JP5242534B2 - Shifting operation mechanism - Google Patents

Description

  The present invention relates to a speed change operation mechanism that is applied to a work vehicle that can rotate about a rotation fulcrum shaft along a vehicle width direction so that a control unit can take a normal position and an open position.

  Formed on the side column of the control unit as a speed change operation mechanism applied to a working vehicle that is capable of rotating around a rotation fulcrum shaft along the vehicle width direction so that the control unit can take a normal position and an open position. A shift operation member that can be manually operated inserted through the slit, and a shift operation shaft that rotates about an axis in response to an artificial operation on the shift operation member, and the shift operation shaft is in the vicinity of the rotation fulcrum shaft A speed change operation mechanism located in is proposed.

  Specifically, in the conventional speed change operation mechanism, the relative movement of the speed change operation member with respect to the side column, which occurs when the control unit is rotated between the normal position and the open position around the rotation fulcrum shaft, is The speed change operation shaft is close to the rotation fulcrum shaft so as to be accommodated in the slit.

  The conventional shift operation mechanism having such a configuration does not require disassembly of the shift operation mechanism when the control unit is rotated about the rotation fulcrum shaft between the normal position and the open position. This is useful in that the maintenance work of the working vehicle performed in a state where the control unit is located at the open position can be improved.

However, in the conventional speed change operation mechanism, as described above, since the speed change operation shaft needs to be positioned in the vicinity of the rotation fulcrum shaft, the degree of freedom in designing the speed change operation mechanism including the speed change operation shaft. There is a problem that is obstructed.
In addition, there is a problem that foreign matters such as dust easily enter the control unit from the outside through a slit formed in the side column.

JP 2003-274733 A

  The present invention has been made in view of such prior art, and without requiring disassembly, the control unit in the working vehicle takes a normal position and an open position around a rotation fulcrum axis along the vehicle width direction. An object of the present invention is to provide a speed change operation mechanism that is allowed and that can prevent foreign matters such as dust from entering the control unit from the outside and can improve the degree of freedom in design.

  In order to achieve the above object, the present invention is provided with a main body frame, a pair of left and right traveling devices, an engine supported by the main body frame, a driver's seat, and one side of the driver's seat. A steering unit including a side column, a steering unit capable of taking a normal position and an open position around a rotation fulcrum axis along the vehicle width direction with respect to the main body frame, and traveling from the engine to the traveling device And a transmission disposed below the control unit in a state of being inserted in a system transmission path, and the control unit is configured to rotate the rotation unit of the control unit when the control unit is rotated from the normal position to the open position. A speed change operation mechanism applied to a work vehicle that is rotated about the rotation fulcrum shaft so that portions positioned forward and rearward from the moving fulcrum shaft are positioned below and above, respectively, and an inner end portion is Between the side column and the driver's seat The side column can be rotated around the axis behind the rotation fulcrum shaft in a state along the vehicle width direction so that the outer end portion is positioned outward from the control space defined by the control unit. A supported speed change operation shaft, a speed change operation member having a base end connected to an inner end of the speed change operation shaft so as to rotate the speed change operation shaft around an axis in response to human operation, Depending on rotation around the axis of the shift intermediate shaft supported by the maneuvering portion so as to be rotatable around the axis in a state along the vehicle width direction on the outer side and behind the rotation fulcrum shaft. An operation-side link mechanism that operatively connects the two shafts so as to rotate the transmission intermediate shaft about an axis, an operation-side first connection arm that is non-rotatably connected to the transmission intermediate shaft, and one end portion of which is operated. Free end of side first connecting arm An operating-side connecting rod that is connected and the other end of which is operatively connected to the transmission, wherein the operating-side first connecting arm moves the operating-side connecting rod substantially without moving the operating-side connecting rod in the axial direction. The intermediate shaft and one end of the operating side connecting rod are connected in a state in which the intermediate shaft is allowed to rotate from the normal position to the open position around the rotation fulcrum shaft together with the control portion. A speed change operation mechanism is provided.

  Preferably, the operation side link mechanism includes an operation side first connection arm connected to the outer end portion of the speed change operation shaft so as not to be relatively rotatable, and an operation side second connected to the speed change intermediate shaft so as not to be relatively rotatable. A connection arm and an operation side connection rod that connects the free ends of the operation side first connection arm and the operation side second connection arm may be included.

  According to the speed change operation mechanism of the present invention, the speed change operation shaft is arranged such that the inner end portion is located between the side column and the driver's seat and the outer end portion is located outward from the control space defined by the control portion. A shift operation member that is supported by the side column so as to be rotatable about its axis in a state along the vehicle width direction and that can be manually operated is connected to the inner end of the shift operation shaft. The shift operation member can freely move relative to the side column without interfering with the side column when rotating between the normal position and the open position around the axis. Therefore, a shift intermediate shaft supported by the control unit so as to be rotatable about the axis outside the control space so as to rotate about the axis according to the rotation of the speed change operation shaft about the axis is used as the rotation fulcrum shaft. Without being close to each other, the shift operation mechanism can be rotated around the rotation fulcrum shaft between the normal position and the open position of the control unit with the shift operation mechanism mounted on the work vehicle. The degree of freedom in designing the operation mechanism can be improved.

  Further, since the manual operation on the speed change operation member is transmitted to the outside of the control portion as a rotational motion around the axis of the speed change operation shaft, it is not necessary to provide an opening such as a long hole or a slit in the control portion. . Accordingly, it is possible to effectively prevent foreign matters such as dust from entering the control unit from the outside while mechanically transmitting the manual operation to the transmission operation member to the transmission. In particular, when the control unit is a cabin type that seals the control space, it is useful in that the airtightness in the control unit can be improved.

FIG. 1 is a side view of an example of a working vehicle to which a speed change operation mechanism according to the present invention is applied. FIG. 2 is a partial perspective view of the working vehicle shown in FIG. FIG. 3 is an enlarged side view of the vicinity of the control unit and the transmission in the working vehicle shown in FIGS. 1 and 2. FIG. 4 is a transmission schematic diagram of the transmission. FIG. 5 is a partial perspective view of the vicinity of the control unit and the transmission. FIG. 6 is a plan view of the control unit. FIG. 7 is a rear perspective view of the control unit, showing a state in which the rear wall is removed. FIG. 8 is a rear perspective view of the control unit, showing a state in which the rear wall is removed.

  Hereinafter, preferred embodiments of a speed change operation mechanism according to the present invention will be described with reference to the accompanying drawings.

First, an example of a working vehicle to which the speed change operation mechanism according to the present invention is applied will be described.
FIG. 1 shows a side view of a working vehicle 1 to which a speed change operation mechanism according to the present invention can be applied, and in the form of a combine.

  As shown in FIG. 1, the working vehicle 1 includes a machine frame 2, a pair of left and right traveling devices 3, an engine 4 (see FIG. 2 below) supported by the machine frame 2, and the engine. A transmission 5 (see FIG. 2 and the like) inserted in a travel transmission path to the travel device 3 and a control unit 6 that forms a control space including a driver's seat are provided.

  The working vehicle 1 in the form of a combine further includes a cutting part 7 supported by the main unit frame 2 so as to be movable up and down in front of the main unit frame 2, and the cereal harvested by the cutting unit 7 as described above. A feed chain portion 8 that is conveyed rearward on the left side of the machine frame 2 and a threshing process performed on the cereals that are conveyed by the feed chain unit 8 are disposed on the left portion of the machine frame 2. The threshing unit 9 and a Glen tank 10 that accommodates the grain threshed by the threshing unit 9 and is disposed behind the control unit 6 are provided.

FIG. 2 is a partial perspective view of the working vehicle 1 including the control unit 6, the engine 4, the transmission 5 and the traveling device 3.
FIG. 3 shows an enlarged side view of the vicinity of the control unit 6 and the transmission 5.
Further, FIG. 4 shows a transmission schematic diagram of the transmission 5.

  As shown in FIGS. 2 and 3, the transmission 5 is fixedly supported directly or indirectly on the machine frame 2 below the steering unit 6.

Specifically, as shown in FIG. 4, the transmission 5 includes a traveling HST 51, a turning HST 52, a mechanical multi-stage transmission mechanism 53 that multi-speeds the rotational power from the traveling HST 51, and the mechanical multi-stage. A differential mechanism 54 that combines the rotational power from the transmission mechanism 53 and the rotational power from the turning HST 52 and outputs the resultant to the pair of traveling devices 3, the traveling HST 51, the turning HST 52, and the mechanical type. A multi-stage transmission mechanism 53 and a transmission case 50 that supports the differential mechanism 54 are provided.
The traveling HST 51 and the turning HST 52 are connected to the outer surface of the transmission case 50, and the mechanical multi-stage speed change mechanism 53 and the differential mechanism 54 are accommodated in the transmission case 50.

The traveling HST 51 functions as a main transmission mechanism.
Specifically, as shown in FIG. 4, the traveling HST 51 includes a traveling pump shaft 511 operatively connected to the drive source 4 and a traveling hydraulic pump supported by the traveling pump shaft 511 so as not to be relatively rotatable. The main body 512, the traveling hydraulic motor main body 513 fluidly connected to the traveling hydraulic pump main body 512 via a pair of traveling hydraulic lines (not shown), and the traveling hydraulic motor main body 513 cannot be relatively rotated. A travel motor shaft 514 to be supported, and a travel movable swash plate 515 that changes the amount of oil supplied and discharged from at least one of the travel hydraulic pump main body 512 and the travel hydraulic motor main body 513 are provided.

In the present embodiment, the traveling movable swash plate 515 is configured to change the supply / discharge oil amount of the traveling hydraulic pump main body 512.
The traveling swash plate 515 for traveling corresponds to the hydraulic rotating body (in the present embodiment, the traveling hydraulic pump main body 512 in this embodiment) corresponding to the operation of a main transmission operation member 68 (see FIG. 6 below) that can be manually operated. Change the oil supply / discharge amount.

  For example, the working vehicle 1 is provided with an actuator (not shown) for operating the traveling movable swash plate 515, a sensor (not shown) for electrically detecting the operation amount of the main transmission operation member 68, and control. A control device (not shown), and the control device may be configured to control the operation of the actuator so that the traveling movable swash plate 515 tilts in response to the operation of the main speed change operation member 68. .

  As shown in FIG. 4, the turning HST 52 includes a turning pump shaft 521 that is operatively connected to the drive source 4, and a turning hydraulic pump main body 522 that is supported by the turning pump shaft 521 so as not to be relatively rotatable. , A turning hydraulic motor body 523 fluidly connected to the turning hydraulic pump body 522 via a pair of turning hydraulic lines (not shown), and turning for supporting the turning hydraulic motor body 523 so as not to be relatively rotatable. Swivel movable that changes the supply / discharge oil amount of at least one of the swivel hydraulic shaft main body 524, the swivel hydraulic pump main body 522, and the swivel hydraulic motor main body 524 (in the illustrated form, the swivel hydraulic pump main body 522). And a swash plate 525.

  The swivel movable swash plate 525 supplies a hydraulic rotating body (in this embodiment, the swivel hydraulic pump main body 522) corresponding to an operation of a swivel operation member 69 (see FIG. 6 below) that can be manually operated. Change the amount of oil drained.

The multi-stage speed change mechanism 53 functions as an auxiliary speed change mechanism.
Specifically, as shown in FIG. 4, the multi-stage transmission mechanism 53 includes a drive shaft 531 that is operatively linked to the travel motor shaft 514, a driven shaft 532 that is disposed in parallel to the drive shaft 531, and A plurality of gear trains 533a to 533c capable of transmitting the rotational power of the drive shaft 531 to the driven shaft 532, and a plurality of gear trains 533a to 533c having different gear ratios relative to each other, and the plurality of gear trains 533a to 533c. A shifter 534 capable of selectively transmitting any one of the gear trains.

  The shifter 534 is mechanically operated manually through the speed change operation mechanism 100 according to the present embodiment. That is, the speed change operation mechanism 100 according to the present embodiment is configured to mechanically change the multi-stage speed change mechanism 53 in accordance with an artificial operation. The details of the shift operation mechanism 100 will be described later.

The differential mechanism 54 has a pair of first and second planetary gear mechanisms 55a and 55b.
The traveling rotational power transmitted from the traveling HST 51 through the multi-stage transmission mechanism 53 is input to the first elements of the pair of first and second planetary gear mechanisms 55a and 55b in the same rotational direction, and the turning The turning rotational power transmitted from the HST 52 is input to the second elements of the pair of first and second planetary gear mechanisms 55a and 55b in different rotational directions. The first and second planetary gear mechanisms 55a and 55b output rotational power from the third element toward the corresponding traveling device 3.

  In the present embodiment, as shown in FIG. 4, each of the first and second planetary gear mechanisms 55a and 55b meshes with the sun gear 551 and the sun gear 551 so as to revolve around the sun gear 551. A planetary gear 552; a carrier 553 that revolves around the sun gear 551 together with the planetary gear 552 while supporting the planetary gear 552 so as to be relatively rotatable; and an internal gear 554 that meshes with the planetary gear 552. The internal gear 554, the sun gear 551, and the carrier 553 act as the first to third elements, respectively.

  As shown in FIG. 4, the transmission 5 further includes a traveling brake mechanism 56 that can operatively apply a braking force to the traveling motor shaft 514, and an operative braking force to the turning motor shaft 521. , A turning clutch mechanism 58 that engages and disengages power transmission from the turning motor shaft 521 to the differential mechanism 54, hydraulic oil for the traveling HST 51 and the turning HST 52. Charge pumps 59a and 59b.

Here, the shift operation mechanism 100 according to the present embodiment will be described.
As described above, the speed change operation mechanism 100 according to the present embodiment is configured to mechanically change the multi-stage speed change mechanism 53 in accordance with a manual operation.

FIG. 5 shows a partial perspective view of the vicinity of the control unit 6 and the transmission 5.
FIG. 6 is a plan view of the control unit 6.
7 and 8 are rear perspective views of the control unit 6 with the rear wall 6a (see FIG. 6) removed.

  As shown in FIG. 3 and FIGS. 5 to 8, etc., the speed change operation mechanism 100 is supported by the control unit 6 so as to be rotatable about an axis while straddling the control space 60 defined by the control unit 6. The speed change operation shaft 110, the speed change operation member 120 operatively connected to the speed change operation shaft 110 in the steering space 60 so as to rotate the speed change operation shaft 110 around an axis line in response to an artificial operation, and the speed change A link mechanism 130 operatively connecting an outer end portion of the speed change operation shaft 110 to the multi-stage speed change mechanism 53 outside the control space so as to change the speed of the multi-speed change mechanism 53 according to the rotation of the operation shaft 110 around the axis. I have.

  According to the speed change operation mechanism 100 having such a configuration, the structure of a control part forming body such as a column forming the control part 6 can be simplified, and foreign matters such as dust can enter the control part 6 from the outside. An artificial operation to the speed change operation member 120 can be transmitted to the multi-stage speed change mechanism 53 while effectively preventing the speed change operation member 120.

That is, in a conventional speed change operation mechanism, an opening such as a slit or a notch is formed in a steering part forming body such as a column, and the upper end portion of the speed change operating member acting as a grip part is above the control part forming body. The opening is inserted through the opening.
In such a conventional speed change operation mechanism, the opening must be formed in a size corresponding to the operation stroke of the speed change operation member, resulting in a complicated structure of the steering part forming body and through the opening. Thus, there is a problem that foreign matters such as dust easily enter the control unit from the outside.

  On the other hand, in the speed change operation mechanism 100 according to the present embodiment, as described above, the speed change operation shaft 110 is supported by the control unit 6 so as to be rotatable about the axis while straddling the inside and outside of the control space 60. The shift operation member 120 that can be manually operated is operatively connected to the shift operation shaft 110 in the steering space 60.

  According to the speed change operation mechanism 100 having such a configuration, it is not necessary to form an opening such as a slit or a notch corresponding to the operation stroke of the speed change operation member 120 in the control portion 6. It is possible to simplify the structure of a steering part forming body such as a column to be formed, and to effectively prevent foreign matters such as dust from entering the steering part 6 from the outside.

  In particular, when the control unit 6 is of a cabin type as in the present embodiment, according to the speed change operation mechanism 100, the speed change operation member is maintained while maintaining good sealing performance of the control unit 6. This is useful in that an artificial operation to 120 can be transmitted to the multi-stage transmission mechanism 53.

  In the present embodiment, as shown in FIGS. 6 to 8, the speed change operation shaft 110 has an inner end portion located between the side column 61 and the driver seat 62 and an outer end portion of the control portion. 6 is supported by the side column 61 so as to be rotatable around the axis line in a state along the vehicle width direction so as to be located outward from the control space 60 defined by 6. It is connected to the inner end of the shaft 110 and is disposed between the side column 61 and the driver seat 62.

  As shown in FIG. 5 and the like, the link mechanism 130 includes a transmission intermediate shaft 140 disposed outside the operation space 60 and substantially parallel to the transmission operation shaft 110, and an axis around the transmission operation shaft 110. An operation-side link mechanism 150 that operatively connects both shafts so as to rotate the transmission intermediate shaft 140 around an axis in response to rotation, and an operation-side first connection arm 160 that is connected to the transmission intermediate shaft 140 so as not to be relatively rotatable. And an operating side connecting rod 165 having one end connected to the free end of the operating side first connecting arm 160 and the other end operatively connected to the multi-stage speed change mechanism 53.

  In the present embodiment, as shown in FIG. 5 and the like, the link mechanism 130 is further operatively connected at its inner end to the shifter 534 of the multi-stage transmission mechanism 53 and at the outer end of the transmission case 50. A speed change operation shaft 170 supported on the transmission case 50 so as to be rotatable about an axis while being positioned outward, and an operation side second connection arm connected to the outer end portion of the speed change operation shaft 170 so as not to be relatively rotatable. 175, and the other end of the operating side connecting rod 165 is connected to the free end of the operating side second connecting arm 175.

The transmission 5 that supports the transmission operating shaft 170 is fixedly supported directly or indirectly on the machine frame 2 as described above.
On the other hand, in the working vehicle 1 according to the present embodiment, the steering unit 6 that supports the speed change operation shaft 110 and the speed change intermediate shaft 140 has a rotation fulcrum shaft 65 (see FIGS. 3 and 3) along the vehicle width direction. 5) is supported by the machine frame 2 so as to be able to turn around, and around the turning fulcrum shaft 65, a normal position where the pilot can steer in the pilot unit 6 and below the pilot unit 6 are provided. An open position for opening can be taken.

  The speed change operation mechanism 100 according to the present embodiment remains mechanically connected between the speed change operation member 120 and the multi-stage speed change mechanism 53, that is, without requiring disassembly of the speed change operation mechanism 100. In order to enable the control unit 6 to rotate about the rotation fulcrum shaft 65 between the normal position and the open position, the following configuration is provided.

  Specifically, when the control unit 6 is rotated from the normal position shown in FIG. 3 to the open position (not shown), the control unit 6 is moved forward and rearward from the rotation fulcrum shaft 65 in the control unit 6. It is possible to turn around the turning fulcrum shaft 65 so that the portions located are respectively located below and above.

  The speed change operation shaft 110 and the speed change intermediate shaft 140 are arranged on the control unit 6 on the rear side of the rotation fulcrum shaft 65 in a state along the vehicle width direction so as to be parallel to the rotation fulcrum shaft 65. It is supported. That is, the speed change operation shaft 110 and the speed change intermediate shaft 140 are disposed below the control portion 6 as the control portion 6 rotates from the normal position to the open position around the rotation fulcrum shaft 65. It moves upward away from the transmission 5.

  In such a configuration, the operating side first connecting arm 160 is configured so that the speed change intermediate shaft 140 and the control unit 6 rotate around the rotating fulcrum shaft 65 without substantially moving the operating side connecting rod 165 in the axial direction. Further, the shift intermediate shaft 140 and one end of the operating side connecting rod 165 are connected in a state where the rotation from the normal position to the open position is allowed.

  That is, the operating side first connecting arm 160 maintains the connection relationship between the transmission intermediate shaft 140 and the operating side connection rod 165, while the transmission intermediate shaft 140 and the steering unit 6 are in the rotation fulcrum shaft. It is configured to allow rotation around 65.

  In the present embodiment, as shown in FIG. 3, the operating side first connection arm 160 is connected to the speed change intermediate shaft 140 when the control unit 6 is located at the normal position. The base end portion is configured to be positioned below the free end portion connected to the operation side connecting rod 165.

  In order to rotate the shift intermediate shaft 140 together with the control unit 6 from the normal position to the open position without causing the movement of the operating side connecting rod 165 in the axial direction, It is necessary to allow the transmission intermediate shaft 140 to freely rotate around the axis when the transmission intermediate shaft 140 rotates about the rotation fulcrum shaft 65 in accordance with the rotation operation of the control unit 6. .

  In this regard, for example, if the speed change operation member 120 is inserted through an opening such as a slit or a notch formed in the side column 61 as in the conventional speed change operation mechanism, the speed change intermediate shaft 140 is The angle of rotation about the axis is limited by the opening.

That is, the shift intermediate shaft 140 can rotate freely about the axis only within a range in which the shift operation member 120 does not swing beyond the opening.
Therefore, in the configuration in which the speed change operation member 120 is inserted through the opening of the side column 61, the speed change intermediate shaft 140 is moved along the axis line when the control unit 6 is rotated from the normal position to the open position. The speed change intermediate shaft 140 must be brought close to the rotation fulcrum shaft 65 so that the link mechanism 130 does not rotate so much. As a result, the design freedom of the link mechanism 130 is lost.

  On the other hand, in the speed change operation mechanism 100 according to the present embodiment, as described above, the speed change operation shaft 110 operatively connected to the speed change intermediate shaft 140 via the operation side link mechanism 150 includes the control section. 6, the speed change operation member 120 is connected to the speed change operation shaft 110 between the driver seat 62 and the side column 61.

  According to such a configuration, when the shift intermediate shaft 140 rotates about the rotation fulcrum shaft 65 as the control unit 6 rotates from the normal position to the open position, the shift intermediate shaft The rotation around the axis line 140 is not limited by the speed change operation member 120. Therefore, it is not necessary to bring the transmission intermediate shaft 140 close to the rotation fulcrum shaft 65, and the degree of freedom in designing the link mechanism 130 including the transmission intermediate shaft 140 can be improved.

As shown in FIG. 3 and the like, in the present embodiment, the operation-side link mechanism 150 includes an operation-side first connection arm 151 that is connected to the outer end portion of the speed change operation shaft 110 so as not to be relatively rotatable, The operation side second connecting arm 152 that is connected to the speed change intermediate shaft 140 so as not to rotate relatively, and the operation side connecting rod that connects the free ends of the operation side first connecting arm 151 and the operation side second connecting arm 152 to each other. 153.
According to such a configuration, the speed change intermediate shaft 140 can be reliably rotated around the axis in accordance with the rotation around the axis of the speed change operation shaft 110 while simplifying the structure of the operation side link mechanism 150. .

DESCRIPTION OF SYMBOLS 1 Work vehicle 2 This machine frame 3 Traveling device 4 Engine 5 Transmission device 6 Steering part 61 Side column 62 Driver's seat 65 Rotation fulcrum shaft 100 Transmission operation mechanism 110 Transmission operation shaft 120 Transmission operation member 130 Link mechanism 140 Transmission intermediate shaft 150 Operation Side link mechanism 151 Operation side first connection arm 152 Operation side second connection arm 153 Operation side connection rod 160 Operation side first connection arm 165 Operation side connection rod

Claims (2)

A control unit including a main body frame, a pair of left and right traveling devices, an engine supported by the main body frame, a driver's seat, and a side column disposed on one side of the driver's seat, A steering unit capable of taking a normal position and an open position around a rotation fulcrum axis along the vehicle width direction with respect to the machine frame; and the steering in a state of being inserted in a traveling system transmission path from the engine to the traveling device And a portion of the control unit that is positioned forward and rearward of the rotation fulcrum shaft when the control unit is rotated from the normal position to the open position. A speed change operation mechanism applied to a working vehicle that is rotated about the rotation fulcrum shaft so as to be respectively positioned below and above,
The rotation fulcrum in a state along the vehicle width direction so that an inner end portion is located between the side column and the driver's seat and an outer end portion is located outward from a control space defined by the control portion. A speed change operation shaft supported by the side column so as to be rotatable around the axis on the rear side of the shaft, and a base end portion is an inner end of the speed change operation shaft so as to rotate the speed change operation shaft around the axis according to human operation. A speed change operation member connected to the control part, and a speed change intermediate supported by the control part so as to be rotatable about an axis in a state along the vehicle width direction outside the control space and on the rear side of the rotary fulcrum shaft. A shaft, an operation-side link mechanism that operatively connects both shafts so as to rotate the transmission intermediate shaft around the axis in response to rotation about the axis of the speed change operation shaft, and a non-rotatably connected to the speed change intermediate shaft. Working side first connecting arm and And a one end the actuating side first coupling actuating side connecting rod and a second end coupled to the free end is operatively connected to the transmission arm,
The operating side first connecting arm rotates the shifting intermediate shaft from the normal position to the open position around the rotation fulcrum shaft together with the control unit without moving the operating side connecting rod substantially in the axial direction. A speed change operation mechanism characterized in that the shift intermediate shaft and one end of the actuating side connecting rod are connected in a state of allowing movement.   The operation side link mechanism includes an operation side first connection arm connected to the outer end portion of the speed change operation shaft so as not to be relatively rotatable, and an operation side second connection arm connected to the speed change intermediate shaft so as not to be relatively rotatable. The shift operation mechanism according to claim 1, further comprising an operation-side connecting rod that connects free end portions of the operation-side first connection arm and the operation-side second connection arm.

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