28b) of the left case 22 to the left case 22 Attached to penetrate. That is, the second neutral switch 91 is disposed on the opposite side of the partition wall 23 with respect to the shift and select shaft 70 in a top view shown in FIG.

  According to these configurations, as shown in FIGS. 3 and 4, at the time of forward movement, oil scooped up with the rotation of the final driven gear 60 flows along the partition wall 23 downstream in the rotation direction of the final driven gear 60. It flows toward a certain front (see the dashed arrow). Oil that has collided with the partition wall 23 and peripheral components and splashed off scatters on the shift and select shaft 70 located in front of the final driven gear 60.

  Since the first neutral switch 90 is located on the left side of the partition wall 23 and in front of the shift-and-select shaft 70, the partition wall as described above is considered as described above in consideration of the frequent flow of oil during forward running of the vehicle. The oil that has bounced off by colliding with 23 or peripheral components can also be supplied to the first neutral switch 90. As a result, the detecting portion 90a of the first neutral switch 90 can be positively lubricated, and wear of the detecting portion 90a with the first groove portion 11c with which the detecting portion 90a contacts can be suppressed, and deterioration of the contact portion can be prevented. Therefore, the durability of the detection unit 90a can be improved, and the detection accuracy can be increased.

  On the other hand, the non-contact second neutral switch 91 is disposed on the opposite side of the partition wall 23 with the shift and select shaft 70 interposed therebetween as described above. For this reason, it is possible to provide the second neutral switch 91 at a position away from the trajectory of the oil that the final driven gear 60 lifts up. This makes it difficult for the oil to scatter to the second neutral switch 91.

  In addition, since the shift and select shaft 70 is located between the partition wall 23 and the second neutral switch 91, it is possible to block the scattering of oil by the shift and select shaft 70. That is, the shift and select shaft 70 can be used as a wall for preventing oil scattering. Therefore, it is possible to more effectively prevent the oil from splashing on the second neutral switch 91. As a result, foreign matter in the oil can be prevented from adhering to the second neutral switch 91, and the detection accuracy can be improved. As described above, it is possible to appropriately detect the neutral state of the shift speed without impairing the detection accuracy of the two neutral switches.

  An oil gutter 24 and an oil catch tank 25 are provided on a radial extension of the final driven gear 60. Specifically, the oil gutter 24 forms an oil passage extending leftward from the partition wall 23 above the input shaft 3 and the second counter shaft 5. The tip of the oil gutter 24 is positioned above the left ends of the input shaft 3 and the second counter shaft 5. The oil gutter 24 plays a role of a gutter for guiding oil scooped up by the final driven gear 60 to the left side opposite to the partition 23. Thereby, it is possible to supply oil to the left end side of each shaft.

  The oil catch tank 25 is disposed between the partition wall 23 and the shift and select shaft 70 in front of the input shaft 3 and the first counter shaft 4, as shown in FIGS. Specifically, the oil catch tank 25 has a shape bulging leftward from the wall surface of the partition wall 23. The upper part of the oil catch tank 25 is open. As a result, an oil storage space having a predetermined capacity is formed. The oil scooped up by the final driven gear 60 flows not only into the oil gutter 24 but also into the oil catch tank 25. By storing a predetermined amount of oil in the oil catch tank 25, the height of the oil level at the bottom in the left case 22 can be reduced. As a result, it is possible to reduce the oil stirring resistance of the final driven gear 60.

  Further, by collecting the oil scooped up by the final driven gear 60 in the oil catch tank 25, it is possible to prevent the oil from rebounding. As a result, it is possible to further enhance the effect of preventing oil scattering on the second neutral switch 91.

  Further, the open position of the oil catch tank 25 is provided at a position higher than the first neutral switch 90. More specifically, the open position of the oil catch tank 25 is located at a position overlapping the guide plate 78 when viewed from the axial direction of the final driven gear 60 or at a position higher than the guide plate 78 and overlapping the shift case 71 or the shift case 71. Provided at a lower position. Further, the open portion is located above the opening 78d of the guide plate 78. According to this configuration, when oil overflows from the upper end of the oil catch tank 25, the oil is supplied to the lower first neutral switch 90 via the shift case 71 and the guide plate 78. That is, the oil overflowing from the oil catch tank 25 can be supplied to the first neutral switch 90 without waste. Thereby, the lubricity of the first neutral switch 90 can be further improved.

  In the contact-type first neutral switch 90, since the guide plate 78 is located directly above, the above-described oil is guided by the guide plate 78 to the first neutral switch 90 below and the first cam portion 11 described below. It is possible to do. Specifically, the oil supplied to the upper end of the shift case 71 or the guide plate 78 is collected at the lower end of the guide plate 78 through the first inclined portion 78b or the second inclined portion 78c. At this time, by forming the opening 78d between the first inclined portion 78b and the second inclined portion 78c, it is possible to linearly form a flow path when oil flows on the front surface of the guide plate 78. (See the broken line in FIG. 5). This makes it possible to collect oil at the lower end of the guide plate 78.

  Since the first neutral switch 90 described above and the first cam portion 11 of the central cam member 76 described below are located immediately below the lower end of the guide plate 78, the detection portion 90a and the first cam portion 11 of the first neutral switch 90 are located. It is possible to drop oil intensively on the contact portion with the oil. Therefore, the first neutral switch 90 can be effectively lubricated.

  Further, when attaching the first neutral switch 90 and the second neutral switch 91 to the transmission case 20, vibration of the vehicle becomes a problem. Specifically, the transmission case 20 is disposed adjacent to the engine 1, so that the transmission case 20 may also generate vibration due to the vibration of the engine 1. In this case, the vibration of the transmission case 20 may be transmitted to the neutral switch. As a result, the detection accuracy of the neutral switch may be affected.

  Therefore, the present inventors have focused on the shape and layout of the side wall 28 of the transmission case 20 to which the first neutral switch 90 and the second neutral switch 91 are attached, and have arrived at the present invention. Specifically, in the present embodiment, as shown in FIGS. 4 and 11, the first neutral switch 90 and the second neutral switch 91 are arranged so as to face the shift and select shaft 70. Then, the first neutral switch 90 is provided on the third side wall 28c, and the second neutral switch 91 is provided on the second side wall 28b.

  The first side wall 28a on which the bearing portion such as the input shaft 3 is formed has high rigidity, and forms a second side wall 28b inclined to the right front so as to be continuous with the first side wall 28a. Therefore, it is possible to increase the rigidity of the second side wall 28b. Therefore, by providing the second neutral switch 91, which is relatively easily affected by vibration, on the second side wall 28b, it is possible to arrange the second neutral switch 91 close to the bearing of the input shaft 3. As a result, the influence of the vibration on the second neutral switch 91 can be suppressed, and the detection accuracy can be increased.

  Further, since the third side wall 28c is formed so as to be continuous with the second side wall 28b having the increased rigidity, the rigidity of the third side wall 28c can be increased. Therefore, by providing the first neutral switch 90 on the third side wall 28c, it is possible to suppress the influence of vibration on the first neutral switch 90.

  Further, by providing the first neutral switch 90 and the second neutral switch 91 on the side walls 28 having different rigidities (the third side wall 28c and the second side wall 28b), it is possible to make the frequency bands in which vibrations occur different. is there. For this reason, even if vibrations occur in the transmission case 20 due to vibrations of the engine 1, it is possible to suppress the second side wall 28b and the third side wall 28c from vibrating in the same frequency band.

  Therefore, the first neutral switch 90 and the second neutral switch 91 are not affected by the vibration in the same frequency band. That is, even if one of the neutral switches is affected by the vibration, the other neutral switch is hardly affected by the vibration in the frequency band, so that the detection accuracy of the neutral state can be ensured. As described above, the present invention is also effective from the viewpoint of fail-safe.

  Further, the second side wall 28b inclined toward the front right has a front-rear width corresponding to the front-rear width of the shift and select shaft 70 and the center cam member 76, or a front-rear width larger than that. Thus, the rigidity of the portion where the second neutral switch 91 is attached can be effectively increased, and the effect of suppressing vibration can be enhanced.

  In addition, a mounting portion 28e for mounting the second neutral switch 91 is formed on the second side wall 28b. The mounting portion 28e has a shape recessed rightward from the outer surface of the second side wall 28b toward the shift and select shaft 70. The bottom surface of the concave portion is a flat surface orthogonal to various axes. The flat surface constitutes a mounting seat surface of the second neutral switch 91.

  A through hole (not shown) for inserting the second neutral switch 91 is formed in the mounting seat surface. The axial direction of the through hole is oriented in the vehicle width direction. Further, the inner surface of the mounting portion 28e is bulged toward the shift and select shaft 70 by an amount corresponding to the concave outer surface of the second side wall 28b. Therefore, it is possible to secure the rigidity of the mounting portion 28e itself.

  The mounting portion 28e is disposed slightly rearward within the front-rear width of the second side wall 28b, that is, is biased toward the first side wall 28a. For this reason, the mounting portion 28e can be arranged close to the high rigidity first side wall 28a, and the rigidity can be further increased. Further, since the mounting portion 28e is formed so as to intersect with the inclined second side wall 28b, a larger opening area of the mounting portion 28e is ensured as compared with the case where the mounting portion is formed on a non-tilted wall. Is possible. As a result, an access space for the mounting portion 28e is obtained, and the mounting workability of the second neutral switch 91 is improved. In addition, since the second neutral switch 91 is provided on the mounting portion 28e having the concave outer surface, it is difficult for a scattered object from outside to hit the second neutral switch 91, and the second neutral switch 91 can be protected.

  A bulging portion 29 bulging toward the shift and select shaft 70 is formed on the inner side surface of the second side wall 28b. Specifically, the bulging portion 29 has a first bulging portion 29a bulging toward the first neutral switch 90, and a second bulging portion 29b connected to the first bulging portion 29a and the mounting portion 28e. . That is, the first bulging portion 29a is located ahead of the second bulging portion 29b, and the second bulging portion 29b is located ahead of the mounting portion 28e. Further, the first bulging portion 29a protrudes rightward from the second bulging portion 29b, and the second bulging portion 29b protrudes rightward from the mounting portion 28e.

  The first bulging portion 29a and the second bulging portion 29b are formed, for example, by bosses for securing screw holes for fixing a harness of the neutral switch. By forming these bulging portions 29 on the inner side surface of the second side wall 28b, the rigidity around the mounting portion 28e can be further increased, and vibration to each neutral switch can be effectively suppressed.

  Although described in detail later, a center cam member 76 provided on the shift and select shaft 70 includes a first cam portion 11 facing a detection portion 90a of the first neutral switch 90 and a detection portion 91a of the second neutral switch 91. And a second cam portion 12 facing the second cam portion.

  The first bulging portion 29a and the second bulging portion 29b are provided at the same height as the first cam portion 11 and the second cam portion 12. The first bulging portion 29a bulges toward the first cam portion 11, and the second bulging portion 29b bulges toward the second cam portion 12.

  According to this configuration, the gap between the first cam portion 11 and the second side wall 28b and the gap between the second cam portion 12 and the second side wall 28b are filled with the first bulging portion 29a and the second bulging portion 29b. Is possible. As described above, oil is positively supplied to the first neutral switch 90 and the first cam portion 11. Therefore, by filling the gap with the bulging portion 29, the oil can be blocked by the bulging portion 29. That is, it is possible to prevent the oil supplied around the first neutral switch 90 from flowing to the second neutral switch 91 side. Therefore, it is possible to effectively prevent the detection accuracy of the non-contact type second neutral switch 91 from being impaired by the oil.

  Next, with reference to FIGS. 7 to 10, a detailed configuration near the detection unit of each neutral switch will be described. As shown in FIGS. 7 to 10, the center cam member 76 is fixed to a substantially central portion in the axial direction of the shift and select shaft 70. The center cam member 76 has a circular cylindrical portion 10 surrounding the periphery of the shift and select shaft 70, and a first cam portion 11 and a second cam portion 12 projecting radially outward from the outer surface of the cylindrical portion 10. .

  The first cam portion 11 is formed in a substantially L-shape in a sectional view along the axial direction so as to protrude forward from the tubular portion 10 and then rise upward. The first cam portion 11 is formed in a fan shape when viewed from above. Here, a portion rising upward is referred to as a first vertical wall portion 11a. A first cam surface 11b which is in contact with the detecting portion 90a of the first neutral switch 90 is formed on a radially outer wall surface of the first vertical wall portion 11a. A first groove 11c extending in the height direction is formed on the first cam surface 11b. As a result, the first cam surface 11b has a concave-convex outer surface shape partly concave inward in the radial direction.

  The second cam portion 12 is formed in a substantially L-shape in a cross-sectional view along the axial direction so as to protrude leftward from the tubular portion 10 and then rise upward. The second cam portion 12 is formed in a fan shape when viewed from above. Here, the portion rising upward is referred to as a second vertical wall portion 12a. A second cam surface 12b that faces the detecting portion 91a of the second neutral switch 91 is formed on a radially outer wall surface of the second vertical wall portion 12a. A second groove 12c extending in the height direction is formed on the second cam surface 12b. As a result, the second cam surface 12b has a concave-convex outer surface shape partly concave inward in the radial direction.

  The first cam portion 11 and the second cam portion 12 are arranged such that the angle formed by the first groove portion 11c and the second groove portion 12c is substantially a right angle when viewed from above. The first cam portion 11 and the second cam portion 12 are formed at the same height, and the heights of the first vertical wall portion 11a and the second vertical wall portion 12a are also the same. The first vertical wall portion 11a and the second vertical wall portion 12a rise up to positions sufficiently higher than the first neutral switch 90 and the second neutral switch 91. A notch 13 is formed between the first cam portion 11 and the second cam portion 12. As a result, a slight gap is formed between the first cam portion 11 and the second cam portion 12.

  The detecting portion 90a of the first neutral switch 90 is formed of a ball plunger whose tip can freely come and go. The tip of the detection unit 90a is always in contact with the first cam surface 11b. By changing the position of the distal end of the detection unit 90a according to the outer surface shape of the first cam surface 11b rotating around the axis, it is possible to detect the neutral state of the gear position. FIG. 9 shows the first cam portion 11 in a neutral state.

  At this time, the first neutral switch 90 detects the neutral state by the tip of the detection unit 90a being received in the first groove 11c and the tip not being pushed by the first cam surface 11b. In FIG. 9, a non-neutral state in which the first cam portion 11 is at a predetermined gear other than neutral is indicated by a two-dot chain line. At this time, the first neutral switch 90 detects the non-neutral state when the tip of the detection unit 90a is at a position outside the first groove 11c and is pushed by the first cam surface 11b.

  The detection unit 91a of the second neutral switch 91 is configured by a non-contact type proximity sensor (for example, a magnetic sensor). The tip of the detection section 91a is always opposed without contacting the second cam surface 12b. The neutral state of the shift speed can be detected by changing the facing distance between the tip of the detecting portion 91a and the second cam surface 12b according to the outer shape of the first cam surface 11b rotating around the axis. . In FIG. 9, the solid line indicates that the second cam portion 12 is in the neutral state. At this time, the second neutral switch 91 detects a neutral state by detecting that the facing distance between the tip of the detection unit 91a and the second groove 12c is large. In FIG. 9, a non-neutral state in which the second cam portion 12 is at a predetermined gear other than neutral is indicated by a two-dot chain line. At this time, the second neutral switch 91 detects the non-neutral state by detecting that the leading end of the detecting portion 91a has come out of the second groove portion 12c and has a small interval facing the second cam surface 12b.

  As described above, in the present embodiment, the first neutral switch 90 is arranged at a position where the oil easily rebounds, and the first cam portion 11 is arranged correspondingly. For this reason, in the contact-type first neutral switch 90, it is possible to positively supply oil between the detection unit 90a and the first cam surface 11b. In particular, the guide plate 78 is located right above the first cam portion 11, and as shown in FIG. 9, the guide plate 78 is arranged to overlap the first cam portion 11 when viewed from above. . Therefore, it is possible to effectively supply oil to the first cam portion 11 via the guide plate 78.

  On the other hand, the second neutral switch 91 is arranged at a position where oil is hardly scattered, and the second cam portion 12 is arranged correspondingly. For this reason, in the non-contact type second neutral switch 91, it is difficult to supply oil between the detecting portion 91a and the second cam surface 12b.

  In particular, as shown in FIGS. 9 and 10, a second vertical wall portion 12a that rises at a predetermined height is located on the shift-and-select shaft 70 side of the second neutral switch 91. Further, the second cam portion 12 has a fan shape in a top view, and has a sufficiently large left and right width with respect to the width of the second neutral switch 91. Therefore, even if the oil scatters toward the second neutral switch 91, the oil can be blocked by the second vertical wall portion 12a.

  In particular, the inner peripheral surface 12d of the second vertical wall portion 12a is a cylindrical surface curved along the cylindrical portion 10. Therefore, it is possible to change the flow path of the oil flowing into the second vertical wall portion 12a in a direction away from the second neutral switch 91 on the inner peripheral surface 11d (for example, on the oil catch tank 25 side) (FIG. 9 (see dashed arrow). As a result, the effect of preventing oil splattering on the second neutral switch 91 is further enhanced.

  Further, since the first cam portion 11 and the second cam portion 12 are located at the same height, the first vertical wall portion 11a of the first cam portion 11 also prevents oil from being scattered to the second neutral switch 91. Is possible.

  In addition, since the first cam portion 11 and the second cam portion 12 are formed integrally, it is possible to reduce an error after detection as compared with a case where each of the first cam portion 11 and the second cam portion 12 is formed of a separate member. This is because, when the first cam portion 11 and the second cam portion 12 are separately provided, an error may occur in the detected value of each neutral switch due to a mounting error or the like. If the first cam portion 11 and the second cam portion 12 are integrated, even if a mounting error of the central cam member 76 with respect to the shift and select shaft 70 occurs, the error of the first cam portion 11 and the second cam portion 12 will occur. Is the same, so that the detection accuracy is not affected.

  Further, the supply of oil to the first cam portion 11 facilitates accumulation of oil on the flat surface of the first cam portion 11 inside the first vertical wall portion 11a. However, in the present embodiment, since the notch 13 is formed between the first cam portion 11 and the second cam portion 12, the oil accumulated in the first cam portion 11 can be moved downward through the notch 13. It is possible to discharge. This also makes it possible to enhance the effect of preventing oil supply to the second neutral switch 91.

  As described above, in the present embodiment, a plurality of neutral switches are respectively mounted on the side walls 28 having different rigidities, and the mounting positions are brought closer to the bearing portion of the input shaft 3, thereby suppressing vibration with respect to the neutral switches. , It is possible to improve the detection accuracy of the neutral state.

  Further, in the above embodiment, the so-called two-shaft type transmission 2 in which two counter shafts are provided has been described as an example, but the present invention is not limited to this configuration. The transmission 2 may be configured as a single-shaft transmission having only one counter shaft.

  Further, in the above-described embodiment, the case where the second neutral switch 91 is configured by a non-contact neutral switch has been described, but the present invention is not limited to this configuration. The second neutral switch 91 may be configured by a contact-type neutral switch like the first neutral switch 90.

  Further, in the above embodiment, the case where the partition wall 23 is formed in the light case 21 has been described, but the present invention is not limited to this configuration. The partition wall 23 may be formed on the left case 22.

  Further, in the above-described embodiment, the first cam portion 11 and the guide plate 78 are configured to overlap in a top view, but are not limited to this configuration. The detection section 90a of the first neutral switch 90 and the guide plate 78 may overlap in a top view.

  In the above embodiment, the case where two bulging portions 29 are formed has been described, but the present invention is not limited to this configuration. One or three or more bulging portions 29 may be formed, and the number and shape thereof may be changed as appropriate.

  In the above embodiment, the case where each neutral switch is disposed in front of the input shaft 3 has been described, but the present invention is not limited to this configuration. Each neutral switch may be arranged in front of another axis (for example, the first counter axis 4).

  In addition, although a plurality of embodiments and modified examples have been described, as another embodiment of the present invention, the above-described embodiments and modified examples may be wholly or partially combined.

  Embodiments of the present invention are not limited to the above-described embodiments, and may be variously changed, replaced, or modified without departing from the spirit of the technical idea of the present invention. Further, if the technical idea of the present invention can be realized in a different way by the advancement of the technology or another derived technology, the method may be implemented using the method. Therefore, the claims cover all embodiments that can be included in the scope of the technical idea of the present invention.

  As described above, the present invention has the effect of suppressing the vibration with respect to the neutral switch and improving the detection accuracy of the neutral state, and is particularly useful for a manual transmission for a vehicle.

1: engine 2: transmission 3: input shaft 4: first counter shaft 5: second counter shaft 7: shift device 10: tubular portion 11: first cam portion 11a: first vertical wall portion 11b: first cam Surface 11c: first groove portion 12: second cam portion 12a: second vertical wall portion 12b: second cam surface 12c: second groove portion 12d: inner peripheral surface 13: notch 20: transmission case 21: light case (first case) 1 case)
22: Left case (second case)
23: partition wall 28: side wall 28a: first side wall 28b: second side wall 28c: third side wall 28d: fourth side wall 28e: mounting portion 29: bulging portion 29a: first bulging portion 29b: second bulging portion 60 : Final driven gear 70: Shift and select shaft 90: First neutral switch 90a: Detector 91: Second neutral switch 91a: Detector

Claims (7)

A transmission case that supports a shaft that transmits engine power;
A shift device disposed in the transmission case,
The transmission case,
A first side wall on which a bearing portion supporting one end of the shaft is formed;
A second side wall continuous with the first side wall and inclined radially outward of the shaft toward the other axial end of the shaft;
A third side wall connected to the second side wall and facing the axis;
The shift device,
A shift and select shaft extending in a direction intersecting with the axial direction of the shaft between the shaft and the third side wall;
A first neutral switch and a second neutral switch for detecting a neutral state of the gear position,
The first neutral switch is provided on the third side wall,
The transmission, wherein the second neutral switch is provided on the second side wall.   The transmission according to claim 1, wherein the first neutral switch and the second neutral switch are disposed so as to face the shift and select shaft. The second side wall has a mounting portion for mounting the second neutral switch,
The transmission according to claim 2, wherein the attachment portion is arranged to be biased toward the first side wall.   The transmission according to claim 3, wherein a bulging portion bulging toward the shift and select shaft is formed on an inner surface of the second side wall. The bulging portion,
A first bulging portion bulging toward the first neutral switch;
The transmission according to claim 4, further comprising: a first bulge portion and a second bulge portion connected to the attachment portion. The transmission case further includes a partition wall on which a bearing portion that supports the other end of the shaft is formed,
A final driven gear is arranged along the partition,
The shift and select shaft is arranged on the side of the partition wall on the downstream side in the rotation direction of the final driven gear,
The first neutral switch arranged on the partition wall side is configured by a contact-type sensor,
The transmission according to claim 5, wherein the second neutral switch disposed on the opposite side of the partition with respect to the shift and select shaft includes a non-contact sensor. The shift and select shaft includes:
A first cam portion facing the first neutral switch;
A second cam portion facing the second neutral switch,
The bulging portion is provided at the same height as the first cam portion and the second cam portion,
The first bulging portion bulges toward the first cam portion,
The transmission according to claim 6, wherein the second bulging portion bulges toward the second cam portion.

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