JP6160063B2 - Gear shift device for transmission - Google Patents

Description

  The present invention relates to a gear shift device in a transmission of a vehicle such as a motorcycle.

  For example, in the one disclosed in Patent Document 1, in a gear shift device that changes a gear by rotating a gear shift cam and sliding the shift fork along the lead groove of the gear shift cam, the gear shift cam is engaged with the lead groove of the shift cam of the shift fork. The pin is formed on the boss portion of the shift fork. In this case, the pin (power point) of the shift fork and the claw portion (action point) for driving the gear are separated by a certain distance.

  In addition, the one disclosed in Patent Document 2 has a shift cam, a shift fork shaft, a counter, and a drive gear shaft arranged in a substantially Y shape when there is one shift fork shaft that supports the shift fork. In this case, the shift forks of the counter and the drive gear each have a shape in which the power point is offset with respect to the other two points (fulcrum and action point).

Japanese Patent Laid-Open No. 2004-84751 JP 2007-1000073 A

  However, in Patent Document 1, the pin of the shift fork and the claw portion for driving the gear are separated by a certain distance, so that the entire shift fork falls down during a shift change. If the shift fork is tilted in this way, the movement between the shift fork and the shift fork shaft becomes awkward and causes deterioration in the feeling of shift operation.

  Moreover, in the thing of patent document 2, as above-mentioned, the shift fork of each of a counter and a drive gear becomes a shape where a power point offsets with respect to a fulcrum and an action point, and a torsional force will be applied to a shift fork at the time of shift operation.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a gear shift device for a transmission of a motorcycle that makes the operation of the shift fork smooth and improves the feeling of shift operation.

The transmission gear shift device according to the present invention includes a countershaft arranged in parallel to each other and a drive shaft to which power is transmitted from the crankshaft and a drive shaft to which power is transmitted from the countershaft. In the transmission in which a plurality of shift forks supported by the fork shaft are slid by a shift cam to selectively engage the transmission gear and transmit power at a predetermined reduction ratio, the counter shaft and the drive shaft are The shift fork shaft is positioned behind the crankshaft and below the countershaft, and operates the transmission gear of the countershaft. The shift fork A claw portion that engages with the gear, a boss portion through which the shift fork shaft is inserted, an arm portion that connects the claw portion and the boss portion, and a pin that engages with the shift cam. Is located substantially in the middle of the arm portion, and the shift cam is provided behind the crankshaft and above the shift fork shaft, on the side of the arm portion, with the arm portion interposed therebetween. The shift fork shaft and the shift cam are positioned on the opposite side of the drive shaft, and the shift fork shaft and the shift cam are positioned forward of the counter shaft and the drive shaft .

In the gear shift device for a transmission according to the present invention, the other shift fork is a central axis of the transmission gear to be operated with the pin and the central axis of the boss portion in the axial direction of the countershaft or the drive shaft. Are arranged substantially linearly.

  According to the present invention, by providing the shift fork pin that engages with the shift cam in the arm portion located between the claw portion and the boss portion, the shift fork can be operated smoothly, thereby improving the shift feeling. be able to.

1 is a side view of a motorcycle according to a gear shift device for a transmission according to the present invention. It is a left view which shows the state by which the engine unit was mounted in the vehicle body frame in embodiment of this invention. It is a vehicle body direction top view of the power unit in the embodiment of the present invention. It is a top view which shows the inside of the crankcase of the state which removed the upper crankcase in embodiment of this invention. It is a right view of the transmission in the embodiment of the present invention. It is sectional drawing which follows the II line | wire of FIG. It is a perspective view which shows the shift mechanism in the transmission which concerns on embodiment of this invention. It is a right view which shows the shift mechanism in the transmission which concerns on embodiment of this invention. It is sectional drawing which follows the II-II line of FIG. It is sectional drawing which follows the III-III line of FIG. It is the perspective view of the shift fork of the transmission which concerns on embodiment of this invention, the right view, and the front view. It is a figure which shows the structure of the shift fork of the transmission which concerns on embodiment of this invention in relation to a prior art example.

A preferred embodiment of a gear shift apparatus for a motorcycle according to the present invention will be described below with reference to the drawings.
FIG. 1 is a right side view of a motorcycle 100 according to the present invention, and FIG. 2 is a left side view showing a state where an engine unit is mounted on a body frame. First, the overall configuration of the motorcycle 100 will be described with reference to FIGS. 1 and 2. In the drawings used in the following description, the front of the vehicle is appropriately indicated by an arrow Fr and the rear of the vehicle is indicated by an arrow Rr as necessary, and the lateral right side of the vehicle is indicated by an arrow R. Are indicated by arrows L, respectively.

  In FIG. 1 and FIG. 2, two front forks 103 are provided at the front of the main frame 101 made of steel or aluminum alloy so as to be turnable left and right by a steering head pipe 102. A handle bar 104 is fixed to the upper end of the front fork 103, and grips 105 are provided at both ends of the handle bar 104. A front wheel 106 is rotatably supported at the lower portion of the front fork 103, and a front fender 107 is fixed so as to cover the upper portion of the front wheel 106. The front wheel 106 has a brake disc 108 that rotates integrally with the front wheel 106.

  The main frame 101 is connected to the rear portion of the steering head pipe 102, and a pair of left and right branches into a bifurcated shape toward the rear, and extends from the steering head pipe 102 while being widened rearward and downward. Note that the seat rail 109 extends from the vicinity of the rear portion of the main frame 101 in a moderately inclined manner to support the seat 110 and the like. The main frame 101 and the seat rail 109 constitute a vehicle body frame. A swing arm 111 is swingably coupled to the rear portion of the main frame 101, and a rear shock absorber is mounted between the swing arm 111 and the swing arm 111. A rear wheel 112 is rotatably supported at the rear end of the swing arm 111. Although not shown, the rear wheel 112 is rotationally driven via a driven sprocket around which a chain for transmitting engine power is wound. An inner fender 113 that covers the vicinity of the front upper portion is provided in the immediate vicinity of the rear wheel 112, and a rear fender 114 is disposed above the inner fender 113.

  The engine unit 10 mounted on the main frame 101 is supplied with a mixture of fuel from a fuel supply device (not shown) and intake air from an air cleaner, and exhaust gas after combustion in the engine is exhausted from the exhaust pipe 115. Exhausted through. In the present embodiment, the engine may be, for example, a 4-cycle multi-cylinder, typically a 4-cylinder engine. The exhaust pipe 115 of each cylinder is coupled to the lower side of the engine unit 10, and then exhausted from the exhaust device 117 (muffler) through the exhaust chamber 116 near the rear end of the vehicle.

A fuel tank 118 is mounted above the engine unit 10, and the above-described seat 110 is continuously provided behind the fuel tank 118. As in this example, the sheet 110 may include a rider sheet 110A and a tandem sheet 110B.
Further, in FIG. 1, 119 is a headlamp, 120 is a meter unit including a speedometer, tachometer, or various indicator lamps, and 121 is a rearview mirror supported by the handlebar 104 via a stay 122.

  As shown in FIGS. 2 and 3, the engine unit 10 in this embodiment is configured such that a cylinder 12, a cylinder head 13, and a cylinder head cover 14 are integrally coupled to an upper portion of a crankcase 11 in order. The engine unit 10 is suspended and coupled to the main frame 101 through a plurality of engine mounts so as to be integrally coupled and supported by the main frame 101, and functions as a rigid member of the main frame 101 itself.

  In the engine unit 10, in this example, four cylinders 12 are juxtaposed in the left-right (vehicle width) direction (FIG. 3), and pistons are slidably fitted in the cylinder bores of the cylinders 12 in the cylinder axial direction. Note that the cylinders are numbered 1 (# 1), 2 (# 2), 3 (# 3), and 4 (# 4) in order from the left. On the other hand, in the crankcase 11, an upper crankcase 11A and a lower crankcase 11B, which are divided into upper and lower halves, are coupled to each other, and support shafts such as a crankshaft described later are supported on the mating surface 11C.

  FIG. 4 shows the inside of the crankcase 11 with the upper crankcase 11A removed. The crankshaft 15 is arranged in the vehicle width direction in the crankcase 11. A plurality of bulkheads rise at positions where the cylinders 12 are sandwiched at the front bottom of the lower crankcase 11B, and the crankshaft is formed by journal bearing portions set on the mating surfaces 11C of the upper crankcase 11A and the lower crankcase 11B in each bulkhead. Fifteen (in this example, five) journal portions 15a are pivotally supported. Although not shown, a generator including a generator coil and a generator rotor is arranged at the left shaft end of the crankshaft 15. In this case, the generator coil is attached and supported inside the magneto cover 16 (see FIG. 2 and the like). A cam drive sprocket (not shown) is attached to the right shaft end of the crankshaft 15. The outside of the sprocket is covered with a clutch cover 18 (FIG. 3) together with a clutch device described later.

  The cylinder head 13 houses a valve operating device that controls the opening and closing of the intake valve and the exhaust valve. These valves are driven by an intake cam and an exhaust cam provided on the intake camshaft and the exhaust camshaft, respectively. In this case, the intake camshaft and the exhaust camshaft are connected to the power of the crankshaft 15 via a cam timing chain wound around a sprocket attached to the end of the shaft and a sprocket at the end of the crankshaft 15. It is rotationally driven by.

  The rear half of the crankcase 11 also serves as a transmission case 19 as shown in FIG. 4, and a transmission gear, which will be described later, is accommodated in the interior thereof. 5 and 6, in the transmission case 19, a counter shaft 20 (abbreviated by a one-dot chain line in FIG. 4) and a drive shaft 21 (abbreviated by a one-dot chain line in FIG. 6) parallel to the crankshaft 15. Is placed. Among these, the countershaft 20 is supported on the mating surface 11C of the upper crankcase 11A and the lower crankcase 11B, as shown in FIG. Further, in the transmission case 19, a transmission device (transmission) 22 constituting, for example, a six-speed transmission mechanism is arranged between the counter shaft 20 and the drive shaft 21, and the rotation of the counter shaft 20 is performed via the transmission device 22. The drive shaft 21 is shifted and transmitted. A drive sprocket 23 is attached to the left shaft end portion of the drive shaft 21, and a chain is wound between the sprocket (not shown) mounted on the axle of the rear wheel 112 (FIG. 1) and the drive sprocket 23. As a result, a power transmission path is formed from the engine unit 10 to the rear wheel 112.

  A clutch device 24 is mounted on the right shaft end of the countershaft 20 as shown in FIG. The clutch device 24 is covered with the clutch cover 18 as described above (FIG. 3). A primary driven gear 25 is rotatably supported near the right shaft end of the counter shaft 20 as shown in FIG. 4 via a needle bearing. On the other hand, the crankshaft 15 is provided with a primary drive gear 26 on the outer periphery of the crank web 15b of the # 4 cylinder, for example, and the primary driven gear 25 and the primary drive gear 26 are always meshed. A clutch housing 27 is coupled to the right side of the primary driven gear 25 so as to rotate together.

  Although a detailed description of the clutch device 24 is omitted, a plurality of drive plates 28 that are displaceable in the axial direction of the counter shaft 20 are accommodated in the inner peripheral portion of the clutch housing 27. Further, a clutch sleeve is coupled to the counter shaft 20 so as to rotate together. A plurality of driven plates 29 that can be displaced in the axial direction are arranged on the clutch sleeve so as to alternately overlap the drive plates 28. . In addition, a pressure plate or a pressing disk 30 is disposed in the opening on the right end side of the clutch housing 27 so as to close the opening, and this pressure plate 30 is moved to the left in FIG. 4 by the elasticity of a clutch spring (not shown). It is energized. Under normal conditions, the drive plate 28 and the driven plate 29 are brought into close contact with each other and frictionally engaged with each other by the pressing force of the pressure plate 30, whereby the clutch is engaged (entered).

  A push rod slidable in the axial direction is fitted into the hollow inside of the countershaft 20, and this push rod is disposed on the left outer side of the mission case 19 as shown in FIGS. The clutch release mechanism 31 is linked. The right shaft end portion of the push rod indirectly abuts on the pressure plate 30 side, while the left shaft end portion of the push rod abuts on a drive cam interlocked with the rotation lever 32 of the clutch release mechanism 31. The clutch on / off operation can be performed by grasping a clutch lever attached to the grip 105 (left side) of the handle bar 104 shown in FIG. That is, when the clutch lever is gripped, the pressure release plate 30 is displaced to the right in FIG. 4 against the elasticity of the clutch spring via the push rod by the clutch release mechanism 31. As a result, the frictional engagement between the drive plate 28 and the driven plate 29 is relaxed, and the clutch is disengaged.

  Here, in the transmission device 22, a gear train 33 (drive side) including a plurality of transmission gears is arranged along the axial direction of the counter shaft 20 as shown in FIG. 4 or FIG. 6. Similarly, in the drive shaft 21, a gear train 34 (driven side) including a plurality of transmission gears is disposed along the axial direction thereof. A combination of transmission gears is set in advance so that the gear train 33 and the gear train 34 are engaged with each other in accordance with the number of shift stages to transmit power, and a gear is operated by a shift operation via a gear shift device described later. A change is made. 4 and 6, the gear cover 17 is provided.

In this example, the gear train 33 is, for example, as shown in FIG. 7 (and FIG. 8), in order from the right side, the first speed (1st) drive gear 33A, the fifth speed (5th) drive gear 33B, and the fourth speed (4th) drive gear 33C. It comprises a third speed (3rd) drive gear 33D, a sixth speed (6th) drive gear 33E, and a second speed (2nd) drive gear 33F.
The gear train 34 is, in order from the right side, a first speed (1st) driven gear 34A, a fifth speed (5th) driven gear 34B, a fourth speed (4th) driven gear 34C, a third speed (3rd) driven gear 34D, a sixth speed (6th) driven gear 34E, and It consists of a 2nd (2nd) driven gear 34F.

  In the above case, in the gear train 33 and the gear train 34, predetermined gears are coupled to the countershaft 20 or the drive shaft 21 so as to rotate together, and some gears are coupled rotatably, or the countershaft 20 or the drive shaft 21 is coupled. It is slidably coupled along the axial direction. In this case, a predetermined gear is slid so that adjacent gears are coupled together in rotation via a dog clutch, that is, a desired shift between the counter shaft 20 and the drive shaft 21 is achieved by operation of the gear shift device. It can be connected by a combination of one set of transmission gears.

  Next, the gear shift device will be described. First, as shown in FIGS. 2 to 4 and the like, the gear shift mechanism 37 is driven via the link 36 in accordance with the shift operation of the shift change pedal 35 pivotally supported on the lower left outside of the engine unit 10. The gear shift mechanism 37 is arranged and configured in the mission case 19. 5 to 8, the gear shift mechanism 37 includes a shift shaft 38, a shift arm 39, a shift cam 40, a shift cam stopper 41, a shift fork 42, and the like.

  The shift shaft 38 is disposed in parallel with the crankshaft 15 and is pivotally supported by the upper crankcase 11A so as to be rotatable above the shift cam 40. The shift shaft 38 rotates in conjunction with the shift operation of the shift change pedal 35 described above. For example, a shift operation for upshifting rotates in one direction, and a shift operation for downshifting rotates in the other direction. As shown in FIG. 4, a shift arm 39 that swings as the shift shaft 38 rotates is pivotally attached to the right end portion of the shift shaft 38. The shift arm 39 is formed in a spatula shape extending downward, and is arranged so as to cover the shift cam 40 from the right side. The shift arm 39 is formed with a substantially rectangular opening that engages with a part of the plurality of shift pins 43 (FIG. 7) of the shift cam 40. The shift arm 39 swings in either the front or rear direction according to the rotation of the shift shaft 38 and is biased so as to return to the neutral state after swinging.

  The shift cam 40 is disposed in parallel with the crankshaft 15 and is pivotally supported by the upper crankcase 11A. The shift cam 40 has a cam main body 44 and an arm engagement portion 45. The cam body 44 is a cylindrical cam. A predetermined number of cam grooves 46 having a predetermined shape are formed on the outer peripheral surface of the cam body 44. In the present embodiment, there are three cam grooves 46A, 46B, and 46C. The arm engaging portion 45 is fixed to the right end portion of the cam main body 44, and the shift pin 43 described above is implanted. The plurality of shift pins 43 are arranged at equal intervals in the circumferential direction with respect to the rotation center of the shift cam 40, and some of them are engaged in the aforementioned opening of the shift arm 39. As a result, the shift arm 39 swings, so that the arm engagement portion 45 is rotated via the engaged shift pin 43, and the cam main body 44 is similarly rotated. When the shift arm 39 returns to the neutral state after the swing, the shift arm 39 engages with the shift pin 43 different from the shift pin 43 engaged in the neutral state before the swing.

  Further, as shown in FIG. 7 or FIG. 8, the arm engaging portion 45 has concave positioning portions 45a formed on the outer peripheral surface thereof at equal pitch intervals in the circumferential direction. The shift cam stopper 41 is disposed close to the arm engaging portion 45 of the shift cam 40 as shown in FIG. The shift cam stopper 41 is biased in a direction to engage with the positioning portion 45a of the arm engagement portion 45, and positions the rotation position of the shift cam 40 by engaging with the positioning portion 45a.

  The shift fork 42 is supported so as to reciprocate along the shift fork shaft 47 as indicated by a double-headed arrow in FIG. In the present embodiment, there are three shift forks 42A, 42B, and 42C. The shift fork shaft 47 is pivotally supported so as to be parallel to the counter shaft 20 and the drive shaft 21. The shift fork 42 is engaged with a predetermined cam groove 46 of the shift cam 40 and is engaged between two adjacent adjacent transmission gears of the gear train 33 and the gear train 34 of the counter shaft 20 and the drive shaft 21. To do. When the shift cam 40 rotates, the shift fork 42 moves in the axial direction of the shift fork shaft 47 according to the shape of the cam groove 46. The shift fork 42 moves a predetermined transmission gear in the axial direction of the counter shaft 20 or the drive shaft 21 according to the movement. As a result, the predetermined transmission gear moves between the gear train 33 and the gear train 34, whereby the transmission path of the rotational power from the counter shaft 20 to the drive shaft 21, that is, the combination of the transmission gears is changed.

  In this example, the shift fork 42B is engaged with the gear train 33 of the counter shaft 20 as shown in FIG. 9, that is, the transmission gear on the drive side, and the shift forks 42A and 42C are engaged with the gear train of the drive shaft 21 as shown in FIG. 34, that is, engaged with the driven gear. In this manner, substantially two types of shift forks that respectively engage with the gear train 33 and the gear train 34 are included.

  In particular, in the present invention, at least one of the two types of shift forks 42B and the shift forks 42A, 42C is provided on the drive side as shown in FIGS. 11 (A), (B), (C). A claw portion 1 that engages with the transmission gear, a boss portion 2 through which the shift fork shaft 47 is inserted, an arm portion 3 that couples both, and a pin 4 that engages with the cam groove 46B of the shift cam 40. . In this case, the pin 4 is characterized by being positioned at a substantially middle portion of the arm portion 3.

  By disposing the pin 4 as described above, the position of the pin 4 of the shift fork 42B, that is, the power point from the shift cam 40 becomes a fulcrum when the shift fork 42B is slid to change the transmission gear on the drive side. It is set on the claw portion 1 side that is the point of action of the shift fork 42B with respect to the boss portion 2. Further, by providing the pin 4 so as to approach the claw portion 1, the inclination of the shift fork 42B with respect to the shift fork shaft 47 during the shift operation can be eliminated, and the sliding operation of the shift fork 42B becomes smooth.

  Incidentally, in the prior art, when corresponding members are described with the same reference numerals as shown in FIG. 12B, the pin 4 'is formed on the boss portion 2. For this reason, since the power point from the shift cam 40 is set away from the claw portion 1, the shift fork 42B is easily inclined with respect to the shift fork shaft 47, and it is difficult to smoothly slide the shift fork 42B as it is.

  Further, by providing the pin 4 on the arm portion 3 of the shift fork 42B, the shift cam 40 can be arranged in a shaft close to one side of the counter shaft 20 or the drive shaft 21, and the conventional substantially Y-shaped shaft arrangement can be achieved. Layout flexibility is improved compared to the configuration.

  Further, as described above, one shift fork 42B operates the gear train 33 of the countershaft 20. In this case, as shown in FIG. 8, the maximum gear diameter Rc (for example, 6-speed drive gear 33E in the case of 6-speed shift) in the gear train 33 of the countershaft 20 is the drive shaft that is the mating counterpart. This is smaller than the maximum gear diameter Rd of the 21 gear trains 34 (similarly, the first-speed (1st) driven gear 34A).

  Thus, by providing the pin 4 on the arm portion 3 of the shift fork 42B for the gear train 33 of the counter shaft 20, the shift cam 40 can be disposed closer to the counter shaft 20. Thereby, compared with the case where the shift cam 40 is arrange | positioned at the drive shaft 21 side, the transmission apparatus 22 can be comprised more compactly.

Here, also for the other shift forks 42A and 42C, as shown in FIG. 10, the claw portion 1 engaged with the driven transmission gear and the boss portion 2 through which the shift fork shaft 47 is inserted are connected. It has arm part 3 and pin 4 for engaging with cam groove 46A (46C) of shift cam 40. Are arranged at the engine side view, the central axis P ₂ Togaryaku straight center axis P ₁ and engaging destination gear pin 4 and the boss portion 2 (gear train 34) as and in particular FIG. 10 .

  In this way, the shift cam 40 is brought close to one of the counter shaft 20 or the drive shaft 21 with respect to the conventional substantially Y-shaped shaft arrangement, and in this case, the power point, fulcrum, and action point of the shift forks 42A, 42C are 3 Each component is arranged so that the points are positioned substantially linearly. As a result, compared to a shift fork in which the pin 4 'is offset with respect to the other two points as in the prior art, no twisting force is applied to the shift forks 42A and 42C during the shift operation, and the sliding operation of the shift forks 42A and 42C. Smoothens the shift operation feeling.

  As described above, the present invention includes the shift forks 42A, 42B, and 42C for both the gear train 33 and the gear train 34 of the counter shaft 20 and the drive shaft 21. These shift forks 42A, 42B, and 42C are extremely effective when applied to a gear shift device that is supported by one shift fork shaft 47 and operated by one shift cam 40.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
In the specific configuration of the transmission device, the number of transmission gears and the like are not limited to those in the above-described embodiment, and can be appropriately increased or decreased as necessary.
In the above embodiment, the present invention has been described using an example of a motorcycle. However, the present invention can be effectively applied to a transmission having a shift operation structure similar to that of the above embodiment, even if it is not a motorcycle. Yes, it is possible to obtain the same operational effects as in the case of the above embodiment.

1 Claw, 2 Boss, 3 Arm, 4 Pin, 10 Engine Unit, 11 Crankcase, 12 Cylinder, 13 Cylinder Head, 14 Cylinder Head Cover, 15 Crankshaft, 16 Magnet Cover, 17 Gear Cover, 18 Clutch Cover, 19 Transmission case, 20 Counter shaft, 21 Drive shaft, 22 Transmission device, 23 Drive sprocket, 24 Clutch device, 25 Primary driven gear, 26 Primary drive gear, 27 Clutch housing, 28 Drive plate, 29 Driven plate, 30 Pressure plate, 31 Clutch Release mechanism, 32 rotating lever, 33 gear train (drive side), 34 gear train 34 (driven side), 35 shift change pedal , 36 link, 37 gear shift mechanism, 38 shift shaft, 39 shift arm, 40 shift cam, 41 shift cam stopper, 42 shift fork, 43 shift pin, 44 cam body, 45 arm engaging portion, 46 cam groove, 47 shift fork shaft, 100 Motorcycle.

Claims (2)

A plurality of shift gears arranged in parallel with each other on a counter shaft that transmits power from the crankshaft and a drive shaft that receives power from the countershaft, and is supported by the shift fork shaft In a transmission that transmits power at a predetermined reduction ratio by selectively engaging the speed change gear by sliding driving with a shift cam,
The counter shaft and the drive shaft are supported by a crankcase so as to be arranged in the vertical direction behind the crankshaft,
The shift fork shaft is located behind the crankshaft and below the countershaft;
One shift fork that operates the transmission gear of the countershaft includes a claw portion that engages with the transmission gear, a boss portion through which the shift fork shaft is inserted, and an arm that connects the claw portion and the boss portion. And a pin for engaging with the shift cam,
The pin is located at a substantially middle part of the arm part,
The shift cam is provided behind the crankshaft and above the shift fork shaft, on the side of the arm portion, on the opposite side of the drive shaft across the arm portion ,
The gear shift device for a transmission, wherein the shift fork shaft and the shift cam are located in front of the counter shaft and the drive shaft . In the other shift fork, the pin, the central axis of the boss portion, and the central axis of the speed change gear to be operated are arranged substantially linearly when the counter shaft or the drive shaft is viewed in the axial direction. The gear shift device for a transmission according to claim 1 .

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