JP6350610B2 - Transmission operating mechanism of transmission - Google Patents

Description

  The present invention relates to a shift operation mechanism for a transmission mounted in an automobile, and belongs to the technical field of an automobile transmission.

  A transmission mechanism of a transmission such as a manual transmission mounted on a front engine / rear drive type vehicle (FR vehicle) includes an input shaft connected to an output shaft of a drive source such as an engine via a clutch, and the input The counter shaft is disposed parallel to the shaft, and the output shaft is disposed on the same axis line as the input shaft and is connected to the drive wheel side via the propeller shaft. The input shaft and the output shaft constitute a main shaft by being fitted to each other so as to be relatively rotatable.

  Between the main shaft and the countershaft, there are provided a gear stage for shift stage and a gear train for reduction consisting of a plurality of forward shift gear trains and one reverse gear train. The speed reduction gear train and the forward speed change gear train are generally always meshed, and the reverse speed gear train is always meshed or selectively slidable.

  The reduction gear train is composed of a pair of fixed gears that reduce and transmit rotation between the main shaft and the countershaft, and is always in a power transmission state regardless of the gear position.

  The forward transmission gear train includes a fixed gear fixed to one of the main shaft and the counter shaft, and a loose fitting gear that is loosely fitted to the other shaft and always meshes with the fixed gear. And the rotation of the shaft are synchronized, the power transmission state in this gear train is smoothly realized. A gear train is not provided in the direct gear shift stage that directly connects the input shaft and the output shaft, and the direct gear shift stage is realized by synchronizing the rotation of the input shaft and the output shaft by the synchronization device.

  When the reverse gear train is always meshed, the fixed gear provided on one of the main shaft or the countershaft, the loosely-fitted gear provided on the other shaft, and interposed between these gears. And a reversing gear for reversing the rotational direction, and the synchronizing device synchronizes the rotation of the loosely-fitted gear and the shaft to achieve a power transmission state.

  The gear trains are arranged side by side in the axial direction (the longitudinal direction of the vehicle body), but the reduction gear train is usually arranged closest to the drive source side (vehicle body front side) or the drive wheel side (vehicle body rear side). The speed change mechanism in which the speed reduction gear train is arranged on the most front side is called an input reduction type. In this type, the rotation input to the input shaft from the drive source side is first decelerated in the speed reduction gear train and the countershaft. And is transmitted from the counter shaft to the output shaft through a gear train corresponding to a desired gear position. On the other hand, the speed change mechanism in which the speed reduction gear train is arranged at the rearmost side is called an output reduction type. In this type, the rotation input to the input shaft first passes through the gear train corresponding to the desired gear stage. The rotation of the counter shaft is decelerated in the reduction gear train and transmitted to the output shaft. In any type, since the input shaft and the output shaft are directly connected in the direct connection speed, the rotation of the input shaft is directly transmitted to the output shaft without passing through any gear train.

  The synchronization device provided in this type of speed change mechanism is usually provided with a synchro sleeve arranged on the main shaft or the counter shaft, and the synchronization device is operated by sliding the synchro sleeve to one side in the axial direction. Then, the loosely fitted gear of the gear train adjacent to this one side is fixed to the shaft, and the gear train is brought into a power transmission state.

  The synchronizer may be used for two gear trains adjacent to both sides on the shaft. For example, in the case of a manual transmission with six forward speeds, for the first to second speeds used for both the first speed and the second speed, Synchronizers may be provided for 3-4 speed, which is used for 3rd speed and 4th speed, and for 5-6 speed, which is used for 5th speed and 6th speed.

  The manual transmission is provided with a shift operation mechanism for performing a shift by the operation of the synchronization device as described above. The shift operation mechanism is usually provided with a control rod that moves in the rotational direction and the axial direction in conjunction with the selection operation and shift operation of the change lever.

  In a shift operation mechanism of a manual transmission mounted on an FR vehicle, a control rod is usually arranged in parallel with a main shaft and a counter shaft of the transmission mechanism. In this case, the control rod and the shift finger fixed thereto rotate in conjunction with the change lever select operation, and the lever portion of the shift finger is engaged with the shift fork corresponding to the gear selected by the select operation. Match. When the change lever is shifted in this state, the control rod moves in the axial direction together with the shift finger, and the shift fork engaged with the lever portion of the shift finger moves in the axial direction. As a result, the synchronizing sleeve of the synchronizer engaged with the shift fork moves in the axial direction together with the shift fork, so that the synchronizer operates and the gear train of the desired gear stage is brought into the power transmission state. .

  The change lever and the control rod are connected to each other with a so-called cable method in which a select cable and a shift cable are interposed between them, and the lower end side of the change lever is directly engaged with the control rod without interposing the cable. There is a so-called rod system in which the lower end side of the change lever is engaged with a change rod connected to the rear end side of the control rod via a universal joint or the like.

  The change lever generally includes an upper lever portion extending from the large sphere portion to the knob upward and a lower lever portion extending from the large sphere portion to the engaging portion with the control rod side downward. It is provided so as to be swingable with the center of the sphere as a fulcrum. When the change lever is swung by a select operation or a shift operation, the lower end of the lower lever portion always moves to the opposite side to the knob at the upper end of the upper lever portion.

  Therefore, in a rod-type speed change operation mechanism, when the control rod engaged directly or indirectly with the lower end side of the change lever moves the knob at the upper end of the change lever to the front side of the vehicle body or the rear side of the vehicle body by the shift operation. , It moves in the axial direction in the opposite direction to the knob. Then, the shift fork engaged with the shift finger on the control rod and the synchro sleeve of the synchronizing device engaged therewith usually move in the same direction as the control rod (the direction opposite to the shift operation direction). .

  On the other hand, the shift operation direction is determined for each gear position according to the shift pattern. For example, in the forward shift stage, the shift to the odd-numbered stage is normally performed by a shift operation toward the front side of the vehicle body, and the shift to the even-numbered stage is performed by a shift operation toward the rear side of the vehicle body.

  The order of arrangement of the gear trains for the respective shift stages and the corresponding synchronizers in the transmission mechanism is determined in consideration of the shift operation direction. For example, when a rod-type shift operation mechanism is employed, the shift mechanism including the synchronization device for the 1-2 speed, the 3-4 speed, and the 5-6 speed as described above is used only in the shift operation direction. In consideration of this, a layout in which an odd-numbered gear train is arranged on the rear side of the vehicle body and an even-numbered gear train is arranged on the front side of the vehicle body is adopted for each synchronization device.

  On the other hand, in the layout design of each gear stage and the synchronizer, in addition to the shift operation direction, corresponding to the selection of the input reduction type or output reduction type described above, It should be compatible with the selection of the rod system, a low gear stage gear train that requires a large torque should be placed close to the bearing, and the oil collected at the bottom of the transmission case for lubrication can be scraped up. Various conditions are considered, such as the arrangement of a gear with a diameter.

  For example, in the output reduction type speed change mechanism, when a first-speed gear train that applies a large torque is arranged in the front row to approach the front-most bearing of the transmission, or when the direct-coupled gear stage is 6th gear. The connecting portion between the input shaft and the output shaft may be disposed on the rear side of the vehicle body with respect to all the other gear stages. In this case, the first-speed gear train is positioned on the front side of the vehicle body of the first-second speed synchronizer, and the connecting portion between the input shaft and the output shaft is positioned on the rear side of the vehicle body of the fifth-speed synchronizer. . Then, when the rod method is adopted, the control rod moves in the axial direction to the rear side of the vehicle when the first-speed or fifth-speed shift operation is performed, and moves axially to the front side of the vehicle body when the second-speed or sixth-speed shift operation is performed. On the other hand, the moving direction of the sync sleeve of the 1-2 speed synchronizer or the 5-6 speed synchronizer during these shift operations is opposite to the moving direction of the control rod.

  In this way, when a gear train that does not correspond to the shift operation direction is included in the speed change mechanism, for example, as in the speed change operation mechanism disclosed in Patent Document 1, the shift direction of a predetermined gear stage is reversed to synchronize. A reversing mechanism for transmitting to the sleeve side may be provided, and this makes it possible to match the relationship between the shift operation direction and the moving direction of the synchro sleeve to other shift stages.

JP 2013-113387 A

  The shift operation mechanism described in Patent Document 1 uses a reversing mechanism that reverses the shift direction of only a predetermined shift stage and transmits it to the synchro sleeve side. Depending on the arrangement order of the synchronization devices, it may be necessary to reverse the movement direction of the shift forks corresponding to the plurality of synchronization devices.

  On the other hand, a second control rod that is selectively engaged with a plurality of shift forks is disposed in parallel with the first control rod communicated with the change lever, and interlocked with the movement of the first control rod during a shift operation. By using a shift interlock mechanism that moves the second control rod in the direction opposite to the movement direction of the first control rod, the movement direction of the plurality of shift forks is reversed, and the shift operation is performed from the first control rod to the second control rod. It is possible to communicate.

  In this case, since it is necessary to move the second control rod in the rotation direction in conjunction with the movement in the rotation direction of the first control rod at the time of the selection operation, the axis of the first control rod at the time of the shift operation and the selection operation respectively. The shift control interlock mechanism that moves the second control rod in the axial direction and the rotational direction in conjunction with the movement in the direction and the rotational direction is used to transmit the shift operation and the select operation from the first control rod to the second control rod. Things can be done.

  In manual transmissions mounted on FR cars, when the rear end of the control rod is connected to the change rod via a joint, the knob of the change lever, such as an SUV (sports multipurpose vehicle), is at a high position. Even when installed, the change angle of the change rod with respect to the control rod at the joint increases and the transmission efficiency of the operation load from the change rod to the control rod decreases. It is conceivable that the length of the control rod is shortened and another control rod is arranged in parallel to the control rod, and the shift operation and the select operation are transmitted using the shift select interlocking mechanism.

  As described above, when the second control rod is disposed in parallel to the first control rod and the shift operation and the select operation are transmitted from the first control rod to the second control rod, the shift interlock mechanism and the select that transmit the shift operation are selected. Although it is conceivable to use a shift select interlocking mechanism that is integrally formed with a select interlocking mechanism that transmits the operation, the configuration and operation of the shift select interlocking mechanism are complicated, so it is easy without complicating the operation. It is desirable to form a shift select interlocking mechanism with a simple structure.

  Therefore, the present invention provides a shift select interlock mechanism when a shift operation and a select operation are transmitted from a first control rod to a second control rod arranged in parallel to the first control rod during a shift operation and a select operation. It is an object of the present invention to provide a transmission operation mechanism for a transmission that can be formed with a simple configuration without complicating the operation.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention according to claim 1 of the present application is a transmission including a main shaft composed of an input shaft and an output shaft arranged on the same axis, and a counter shaft arranged in parallel to the main shaft. A speed change operation mechanism, which is arranged in parallel with the main shaft and is connected to a change lever, and is moved in an axial direction and a rotation direction when the change lever is shifted and selected, respectively. And a second control rod disposed in parallel to the first control rod, and the second control rod in conjunction with the movement of the first control rod in the axial direction and the rotational direction at the time of shift operation and selection operation, respectively. A shift select interlocking mechanism for moving the rod in the axial direction and the rotation direction, the shift select interlocking mechanism, A shift interlocking mechanism that moves the second control rod in the axial direction in conjunction with the axial movement of the first control rod during the pivot operation, and a movement in the rotational direction of the first control rod during the selection operation. And a select interlocking mechanism for moving the second control rod in the rotation direction, and the shift interlocking mechanism and the select interlocking mechanism are arranged side by side in the axial direction of the first control rod and the second control rod. The shift interlocking mechanism reverses the second control rod in the direction opposite to the axial movement direction of the first control rod in conjunction with the axial movement of the first control rod during the shift operation. It is configured to move in the axial direction of the second control rod .

According to a second aspect of the present invention, in the first aspect of the present invention, the select interlocking mechanism is configured so that the second control rod is interlocked with the movement of the first control rod in the rotational direction during a select operation. Is reversed in the direction opposite to the direction of movement of the first control rod and moved in the direction of rotation of the second control rod.

According to a third aspect of the present invention, in the second aspect of the present invention, when the select interlocking mechanism moves the second control rod in the rotational direction, the rotational direction of the second control rod. The movement angle is configured to be larger than the movement angle in the rotation direction of the first control rod.

The invention according to claim 4 is the invention according to any one of claims 1 to 3 , wherein the shift interlocking mechanism is provided on one end side in the axial direction of the second control rod. The select interlocking mechanism is provided on the center side in the axial direction of the second control rod.

Further, the invention according to claim 5 is the invention according to any one of claims 1 to 4 , wherein the shift interlock mechanism is engaged with the first control rod at one end side and the other. The reversing lever whose end side is engaged with the second control rod and a reversing lever support shaft that rotatably supports the center side of the reversing lever are provided, and the first control rod moves in the axial direction during a shift operation. The reversing lever swings around the axis of the reversing lever support shaft in conjunction with the second control rod, reversing the second control rod in the direction opposite to the moving direction of the first control rod in the axial direction. The reversing lever support shaft is configured to move in the axial direction of the transmission case, and the reversing lever support shaft is formed at a boss portion extending in the axial direction of the transmission case. Is supported by the supporting portion kicked, characterized in that the other end is supported by the outer wall of the transmission case.

The invention according to claim 6 is the invention according to any one of claims 1 to 5 , wherein the select interlocking mechanism is configured such that the shift direction of the select interlocking mechanism is the axial direction of the first control rod and the first direction. 2. A shift movement permitting section that allows relative movement of the first control rod and the second control rod respectively moved in the axial direction of the two control rods.

  According to the invention described in claim 1 of the present application, the transmission operating mechanism of the transmission includes a first control rod coupled to the change lever, a second control rod disposed in parallel to the first control rod, And a shift select interlocking mechanism for moving the second control rod in conjunction with the movement of the first control rod during the shift operation and the select operation.

  The shift select interlocking mechanism includes a shift interlocking mechanism that moves the second control rod in the axial direction in conjunction with the axial movement of the first control rod during the shift operation, and a rotation direction of the first control rod during the select operation. And a select interlocking mechanism that moves the second control rod in the rotational direction in conjunction with the movement, and the shift interlocking mechanism and the select interlocking mechanism are arranged side by side in the axial direction of the first and second control rods.

  As a result, when the shift operation and the select operation are transmitted from the first control rod to the second control rod during the shift lever shift operation and the select operation, the shift interlock mechanism and the select interlock mechanism that constitute the shift select interlock mechanism are Since they are arranged side by side in the axial direction as separate units, the shift select interlocking mechanism has a simple configuration without complicating the operation compared to the case where the shift interlocking mechanism and the select interlocking mechanism are integrally formed. Can be formed.

  For example, in a manual transmission mounted on an FR vehicle, when the knob of a change lever, such as an SUV, is provided at a high position, the length of the first control rod connected to the change rod is shortened to the first control rod. A second control rod is arranged in parallel with the rod, and a shift operation and a select operation can be transmitted using the shift select interlocking mechanism, and the control rod connected to the change rod is arranged in the transmission case. The degree of freedom can be improved.

Also, shift interlock mechanism inverts the second control rod in conjunction with the axial movement of the first control rod during the shift operation in a direction opposite the direction of movement of the axial direction of the first control rod second control rod When the shift operation is reversed and transmitted from the first control rod to the second control rod, the above effect can be obtained effectively.

According to the second aspect of the present invention, the select interlocking mechanism moves the second control rod in the rotational direction of the first control rod in conjunction with the movement of the first control rod in the rotational direction during the selection operation. The effect is effectively obtained when the select operation is reversed and transmitted from the first control rod to the second control rod by reversing in the direction opposite to the direction and moving in the rotation direction of the second control rod. Can do.

According to the invention described in claim 3 , when the select interlocking mechanism moves the second control rod in the rotation direction, the selection control mechanism determines the rotation angle of the second control rod in the rotation direction. The movement angle in the direction of rotation of the second control rod is fixed to the second control rod by moving it larger than the movement angle of the direction, compared with the case of moving the movement angle in the direction of rotation of the second control rod equal to the movement angle of the rotation direction of the first control rod. An arrangement space for a member connected to a shift fork that is selectively engaged with the shift finger by a select operation can be secured.

According to the fourth aspect of the present invention, the shift interlocking mechanism is provided on one end side in the axial direction of the second control rod, and the select interlocking mechanism is provided on the central side in the axial direction of the second control rod. Thus, when the shift finger engaged with the shift fork is fixed to the other side in the axial direction of the second control rod, the shift interlocking mechanism and the select interlocking mechanism are respectively in the axial direction center side and one side of the second control rod. Compared with the case where it is provided on the side, it is possible to suppress the twist of the second control rod during the selection operation and to suppress the deterioration of the operability.

According to the fifth aspect of the present invention, the reversing lever support shaft of the shift interlocking mechanism is a support provided on a boss portion, one end of which is formed on the partition wall portion of the transmission case and extending in the axial direction of the transmission case. When the reverse lever support shaft is supported in a cantilevered state, the reverse lever support shaft can be supported in a cantilevered state. In comparison, the support rigidity of the reversing lever support shaft can be improved, and the operability can be improved by suppressing the displacement of the reversing lever support shaft during the shift operation.

According to the sixth aspect of the present invention, the select interlocking mechanism includes a shift movement allowing portion that allows relative movement of the first and second control rods during a shift operation, so that the shift interlocking mechanism and the select interlocking mechanism are provided. Are arranged side by side in the axial direction of the first and second control rods, the select interlocking mechanism transmits the shift operation from the first control rod to the second control rod during the shift operation by the shift movement allowing portion. The effect can be obtained effectively without inhibiting the above.

It is a figure which shows typically the transmission which has the speed change operation mechanism which concerns on embodiment of this invention. It is a figure which shows the shift pattern of a speed change operation mechanism. It is a side view which shows typically the relationship between the shift operation direction and the moving direction of each rod. It is an expanded view which shows a speed change operation mechanism. It is a perspective view which shows a shift select interlocking mechanism. It is a figure which shows the positional relationship of a shift select interlocking mechanism and a 1st and 2nd control rod. It is a disassembled perspective view which shows a selection interlocking mechanism. It is a perspective view which shows the 1st lever end of a shift interlocking mechanism. It is sectional drawing which shows the state by which the shift interlocking mechanism was arrange | positioned by the transmission case. It is a figure which shows a holding rib and a mounting plate. It is a perspective view which shows the inversion lever arrange | positioned in the transmission case. It is explanatory drawing for demonstrating the assembly method of a shift interlocking mechanism. It is a perspective view which shows the shift finger set provided in the 2nd control rod. It is a disassembled perspective view which shows a shift finger and an interlock control member. It is sectional drawing in alignment with Y15-Y15 of FIG. 4 which shows a 1st shift finger set and its peripheral part. It is sectional drawing which followed the Y16-Y16 line | wire of FIG. 4 which shows a 2nd shift finger set and its peripheral part. It is sectional drawing similar to FIG. 6 which shows the selection interlocking mechanism in 5-6 speed selection state. FIG. 16 is a cross-sectional view similar to FIG. 15 showing the first shift finger set and its peripheral portion in the 5-6 speed select state. It is sectional drawing similar to FIG. 16 which shows the 2nd shift finger set and its peripheral part in a 5-6 speed select state. FIG. 5 is a developed view similar to FIG. 4 showing the speed change operation mechanism in a 4-speed shift state. It is an expanded view which shows the speed change operation mechanism from which the speed change operation mechanism and shift select interlocking mechanism which concern on embodiment of this invention differ. It is a disassembled perspective view which shows the 1st lever end and sleeve member which were provided in the 1st control rod. FIG. 22 is a cross-sectional view taken along line Y23-Y23 of FIG. 21 showing the shift select interlocking mechanism in an enlarged manner. FIG. 24 is a cross-sectional view taken along line Y24-Y24 in FIG. 23, showing an enlarged shift select interlocking mechanism. It is sectional drawing similar to FIG. 23 which shows the shift selection interlocking mechanism in 5-6 speed selection state. FIG. 22 is a developed view similar to FIG. 21 showing the speed change operation mechanism in the fourth speed shift state.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a diagram schematically showing a transmission having a speed change operation mechanism according to an embodiment of the present invention. A transmission 1 having a speed change operation mechanism according to an embodiment of the present invention is a vertical manual transmission mounted on an FR vehicle, and is configured to be able to achieve 6 forward speeds and 1 reverse speed. As shown in FIG. 1, the manual transmission 1 includes a transmission mechanism 10 and a transmission operation mechanism 60 (see FIG. 4) for operating the transmission mechanism 10 in the transmission case 2.

  The transmission mechanism 10 includes a main shaft 11 that extends in the longitudinal direction of the vehicle body, and a counter shaft 14 that is disposed in parallel to the main shaft 11. The counter shaft 14 is disposed below the main shaft 11 when viewed from the axial direction.

  The main shaft 11 is arranged on the same axis as the input shaft 12 on the rear side of the vehicle body of the input shaft 12 and the input shaft 12 connected to the output shaft 4 of the driving source such as the engine via the clutch 3 and is on the driving wheel side. And an output shaft 13 communicated with each other. A front end portion of the output shaft 13 is provided with a fitting portion 13 a that is rotatably fitted to the rear end portion of the input shaft 12.

  The transmission case 2 includes a clutch housing 51 disposed on the front side of the vehicle body and a transmission case 52 disposed on the rear side of the vehicle body, and the main shaft 11 and the counter shaft 14 are interposed via the bearings 5 in the transmission case 2. And is supported rotatably.

  The input shaft 12 is rotatably supported by the clutch housing 51 via the bearing 5a on the input shaft 12, and the output shaft 13 is rotatably supported by the transmission case 52 via the bearing 5b on the drive source side and the anti-drive source. The counter shaft 14 is rotatably supported by the transmission case 52 via the bearing 5c, and the counter shaft 14 is rotatably supported by the clutch housing 51 via the bearing 5d, and the counter drive source side is supported by the transmission case 52 on the transmission case 52e. 5f is rotatably supported.

  Between the main shaft 11 and the countershaft 14, there are provided a constantly meshing reduction gear train G0 and a plurality of gear trains G1, G2, G3, G4, G5, GR. Specifically, between the input shaft 12 of the main shaft 11 and the countershaft 14, a reverse gear train GR, a first gear train G1, a second gear train G2, a third gear train G3, and a fourth gear train. A gear train G4 and a gear train G5 for fifth speed are provided in this order from the front side of the vehicle body, and a reduction gear train G0 is provided between the output shaft 13 of the main shaft 11 and the counter shaft 14.

  The transmission mechanism 10 is a 6-speed direct connection type, and since the input shaft 12 and the output shaft 13 are directly connected in the direct connection speed stage, a 6-speed gear train is not provided.

  As described above, the reduction gear train G0 is provided on the output shaft 13 side, and the so-called output reduction type transmission mechanism 10 is configured. The reduction gear train G0 includes a driven gear 21 as a first gear fixed to the output shaft 13 and a drive gear 31 as a second gear fixed to the counter shaft 14. The driven gear 21 is formed to have a larger gear diameter than the drive gear 31, whereby the rotation transmitted to the countershaft 14 is decelerated at a constant reduction ratio by the reduction gear train G0 at a gear other than the direct gear. Is transmitted to the output shaft 13.

  The first- and second-speed gear trains G1 and G2 include drive gears 22 and 23 as first gears fixed to the input shaft 12, and a second gear that is loosely fitted to the countershaft 14 and meshes with the first gear. Driven gears 32 and 33 are provided. The gear trains G3, G4, and G5 for the third speed, the fourth speed, and the fifth speed are fixed to the drive shafts 24, 25, and 26 as first gears that are loosely fitted to the input shaft 12, and the counter shaft 14. Driven gears 34, 35, and 36 are provided as second gears that mesh with the first gear.

  The reverse speed gear train GR includes a drive gear 27 as a first gear fixed to the input shaft 12, a driven gear 37 as a second gear that is loosely fitted to the counter shaft 14 and meshes with the first gear, and the input shaft 12 And an intermediate gear 28 (see FIG. 6) as a reverse gear that is loosely fitted to the reverse shaft 15 (see FIG. 6) arranged parallel to the counter shaft 14 and meshes with the drive gear 27 and the driven gear 37 to reverse the rotation direction. I have. In the reverse gear train GR, the intermediate gear 28 is interposed between the drive gear 27 and the driven gear 37, so that the rotation in the direction opposite to the forward direction is transmitted to the counter shaft 14 and the output shaft 13.

  Further, the counter shaft 14 includes a driven gear 37 of the reverse gear train GR and a synchronizer 41 that synchronizes the rotation of the counter shaft 14, and driven gears 32 of the first and second gear trains G1, G2. 33 and a synchronizing device 42 that synchronizes the rotation of the countershaft 14 are provided, and the input shaft 12 rotates on the drive gears 24 and 25 of the third and fourth gear trains G3 and G4 and the input shaft 12. And a synchronizing device 44 that synchronizes the rotation of the output shaft 13 and the input shaft 12 is provided.

  Specifically, on the countershaft 14, a reverse speed synchronizer 41 used for forming the reverse speed stage is provided adjacent to the vehicle body front side of the driven gear 37 of the reverse speed gear train GR. A 1-2 speed synchronizer 42 that is also used to form the second speed is provided between the driven gears 32 and 33 of the first speed gear train G1 and the second speed gear train G2. Further, on the input shaft 12, a 3-4 speed synchronizer 43, which is used for both the 3rd speed and the 4th speed, is provided between the drive gears 24, 25 of the 3rd speed gear train G3 and the 4th speed gear train G4. Is provided between the drive gear 26 of the fifth-speed gear train G5 and the fitting portion 13a of the output shaft 13. ing.

  When the sync sleeve 41a is slid forward by the operation of the reverse speed synchronizer 41, the rotation of the driven gear 37 and the counter shaft 14 is synchronized to form the reverse speed stage. Further, by the operation of the 1-2 speed synchronizer 42, the first speed is formed when the sync sleeve 42a is slid to the front side of the vehicle body, and the second speed is formed when it is slid to the rear side of the vehicle body.

  Similarly, when the sync sleeve 43a of the 3-4 speed synchronizer 43 is slid to the vehicle body front side, the 3rd gear is formed, and when it is slid to the vehicle body rear side, the 4th gear is formed. Further, when the synchronizing sleeve 44a of the 5-6 speed synchronizer 44 is slid to the front side of the vehicle body, the 5th speed is formed, and when it is slid to the rear side of the vehicle body, the rotation of the input shaft 12 and the output shaft 13 is synchronized. Thus, the sixth gear, which is a directly connected gear, is formed.

  When a gear other than the sixth speed is formed, power is transmitted from the input shaft 12 to the countershaft 14 through the gear train G1, G2, G3, G4, G5, GR in the power transmission state. At the same time, the power is transmitted from the counter shaft 14 to the output shaft 13 by being decelerated at a constant reduction ratio by the reduction gear train G0. When the sixth speed is established, power is transmitted directly from the input shaft 12 to the output shaft 13 without going through the counter shaft 14.

  FIG. 2 is a diagram illustrating a shift pattern of the speed change operation mechanism. As shown in FIG. 2, the selection operation and the shift operation of the change lever 300 are performed according to a predetermined shift pattern 301.

  The shift pattern 301 includes a select lane L1 extending in the vehicle body width direction, a reverse speed shift lane L2 extending in the vehicle longitudinal direction from the select lane L1 to the vehicle body front side, and extending in the vehicle body longitudinal direction from the select lane L1 to the vehicle body front side and vehicle body rear side. A 1-2 speed shift lane L3, a 3-4 speed shift lane L4, and a 5-6 speed shift lane L5 are provided. The neutral position in the shift pattern 301 is a position where the select lane L1 and the 3-4 speed shift lane L4 intersect.

  According to this shift pattern 301, the select operation of the change lever 300 is performed in the direction toward the right or left side in the vehicle body width direction along the select lane L1, and the shift operation is performed in the corresponding shift lanes L2, L3, L4, L5. Along the direction toward the vehicle body front side or vehicle body rear side. Specifically, the shift operation direction to the reverse speed stage, the first speed, the third speed, and the fifth speed is the direction toward the front side of the vehicle body, and the shift operation direction to the second speed, the fourth speed, and the sixth speed is the rear side of the vehicle body. It is the direction toward. In FIG. 2, the selection operation and shift operation of the change lever 300 from the neutral position to the fifth speed are indicated by a two-dot chain line.

  Hereinafter, the shift operation mechanism 60 according to the embodiment of the present invention will be described.

  FIG. 3 is a side view schematically showing the relationship between the shift operation direction and the movement direction of each rod. As shown in FIG. 3, the change lever 300 of the speed change operation mechanism 60 includes a large sphere portion 300a that is rotatably supported by the vehicle body, and an upper lever portion 300b that extends upward from the large sphere portion 300a. A knob 300c that is gripped by the driver is provided at the upper end of 300b.

  Further, the change lever 300 includes a lower lever portion 300d extending downward from the large sphere portion 300a. The change lever 300 swings around the center of the large spherical portion 300a by a select operation or a shift operation. When the change lever 300 swings, the lower end portion 300e of the lower lever portion 300d is always opposite to the knob 300c. Move to the side.

  The speed change operation mechanism 60 includes first and second control rods 61 and 62 as first and second operation rods housed in the transmission case 2 together with the speed change mechanism 10 (see FIG. 1). The first and second control rods 61 and 62 are disposed so as to extend in the longitudinal direction of the vehicle body in parallel with the main shaft 11 and the counter shaft 14. The first and second control rods 61 and 62 are arranged in parallel to each other and communicate with each other via a shift select interlocking mechanism 70 as a reversing mechanism.

  The first and second control rods 61 and 62 move in the rotational directions around the respective axis centers in conjunction with the select operation of the change lever 300 and move in the respective axial directions in conjunction with the shift operation. The change lever 300 is communicated. Specifically, the rear end portion of the first control rod 61 is connected to the change lever 300 via the change rod 302.

  The change rod 302 is disposed so as to extend in the longitudinal direction of the vehicle body, and the rear end portion thereof is engaged with the lower end portion 300 e of the change lever 300. Accordingly, when the selection operation is performed so that the knob 300c of the change lever 300 is tilted to the right or left in the vehicle body width direction, the rear end of the change rod 302 together with the lower end 300e of the change lever 300 swings to the left or right. When the shift rod 302 is moved in the rotational direction around its axis by being moved, and a shift operation is performed so that the knob 300c of the change lever 300 is tilted forward or rearward of the vehicle body, the change rod 302 is moved. Is moved in the axial direction toward the vehicle body front side or rear side together with the lower end portion 300e of the change lever 300.

  The first control rod 61 communicated with the change lever 300 via the change rod 302 is disposed so as to protrude from the transmission case 2 to the vehicle body rear side, and the rear end portion of the first control rod 61 has a joint portion. Is connected to the front end portion of the change rod 302 through a joint 303.

  FIG. 4 is a development view showing the speed change operation mechanism, and FIG. 4 shows the speed change operation mechanism 60 in the neutral state. As shown in FIG. 4, the joint 303 is a cross joint having a pair of support shafts 304 and 305 extending in a direction perpendicular to each other, for example. The pair of support shafts 304 and 305 are supported by the holder 306. One support shaft 304 is disposed along a direction perpendicular to the change rod 302 and passes through the front end portion 302 a of the change rod 302. The other support shaft 305 is disposed along a direction perpendicular to the first control rod 61 and penetrates the rear end portion 61 a of the first control rod 61.

  The front end portion 302 a of the change rod 302 can be rotated around the axis of one support shaft 304, and the rear end portion 61 a of the first control rod 61 can be rotated around the axis of the other support shaft 305. It is said that. By such a connection through the joint 303, the rotational movement and translational movement from the change rod 302 to the first control rod 61 can be transmitted while allowing the inclination of the change rod 302 with respect to the axial direction D1 of the first control rod 61. It is possible.

  As a result, the first control rod 61 moves in the same rotational direction in conjunction with the movement in the rotational direction of the change rod 302 during the select operation, and moves in the axial direction in the longitudinal direction of the vehicle body during the shift operation. Move in the same direction along the axis. The movement of the first control rod 61 in the axial direction and the rotation direction during the shift operation and the select operation is transmitted to the second control rod 62 via the shift select interlocking mechanism 70.

  The transmission case 2 that accommodates most of the first control rod 61 and the entire second control rod 62 includes the clutch housing 51 that accommodates the clutch 3 and a part of the transmission mechanism 10 as described above. A transmission case 52 that accommodates most of the speed change mechanism 10. The mission case 52 opens to the front side of the vehicle body. The clutch housing 51 is disposed adjacent to the front side of the vehicle body of the transmission case 52 and closes the front end opening of the transmission case 52. The clutch housing 51 and the transmission case 52 are coupled to each other by, for example, fastening bolts.

  The first control rod 61 is disposed so as to penetrate the transmission case 52 of the transmission case 2 and protrude rearward of the vehicle body. The first control rod 61 is rotatably and slidably supported on the transmission case 52 via, for example, a metal bush 63 on the rear end side, and is attached to the clutch housing 51 via, for example, a metal bush 64 on the front end side. It is supported so as to be rotatable and slidable. A portion of the mission case 52 through which the first control rod 61 passes is sealed by a seal member 65.

  The second control rod 62 is longer than the first control rod 61. The second control rod 62 is rotatably and slidably supported on the transmission case 52 via, for example, a metal bush 66 on the rear end side, and is attached to the clutch housing 51 via, for example, a metal bush 67 on the front end side. It is supported so as to be rotatable and slidable.

  The first and second control rods 61 and 62 move the second control rod 62 in conjunction with the movement of the first control rod 61 in the axial direction D1 and the rotation direction D2 when the change lever 300 is shifted and selected, respectively. They are communicated with each other via a shift select interlocking mechanism 70 as a reversing mechanism that reverses and moves in the axial direction D3 and the rotational direction D4.

  The shift select interlocking mechanism 70 includes a shift interlocking mechanism 80 that moves the second control rod 62 in the axial direction D3 in conjunction with the movement of the first control rod 61 in the axial direction D1 during the shift operation, and the first control rod during the select operation. And a select interlocking mechanism 100 that moves the second control rod 62 in the rotational direction D4 in conjunction with the movement of the rotational direction D2 of 61.

  FIG. 5 is a perspective view showing the shift select interlocking mechanism. As shown in FIG. 5, the shift select interlocking mechanism 70 includes a shift interlocking mechanism 80 and a select interlocking mechanism 100, and the shift interlocking mechanism 80 and the select interlocking mechanism 100 include first and second control rods 61 and 62. They are arranged side by side in the axial direction, and are arranged side by side in the axial direction of the main shaft 11 and the counter shaft 14.

  As shown in FIG. 4, the shift interlocking mechanism 80 is disposed on the vehicle body front side, which is one side of the second control rod 62 in the axial direction, and the select interlocking mechanism 100 is on the central side of the second control rod 62 in the axial direction. Is arranged. Thereby, as will be described later, when the shift finger engaged with the shift fork is fixed to the other side of the second control rod 62 in the axial direction D3, the shift interlock mechanism 80 and the select interlock mechanism 100 are respectively controlled by the second control. Compared to the case where the rod 62 is provided on the center side and one side in the axial direction D3, it is possible to suppress the twist of the second control rod 62 at the time of the selection operation and to prevent the operability from deteriorating.

  FIG. 6 is a diagram showing a positional relationship between the shift select interlocking mechanism and the first and second control rods. 6, the components of the transmission case and the shift select interlocking mechanism along the line Y6-Y6 in FIG. 4 are shown in cross section, and the speed change mechanism 10 is indicated by a two-dot chain line. As shown in FIG. 6, the first control rod 61 is disposed above the main shaft 11 and the counter shaft 14, and the second control rod 62 is disposed near the main shaft 11 and the counter shaft 14. 14 is arranged on one side in the vehicle body width direction.

  The shift select interlocking mechanism 70 is provided between the first and second control rods 61 and 62, and as a first gear provided on the main shaft 11 in the axial direction of the main shaft 11, as shown in FIG. The drive gears 22 to 27 are provided along the first gear having a smaller gear diameter than the driven gears 32 to 37 as second gears that are provided on the countershaft 14 and mesh with the drive gears 22 to 27.

  The drive gears 22 to 26 of the first-speed gear train G1 to the fifth-speed gear train G5 provided on the main shaft 11 are formed so that the gear diameter increases as the gear speed increases, and the first gear provided on the countershaft 14 is provided. The driven gears 32 to 36 of the gear train G1 to the fifth gear train G5 are formed to have a smaller gear diameter as the gear stage is increased, and the first gear train G1 to the third gear train G3 are drive gears 22 to 22. 24 has a smaller gear diameter than the driven gears 32 to 34.

  Further, the drive gear 27 of the reverse gear train GR has the same gear diameter as the drive gear 22 of the first gear train G1, and the driven gear 37 of the reverse gear train GR is identical to that of the first gear train G1. The gear diameter is smaller than the driven gear 32 and larger than the driven gear 33 of the second-speed gear train G2. Also for the reverse gear train GR, the drive gear 27 has a smaller gear diameter than the driven gear 37.

  In the present embodiment, the shift select interlocking mechanism 70 is connected to the first-speed gear train G1 and the reverse-speed GR drive gears 22 and 27, which are drive gears having a drive diameter smaller than the driven gear in the axial direction of the main shaft 11. Are arranged along. It is also possible to arrange the shift select interlocking mechanism 70 only along the drive gear 22 of the first-speed gear train G1 in the axial direction of the main shaft 11 or only along the drive gear 27 of the reverse-speed GR. is there.

  Thus, the shift select interlocking mechanism 70 is arranged along the first gear in which the first gear on the main shaft 11 is smaller in gear diameter than the second gear on the counter shaft 14 in the axial direction of the main shaft 11. As a result, it is possible to suppress an increase in the radial dimension of the transmission and increase the size thereof, and the shift select interlocking mechanism 70 can be compactly disposed in the transmission case 2.

  FIG. 7 is an exploded perspective view showing the select interlocking mechanism. As shown in FIGS. 5 and 7, the select interlocking mechanism 100 includes a first arm 101 that is moved in the rotation direction D <b> 2 of the first control rod 61 together with the first control rod 61, and a second that is coupled with the second control rod 62. And a second arm 111 that is moved in the rotation direction D4 of the control rod 62.

  The first arm 101 includes a main body 103 that is fitted to the first control rod 61, and flat plate-like first and second plates that are fitted to the first control rod 61 and disposed on both sides of the main body 103. Parts 104 and 105, and first and second connecting pins 106 and 107 that connect the first and second plate parts 104 and 105.

  The main body 103 is provided in parallel with the first rod insertion hole 103a and the first cylindrical portion 103b having the first rod insertion hole 103a through which the first control rod 61 is inserted, and the first connecting pin 106 is inserted therethrough. A second cylindrical portion 103d having a first pin insertion hole 103c and a connecting portion 103e for connecting the first and second cylindrical portions 103b and 103d.

  The first cylindrical portion 103b is provided with a protruding portion 103f that protrudes in a cylindrical shape on both sides in the axial direction and has a smaller outer diameter than the first cylindrical portion 103b. The protruding portions 103f on both sides are provided on the inner surface. One control rod 61 is fitted, and the first and second plate portions 104 and 105 are fitted to the outer surface. The first cylindrical portion 103b is also provided with a through hole 103g for mounting the spring pin 102.

  The first plate portion 104 is formed in a substantially linear shape, and the first control rod 61 is inserted therethrough, and the first rod insertion hole 104a fitted into the outer surface of the protruding portion 103f of the main body portion 103, and the first connecting pin The first pin insertion hole 104b through which the 106 is inserted and the second pin insertion hole 104c through which the second connecting pin 107 is inserted.

  The first rod insertion hole 104a and the second pin insertion hole 104c are provided on both end sides of the first plate portion 104, and the first pin insertion hole 104b is provided on the center side of the first plate portion 104. The rod insertion hole 104a, the first pin insertion hole 104b, and the second pin insertion hole 104c are arranged so that their centers are substantially straight.

  The second plate portion 105 is formed in the same manner as the first plate portion 104, and the first rod insertion hole 105a into which the first control rod 61 is inserted and fitted into the outer surface of the protruding portion 103f of the main body portion 103, The first pin insertion hole 105b through which the first connection pin 106 is inserted and the second pin insertion hole 105c through which the second connection pin 107 is inserted.

  The first connecting pin 106 includes a shaft portion 106a formed in a columnar shape and a head portion 106b formed in a disk shape and having an outer diameter larger than that of the shaft portion 106a. The second connecting pin 107 is also formed in the same manner as the first connecting pin 106, and includes a shaft portion 107a and a head portion 107b.

  In the first arm 101, the first rod insertion hole 104a of the first plate portion 104 is fitted into one protrusion 103f provided in the first cylindrical portion 103b of the main body 103, and the other protrusion 103f is connected to the first arm 103f. After the first rod insertion holes 105a of the two plate portions 105 are fitted and the first and second plate portions 104 and 105 are arranged on both sides of the main body portion 103, as shown in FIG. The shaft portion 106a of the first connecting pin 106 is inserted into the first pin insertion holes 105b, 103c, 104b of the main body portion 103 and the first plate portion 104 from the side opposite to the first plate portion of the second plate portion 105, and FIG. As shown, the end portion of the first connecting pin 106 on the side opposite to the head portion 106 a is caulked and crushed more than the first pin insertion hole 104 b of the first plate portion 104. Forming a 06C, for coupling the body 103 and the first and second plate portions 104 and 105.

  Also for the second connecting pin 107, the shaft portion of the second connecting pin 107 from the second plate portion 105 to the second pin insertion holes 105c, 104c of the first plate portion 104 from the side opposite to the first plate portion of the second plate portion 105. 107a is inserted, and as shown in FIG. 5, the end portion of the shaft portion 107a of the second connecting pin 107 on the side opposite to the head portion is crimped to be larger than the first pin insertion hole 104b of the first plate portion 104. A caulking portion 107 c is formed, and the main body portion 103 and the first and second plate portions 104 and 105 are further connected.

  The first rod insertion hole 103a of the main body 103 and the first rod insertion holes 104a and 105a of the first and second plate portions 104 and 105 connected by the first and second connection pins 106 and 107 are first. The control rod 61 is inserted, and the first arm 101 is fixed to the first control rod 61 by passing the spring pin 102 through the through hole 103g of the main body 103 and a through hole (not shown) provided in the first control rod 61. To do.

  Accordingly, the first arm 101 is moved in the rotation direction D2 together with the first control rod 61 when the first control rod 61 is moved in the rotation direction D2 during the selection operation. Specifically, when the first control rod 61 is moved in the rotation direction D2, the main body 103 is moved in the rotation direction D2 together with the first control rod 61, and the first control rod 61 is moved through the first connecting pin 106 to the first. The second plate portions 104 and 105 are moved in the rotation direction D2, and the second connecting pin 107 is moved in the rotation direction D2 via the first and second plate portions 104 and 105.

  Further, the first arm 101 is moved in the axial direction D1 together with the first control rod 61 when the first control rod 61 is moved in the axial direction D1 during the shift operation.

  On the other hand, the second arm 111 includes a main body part 112 fitted to the second control rod 62, a fork part 113 extending outward from the main body part 112, and outward from the main body part 112 in the opposite direction to the fork part 113. And a guide pin 114 extending in the direction.

  The main body 112 is formed in a cylindrical shape with a second rod insertion hole 112a through which the second control rod 62 is inserted, and the main body 112 is provided with a through hole 112b for mounting the spring pin 116. Yes. The main body portion 112 is also provided so as to be separated from the first arm 101 so that the side surface portion 112 c on the side where the fork portion 113 extends does not interfere with the first arm 101. The side surface portion 112c of the main body portion 112 is formed in a curved shape according to the tip shapes of the first and second plate portions 104 and 105 of the first arm 101, as indicated by a broken line in FIG.

  The fork portion 113 includes a first claw portion 113a and a second claw portion 113b that are opposed to each other, and is open outward and is formed in a U shape. The fork part 113 receives the second connecting pin 107 of the first arm 101 and engages with the second connecting pin 107.

  As shown in FIG. 6, the guide pin 114 is inserted into a guide hole 115 a formed in a guide plate 115 attached to the transmission case 2. The guide hole 115a is formed corresponding to the shift pattern 301 in order to restrict the movable range of the guide pin 114, and the guide pin 114 is guided and moved along the guide hole 115a during the selection operation and the shift operation. .

  In the second arm 111, the second control rod 62 is inserted into the second rod insertion hole 112a of the main body 112, and then the spring pin 116 is inserted into the through hole 112b of the main body 112 and the second control rod 62. It is fixed to the second control rod 62 through a hole (not shown). The second arm 111 is disposed so as to receive and engage the second connecting pin 107 of the first arm 101 with the fork portion 113.

  Accordingly, when the first control rod 61 is moved in the rotation direction D2 during the select operation, the second arm 111 is engaged with the second connecting pin 107 of the first arm 101 and the fork portion 113, thereby Together with the control rod 62, the first control rod 61 is moved in the rotation direction D4 in the direction opposite to the movement direction of the rotation direction D2.

  In addition, when the first control rod 61 is moved in the axial direction D1 during the shift operation, the second arm 111 moves in the axial direction D3 together with the second control rod 62 by the shift interlock mechanism 80 in the axial direction D1 of the first control rod 61. It is moved in the direction opposite to the moving direction.

  During the shift operation, the second control rod 62 is moved in the direction opposite to the moving direction of the first control rod 61 in the axial direction D1, and the first control rod 61 and the second control rod 62 are relatively moved. As shown in FIG. 5, the interlocking mechanism 100 includes a shift movement allowing portion 108 that allows relative movement of the first and second control rods 61 and 62.

  The shift movement allowing portion 108 is configured such that the second connecting pin 107 of the first arm 101 and the fork portion 113 of the second arm 111 relatively move when the first and second control rods 61 and 62 move relatively during the shift operation. However, the fork portion 113 is formed so as not to contact the first and second plate portions 104 and 105.

  Thus, even when the shift interlock mechanism 80 and the select interlock mechanism 100 are arranged side by side in the axial direction of the first and second control rods 61 and 62, the select interlock mechanism 100 is shifted by the shift movement allowing portion 108. Transmission of the shift operation from the first control rod 61 to the second control rod 62 during operation is not hindered.

  As described above, the select interlocking mechanism 100 causes the second control rod 62 to be opposite to the moving direction of the first control rod 61 in the rotational direction D2 in conjunction with the movement of the first control rod 61 in the rotational direction D2 during the selection operation. The second control rod 62 is configured to be reversed in the direction and moved in the rotation direction D4.

  The select interlocking mechanism 100 is also configured such that when the first control rod 61 is moved in the rotation direction D2 during the selection operation, the separation distance between the first control rod 61 and the second connecting pin 107 is the second control rod 62 and the second control rod. It is provided so as to be larger than the distance from the connecting pin 107, and the movement angle of the second control rod 62 in the rotation direction D4 is moved larger than the movement angle of the first control rod 61 in the rotation direction D2. It is configured.

  Thereby, the shift fixed to the second control rod 61 is compared with the case where the movement angle in the rotation direction D4 of the second control rod 62 is moved equal to the movement angle in the rotation direction D2 of the first control rod 61. An arrangement space for a member connected to a shift fork that is selectively engaged with the finger by a select operation can be secured.

  FIG. 8 is a perspective view showing the first lever end of the shift interlocking mechanism, FIG. 9 is a cross-sectional view showing a state in which the shift interlocking mechanism is disposed in the transmission case, and FIG. It is a figure which shows a plate. 9 shows in cross section the components of the transmission case and the shift interlocking mechanism along the line Y9-Y9 in FIG. 4, FIG. 10 (a) shows the cross section along the line Y10A-Y10A in FIG. FIG.10 (b) has shown the attachment plate seen from the Y10B direction in FIG.

  As shown in FIG. 5, the shift interlock mechanism 80 includes a first lever end 81 fixed in the vicinity of the end portion on the vehicle body front side, which is one end side of the first control rod 61, and one end side of the second control rod 62. A second lever end 86 fixed in the vicinity of an end on the vehicle body front side, and a reversing lever 90 engaged with the first lever end 81 on one end side and engaged with the second lever end 86 on the other end side. And a reversing lever support shaft 95 that rotatably supports the center side of the reversing lever 90. The first and second lever ends 81 and 86, the reverse lever 90, and the reverse lever support shaft 95 are each formed of, for example, a metal member.

  As shown in FIG. 8, the first lever end 81 is a cylindrical member fitted to the first control rod 61, and includes a through hole 81 a for attaching the spring pin 82. The first lever end 81 is fitted to the first control rod 61, and the spring pin 82 is passed through the through hole 81 a and a through hole (not shown) provided in the first control rod 61 so as to be connected to the first control rod 61. Fixed.

  Thus, the first lever end 81 is moved in the axial direction D1 together with the first control rod 61 when the first control rod 61 is moved in the axial direction D1 during the shift operation, and the first control rod 61 is moved during the select operation. When it is moved in the rotation direction D2, it is moved in the rotation direction D2 together with the first control rod 61.

  The first lever end 81 is also provided with an engaging groove extending in a tangential direction perpendicular to the axial direction D1 of the first control rod 61 by partially cutting out a part of the first lever end 81 in the semicircular shape. 83 is provided. The engagement groove 83 includes a bottom surface portion 83a extending in the axial direction of the first lever end 81, and side surface portions 83b on both sides extending from the bottom surface portion 83a in a direction orthogonal to the axial direction of the first lever end 81. The side lever 83 is engaged with the reversing lever 90 so as to sandwich one end side of the reversing lever 90 with the side surface portion 83b.

  The second lever end 86 is a cylindrical member that is formed in the same manner as the first lever end 81 and is fitted to the second control rod 62, and includes a through hole for mounting the spring pin 87. The second lever end 86 is fitted to the second control rod 62 and is fixed to the second control rod 62 by a spring pin 87.

  Thus, the second lever end 86 is moved in the axial direction D3 together with the second control rod 62 when the first control rod 61 is moved in the axial direction D1 during the shift operation, and the first control rod 61 is moved during the select operation. When it is moved in the rotation direction D2, it is moved in the rotation direction D4 together with the second control rod 62.

  The second lever end 86 is also provided with an engagement groove extending in a tangential direction perpendicular to the axial direction D3 of the second control rod 62 by partially cutting out a part of the second lever end 86 in the semicircular shape. As shown in FIG. 9, the engagement groove 88 has a bottom surface portion 88 a extending in the axial direction of the second lever end 86, and a direction perpendicular to the axial direction of the second lever end 86 from the bottom surface portion 88 a. And extending side surfaces 88b on both sides. The engaging groove 88 is engaged with the reversing lever 90 so that the other end side of the reversing lever 90 is sandwiched between the pair of side surface portions 88b.

  The reversing lever 90 is formed of a substantially linear plate-like member, and is a cylindrical portion 91 supported by the reversing lever support shaft 95, and a first lever portion extending from the tubular portion 91 toward the first control rod 61 side. 92 and a second lever portion 93 extending from the tubular portion 91 toward the second control rod 62 side opposite to the first lever portion 92.

  A first engagement pin 92 a that protrudes in a cylindrical shape from the surface on one side of the first lever portion 92 is fixed to the distal end side of the first lever portion 92, and a second lever portion is disposed on the distal end side of the second lever portion 93. A second engagement pin 93a protruding in a cylindrical shape from the surface of one side of 93 is fixed.

  As shown in FIG. 9, the reversing lever 90 is formed by joining a cylindrical portion 91 and first and second engaging pins 92a and 93a to the integrally formed first and second lever portions 92 and 93 by welding or the like. Further, a bearing 94 such as a needle bearing is attached in the cylindrical portion 91.

  The reversing lever 90 has a first engaging pin 92 a provided on one end side engaged with an engaging groove 83 of the first lever end 81 fixed to the first control rod 61 and a first engaging pin 92 a provided on the other end side. The two engagement pins 93a are arranged to engage with the engagement grooves 88 of the second lever end 86 fixed to the second control rod 62.

  As shown in FIG. 9, the reversing lever support shaft 95 includes a columnar tip portion 95a provided on one end side and a columnar base portion 95b provided on the other end side. The distal end portion 95a is formed to have an outer diameter smaller than that of the base portion 95b, and a step portion 95c is provided between the distal end portion 95a and the base portion 95b. The reversing lever 90 is rotatably supported via a bearing 94 attached to the inside of the cylindrical portion 91 on the base side of the distal end portion 95 a of the reversing lever support shaft 95.

  A mounting plate 96 extending in a direction orthogonal to the axial direction of the reverse lever support shaft 95 is joined to the opposite end of the base portion 95b of the reverse lever support shaft 95 by welding or the like. As shown in FIG. 10B, the mounting plate 96 is attached to the transmission case 2, specifically, the outer wall portion 51 a of the clutch housing 51 by tightening a fastening bolt 98 via a washer 97.

  In order to support the reversing lever support shaft 95, the outer wall portion 51a of the clutch housing 51 is formed with a first through hole 55 penetrating the outer wall portion 51a and extending in a direction orthogonal to the axial direction of the clutch housing 51. A second through hole 57 penetrating the boss 56 is formed in the boss 56 extending in the axial direction of the clutch housing 51 formed in 51 b.

  The boss portion 56 is formed such that a bearing 5a for supporting the main shaft 11 is attached to the inner surface. The boss portion 56 is formed with a cylindrical protrusion 58 that protrudes outward from the boss portion 56 in the axial direction of the second through hole 57. The second through hole 57 is formed on the boss portion 56 and the protrusion portion 58. It is formed over.

  The first through hole 55 is formed to have an inner diameter substantially equal to the outer diameter of the base portion 95 b of the reversing lever support shaft 95, and the second through hole 57 is substantially equal to the outer diameter of the tip portion 95 a of the reversing lever support shaft 95. The first through hole 55 and the second through hole 57 are formed to have the same inner diameter, and are arranged on the same axis.

  As shown in FIG. 9, the reversing lever support shaft 95 is inserted from the outside of the clutch housing 51 into the first through hole 55 provided in the outer wall portion 51a of the clutch housing 51, and the reversing lever 90 is disposed on the base side of the distal end portion 95a. Is supported, and the end plate 89 is supported on the opposite base side of the tip portion 95a of the reversing lever 90, and the opposite base side of the tip portion 95a is inserted into the second through hole 57 to be provided on the boss portion 56. The base portion 95 b is inserted into the first through hole 55 and supported by the outer wall portion 51 a of the clutch housing 51. The support portion 59 that supports the opposite base side of the tip portion 95 a of the reversing lever support shaft 95 is formed by a boss portion 56 and a protruding portion 58.

  The reverse lever support shaft 95 is attached to the outer wall portion 51 a of the clutch housing 51 via the attachment plate 96 at the opposite end portion side of the base portion 95 b. When the reverse lever support shaft 95 is attached to the outer wall portion 51 a of the clutch housing 51, the periphery of the reverse lever support shaft 95 is sealed by the seal member 99.

  Further, when the reverse lever support shaft 95 is attached to the outer wall portion 51 a of the clutch housing 51, the reverse lever 90 has the first engagement pin 92 a engaged with the engagement groove 83 of the first lever end 81 and the second engagement. The mating pin 93 a is disposed so as to engage with the engaging groove 88 of the second lever end 86.

  As a result, when the first control rod 61 is moved in the axial direction D1 during the shift operation, the reversing lever 90 has an engagement groove 83 between the first engagement pin 92a and the first lever end 81 as shown in FIG. And the second control rod by the engagement between the second engagement pin 93a and the engagement groove 88 of the second lever end 86. 62 is reversed in the direction opposite to the moving direction of the first control rod 62 in the axial direction D1 and moved in the axial direction D3 of the second control rod 62.

  When the reverse lever support shaft 95 is attached to the outer wall portion 51a of the clutch housing 51, the step portion 95c is located in the transmission case 2, and the reverse lever 90 is connected to the reverse lever 90 and the first and second control rods 61. , 62 functions as a stopper portion that restricts movement in the direction away from the first and second control rods 61, 62 from the position of engagement with the first control rod 62, 62. Thus, the shift operation can be reliably transmitted from the first control rod 61 to the second control rod 62 during the shift operation.

  Thus, the shift interlock mechanism 80 moves the second control rod 62 in the direction opposite to the movement direction of the first control rod 61 in the axial direction D1 in conjunction with the movement of the first control rod 61 in the axial direction D1 during the shift operation. It is configured to reverse and move in the axial direction D3 of the second control rod 62.

  At the time of the selection operation, the first and second control rods 61 and 62 are moved in the rotation directions D2 and D4, respectively, but the shift interlocking mechanism 80 is connected to the engagement grooves 83 and the first lever ends 81 and 86, respectively. 88 is formed by being cut out in a substantially semicircular shape, so that the first and second controls are maintained while maintaining the engagement state between the engagement grooves 83 and 88 and the first and second engagement pins 92a and 93a. The rods 61 and 62 can move in the rotation directions D2 and D4.

  In the transmission case 2, as shown in FIG. 9, the reversing lever 90 moves from the engagement position between the reversing lever 90 and the first and second control rods 61, 62 to the first and second control rods 61, 62. At the non-engagement position moved away from the first and second control rods 61 and 62 in the direction orthogonal to the axial direction, the reversing lever 90 is held and the movement of the reversing lever 90 in the rotation direction D5 is restricted. Holding ribs 53 and 54 are provided. Specifically, the first holding rib 53 as a first restricting portion that holds one end side of the reversing lever 90 and restricts the reversing lever 90 from moving in one direction in the rotation direction D5, A second holding rib 54 is provided as a second restricting portion that holds the other end side and restricts the movement of the reversing lever 90 to the other side in the rotation direction D5.

  The first holding rib 53 is provided in the vicinity of the first control rod 61 disposed in the transmission case 2, and as shown in FIG. 10A, from the outer wall portion 51 a of the clutch housing 51 to the clutch housing 51. The first through hole 55 extends in the axial direction inwardly. The first holding rib 53 is orthogonal to the axial direction of the first and second control rods 61 and 62 from the position where the reversing lever 90 is engaged with the first and second control rods 61 and 62 (position indicated by the solid line). It is provided to hold the first lever portion 92 of the reversing lever 90 at a non-engagement position (position indicated by a two-dot chain line) moved in a direction away from the first and second control rods 61 and 62. .

  The second holding rib 54 is provided in the vicinity of the second control rod 62 disposed in the transmission case 2, and the shaft of the first through hole 55 extends from the outer wall portion 51 a of the clutch housing 51 to the inside of the clutch housing 51. The first and second control rods 61 extend in the direction, and the reversing lever 90 extends from the engagement position with the first and second control rods 61 and 62 in a direction perpendicular to the axial direction of the first and second control rods 61 and 62. , 62 is provided so as to hold the second lever portion 93 of the reversing lever 90 in the disengaged position moved in the direction away from.

  In the manual transmission 1, the first and second holding ribs 53 and 54 are configured so that the clutch housing 51 extends from the inner outer wall portion in a portion where the outer wall portion 51 a of the clutch housing 51 is configured by the inner outer wall portion and the outer outer wall portion. It is provided so as to extend inwardly.

  When the first lever portion 92 is held by the first holding rib 53 in a state where the reversing lever 90 is rotatably supported by the reversing lever support shaft 95, the reversing lever 90 moves to one side in the rotation direction D5 of the reversing lever 90. When the second lever portion 93 is held by the second holding rib 54, the movement of the reversing lever 90 to the other side in the rotation direction D5 is restricted.

  As shown in FIG. 10A, the front end side of the first holding rib 53 does not interfere with the reversing lever 90 when the reversing lever 90 is in the engagement position with the first and second control rods 61 and 62. Is provided. The tip side of the second holding rib 54 is also provided so as not to interfere with the reversing lever 90 when the reversing lever 90 is in the engagement position with the first and second control rods 61 and 62.

  Further, as shown in FIG. 10A, the upper end side of the first holding rib 53 is a recess 51 c in which one end side of the first and second control rods 61 and 62 is provided in the partition wall portion 51 b of the clutch housing 51, When inserted into 51d and supported by the clutch housing 51 (see FIG. 4), the reversing lever 90 held by the first holding rib 53 is moved parallel to the first control rod 61 side to engage the first lever end 81. A first engagement pin 92 a is provided to engage with the mating groove 83.

  Also on the upper end side of the second holding rib 54, one end sides of the first and second control rods 61 and 62 are inserted into the recesses 51 c and 51 d provided in the partition wall portion 51 b of the clutch housing 51 and supported by the clutch housing 51. The reversing lever 90 held by the second holding rib 54 is translated to the first control rod 61 side so that the second engaging pin 93a is engaged with the engaging groove 88 of the second lever end 86. Is provided.

  FIG. 11 is a perspective view showing a reversing lever arranged in the transmission case, and FIG. 12 is an explanatory diagram for explaining an assembly method of the shift interlock mechanism. When the shift interlock mechanism 80 is assembled, first, the reversing lever support shaft 95 is inserted from the outside of the clutch housing 51 into the first through hole 55 provided in the outer wall portion 51a of the clutch housing 51, and the base side of the distal end portion 95a. The reversing lever 90 is supported and the end plate 89 is supported on the opposite side of the tip end portion 95a of the reversing lever 90.

  Then, the opposite base side of the tip portion 95a of the reversing lever support shaft 95 is inserted into the second through hole 57 and supported by the boss portion 56 and the protruding portion 58, and as shown in FIG. 11 and FIG. The lever 90 is held by the first and second holding ribs 53 and 54 in the non-engagement position with the first and second control rods 61 and 62.

  Next, as shown in FIG. 12 (b), the engagement grooves 83, 88 of the first and second lever ends 81, 86 fixed to the first and second control rods 61, 62 are the first of the reversing lever 90. The first and second control rods 61 and 62 are inserted into the concave portions 51c and 51d provided in the partition wall portion 51b of the clutch housing 51 so as to face the first and second engagement pins 92a and 93a, and are held at predetermined positions. .

  When the first and second control rods 61 and 62 are inserted into the recesses 51c and 51d provided in the partition wall portion 51b of the clutch housing 51 and held at predetermined positions, the first and second control rods 61 and 62 and the later-described will be described. It is possible to insert the first and second control rods 61 and 62 into the recesses 51c and 51d and hold them in a predetermined position with the shift rod 150, with the components of the speed change mechanism 60 attached thereto.

  Further, the first and second control rods 61 and 62 and the shift rod 150 to be described later are attached with the respective components of the speed change operation mechanism 60, and the first and second control rods 61 are integrally formed with the speed change mechanism 10 being further attached. 62 can be inserted into the recesses 51c and 51d and held in place.

  Thereafter, as shown in FIG. 12C, the reverse lever support shaft 95 is pressed from the outside of the clutch housing 51, the mounting plate 96 is brought into contact with the outer wall portion 51 a of the clutch housing 51, and the washer 97 and the fastening bolt The attachment plate 96 is attached to the outer wall portion 51 a of the clutch housing 51 using 98. As a result, the reverse lever support shaft 95 is attached to the clutch housing 51, and the shift interlock mechanism 80 is assembled to the clutch housing 51.

  By pressing the reverse lever support shaft 95 from the outside of the clutch housing 51, the cylindrical portion 91 of the reverse lever 90 is pressed by the step portion 95c of the reverse lever support shaft 95, and the reverse lever 90 is moved to the first engagement pin 92a. Is moved so as to engage with the engaging groove 83 of the first lever end 81, and the second engaging pin 93 a is moved so as to engage with the engaging groove 88 of the second lever end 86.

  In the shift interlock mechanism 80 configured as described above, the reversing lever support shaft 95 is supported at one end side by the support portion 59 provided on the boss portion 56 formed on the partition wall portion 51b of the clutch housing 51 and at the other end side by the clutch. Since it is supported by the outer wall portion 51a of the housing 51 and supported in the both-sided state, when the shift operation is transmitted from the first control rod 61 to the second control rod 62 during the shift operation, the reversing lever support shaft is in the cantilever state. As compared with the case of supporting the reverse lever support shaft 95, the support rigidity of the reverse lever support shaft 95 can be improved, and the operability can be improved by suppressing the reverse lever support shaft 95 from being displaced during the shift operation.

  In addition, the reverse lever 90 is moved to the transmission case 2 in the disengagement position where the reversing lever 90 is moved away from the first and second control rods 61 and 62 from the engagement position with the first and second control rods 61 and 62. First and second holding ribs 53 and 54 for holding one end side and the other end side of the reversing lever 90 are provided, respectively. The first and second holding ribs 53 and 54 are provided with the reversing lever 90 at the engagement position. It is provided so as not to interfere with the reversing lever 90 at a certain time.

  Accordingly, when the first and second control rods 61 and 62 and the shift interlock mechanism 80 are assembled to the transmission case 2, the reversing lever 90 supported by the reversing lever support shaft 95 is used for the first and second holding. After the first and second control rods 61 and 62 are assembled to the transmission case 2 while being held by the ribs 53 and 54, the reversing lever 90 is moved in a direction approaching the first and second control rods 61 and 62. Thus, the first and second control rods 61 and 62 can be engaged with each other, and the first and second control rods 61 and 62 and the shift interlocking mechanism 80 can be easily assembled to the transmission case 2.

  In the shift select interlock mechanism 70, the first control rod moved from the select neutral position to one side in the select direction on the outer peripheral surface of the first cylindrical portion 103b of the main body 103 of the first arm 101 of the select interlock mechanism 100. A select return mechanism that returns 61 to the select neutral position, a shift detent mechanism that positions the first control rod 61 at a shift neutral position that intersects the select direction, and a shift completion position that has been moved from the neutral position in the shift direction are provided. It is also possible to do so.

  As described above, the shift select interlocking mechanism 70 including the shift interlocking mechanism 80 and the select interlocking mechanism 100 is configured such that the first and second control rods 61 and 62 perform the first control when the change lever 300 is shifted and when the select operation is performed. The second control rod 62 is reversed and moved in the axial direction D3 and the rotational direction D4 in conjunction with the movement of the rod 61 in the axial direction D1 and the rotational direction D2.

  As shown in FIG. 4, the second control rod 62 also includes a first shift finger set (hereinafter referred to as “first set”) 121 and a second shift finger set (hereinafter referred to as “second set”) 122. Are provided at intervals in the axial direction D3 of the second control rod 62. The first set 121 and the second set 122 are arranged in this order from the rear side of the vehicle body, and both are arranged on the rear side of the vehicle body relative to the shift select interlocking mechanism 70.

  The configuration of the first set 121 and the second set 122 will be described with reference to FIGS. The first set 121 and the second set 122 have exactly the same configuration except that the positions in the axial direction provided on the second control rod 62 are different.

  FIG. 13 is a perspective view showing a shift finger set provided on the second control rod, and FIG. 14 is an exploded perspective view showing a shift finger and an interlock regulating member. 15 is a cross-sectional view taken along the line Y15-Y15 in FIG. 4 showing the first shift finger set and its periphery, and FIG. 16 is a view showing the second shift finger set and its periphery in Y16-Y16 in FIG. It is sectional drawing along a line. As shown in FIGS. 13 to 16, each of the first set 121 and the second set 122 includes a shift finger 123 and a single interlock regulating member 130 engaged with the shift finger 123.

  The shift finger 123 is a cylindrical member that is fitted to the second control rod 62. The shift finger 123 is provided with a through hole 124, and the spring pin 128 inserted into the through hole 124 passes through the second control rod 62 as shown in FIGS. Thus, the shift finger 123 is fixed to the second control rod 62. Thus, the shift finger 123 rotates together with the second control rod 62 during the selection operation, and moves in the axial direction D3 together with the second control rod 62 during the shift operation.

  The shift finger 123 includes a lever portion 125 that extends radially outward, and a pair of protrusions 126 and 127 that protrude radially outward at opposite circumferential positions from the lever portion 125. , 127 are provided over the entire length of the shift finger 123. The lever portion 125 is shorter than the entire length of the shift finger 123 and is provided at the center of the shift finger 123 in the axial direction D3 of the second control rod 62.

  The interlock restricting member 130 has a C-shaped overall shape as viewed from the axial direction D3 of the second control rod 62 by providing a notch 131 at one place in the circumferential direction. The interlock regulating member 130 is mounted on the radially outer side of the shift finger 123 so as to surround the shift finger 123.

  The interlock regulating member 130 includes a semi-cylindrical main body 132 having substantially the same length as the shift finger 123 in the axial direction D3 of the second control rod 62, and a main body 132 in the axial direction D3 of the second control rod 62. Short first and second restricting parts 133 and 134. The first restricting portion 133 is provided so as to extend from one end of the main body portion 132 in the rotation direction D4 of the second control rod 62, and the second restricting portion 134 is the main body in the rotation direction D4 of the second control rod 62. It is provided so as to extend from the other end of the portion 132. The leading end of the first restricting portion 133 and the leading end of the second restricting portion 134 in the rotation direction D4 of the second control rod 62 are disposed to face each other with the notch 131 interposed therebetween.

  As shown in FIGS. 15 and 16, the main body 132 is provided with an engagement hole 135 that is engaged with positioning pins 6 and 7 fixed to the transmission case 2. The movement of the interlock regulating member 130 in the axial direction D <b> 3 of the second control rod 62 is regulated by the positioning pins 6 and 7 engaged with the engagement hole 135. The engagement hole 135 is provided so as to penetrate the main body 132 in the thickness direction. Further, the engagement hole 135 is an elongated hole extending in the rotation direction D4 of the second control rod 62, and the movement of the interlock regulating member 130 in the rotation direction D4 of the second control rod 62 with respect to the positioning pins 6 and 7 is prevented. Allowed within a predetermined range.

  The inner peripheral surfaces of the first restricting portion 133 and the second restricting portion 134 are disposed on the same cylindrical surface as the inner peripheral surface of the main body portion 132. In a state where the interlock regulating member 130 is fitted to the outside of the shift finger 123, the inner peripheral surfaces of the main body 132, the first restricting portion 133, and the second restricting portion 134 are arranged along the outer peripheral surface of the shift finger 123. Further, rattling in the radial direction of the interlock regulating member 130 with respect to the shift finger 123 is suppressed. In this fitted state, the lever portion 125 of the shift finger 123 is disposed in the notch 131 between the first and second restricting portions 133 and 134, and interference with the interlock restricting member 130 is avoided.

  The interlock restricting member 130 includes a pair of first guide portions 136 and 137 extending from the first restricting portion 133 to both sides in the axial direction D3 of the second control rod 62, and the axial direction of the second control rod 62 extending from the second restricting portion 134. A pair of second guide portions 138 and 139 extending on both sides of D3 is further provided. The first guide portions 136 and 137 and the second guide portions 138 and 139 are formed in a fan shape when viewed from the axial direction D3 of the second control rod 62, and compared to the first restriction portion 133 and the second restriction portion 134. The inner diameter is equal and the outer diameter is small. The inner peripheral surfaces of the first guide portions 136 and 137 and the second guide portions 138 and 139 are disposed on the same cylindrical surface as the inner peripheral surfaces of the main body portion 132, the first restricting portion 133, and the second restricting portion 134, and are shifted. It may be arranged along the outer peripheral surface of the finger 123.

  On the inner peripheral surface of the interlock restricting member 130, a first engaging recess 140 straddling the main body 132 and the first restricting portion 133, and a second straddling the main body 132 and the second restricting portion 134. An engaging recess 141 is provided. The first engagement recess 140 and the second engagement recess 141 are each formed in a groove shape extending in the axial direction D3 of the second control rod 62.

  In a state where the interlock restricting member 130 is fitted to the outside of the shift finger 123, the protrusions 126 and 127 of the shift finger 123 are engaged with the first and second engaging recesses 140 and 141 of the interlock restricting member 130. Is done. Accordingly, since the movement of the interlock regulating member 130 in the rotational direction D4 of the second control rod 62 with respect to the shift finger 123 is regulated, when the shift finger 123 rotates in conjunction with the select operation, the interlock regulating member 130 also always rotates integrally.

  At this time, the positioning pins 6, 7 engaged with the engagement hole 135 of the interlock regulating member 130 are in the second control rod within the engagement hole 135 formed long in the rotation direction D 4 of the second control rod 62. Since the movement of the rotation direction D4 of 62 is allowed, the rotation of the interlock restriction member 130 is not restricted by the positioning pins 6 and 7.

  Further, when the shift finger 123 and the interlock restricting member 130 are fitted, the protrusions 126 and 127 of the shift finger 123 are arranged along the first and second engaging recesses 140 and 141 of the interlock restricting member 130. 2 The control rod 62 is movable in the axial direction D3. Further, in this fitted state, the lever portion 125 of the shift finger 123 is movable in the axial direction D3 of the second control rod 62 along the notch 131 between the first and second restricting portions 133 and 134. Yes. Therefore, the movement of the shift finger 123 is regulated in the axial direction D3 of the second control rod 62 by the interlock regulating member 130 in which the movement of the second control rod 62 in the axial direction D3 is regulated by the positioning pins 6 and 7. There is no.

  As shown in FIG. 4, the speed change operation mechanism 60 further includes a shift rod 150 arranged in parallel to the second control rod 62 in the transmission case 2. The shift rod 150 is disposed obliquely below the second control rod 62 (see FIG. 16). One end of the shift rod 150 is slidably supported on the clutch housing 51 via a metal bush 68, for example, and the other end of the shift rod 150 is slidably supported on the transmission case 52 via a metal bush 69, for example. Has been.

  Further, the shift operation mechanism 60 is selectively engaged with the shift finger 123 by the select operation and moved in the axial direction D3 of the second control rod 62 by the shift operation, so that the corresponding synchronization devices 41, 42, 43, A plurality of shift forks 160, 170, 180, and 190 for operating 44 are provided. Specifically, the reverse speed shift fork 160 for operating the reverse speed synchronizer 41, the 1-2 speed shift fork 170 for operating the 1-2 speed synchronizer 42, and the 3-4 speed synchronizer 43 are provided. A 3-4 speed shift fork 180 to be operated and a 5-6 speed shift fork 190 to operate the 5-6 speed synchronizer 44 are provided.

  The reverse speed shift fork 160 is engaged with the sync sleeve 41a of the reverse speed synchronizer 41 provided on the counter shaft 14, and the 1-2 speed shift fork 170 is also provided on the counter shaft 14. It is engaged with the synchro sleeve 42a of the synchronized device 42 for 1-2 speed.

  On the other hand, the shift fork 180 for 3-4 speed is engaged with the synchro sleeve 43a of the synchronizer 43 for 3-4 speed provided in the main shaft 11, and the shift fork 190 for 5-6 speed is Similarly, it is engaged with the synchro sleeve 44 a of the 5-6 speed synchronizer 44 provided on the main shaft 11.

  Any of the shift forks 160, 170, 180, 190 moves the engaged sync sleeves 41a, 42a, 43a, 44a in the axial direction D3 of the second control rod 62 and the axial direction D6 of the shift rod 150, The corresponding synchronizer 41, 42, 43, 44 is activated.

  The reverse speed shift fork 160, the 1-2 speed shift fork 170, the 3-4 speed shift fork 180, and the 5-6 speed shift fork 190 include the axial direction D3 of the second control rod 62 and the axis of the shift rod 150. They are arranged in this order from the front side of the vehicle body in the direction D6.

  The reverse speed shift fork 160 and the 1-2 speed shift fork 170 are supported by the shift rod 150, and the 3-4 speed shift fork 180 and the 5-6 speed shift fork 190 are supported by the second control rod 62. Has been.

  The reverse speed shift fork 160 is provided integrally with a cylindrical shift end 162 fixed to the shift rod 150 by, for example, a spring pin 161. The shift end 162 is disposed in the vicinity of the end of the shift rod 150 on the vehicle body front side. The reverse speed shift fork 160 is fixed to the shift rod 150 via the shift end 162, so that the reverse speed shift fork 160 moves in the axial direction D6 of the shift rod 150 together with the shift rod 150.

  As shown in FIG. 16, the fork gate 200 corresponding to the reverse speed shift fork 160 is disposed around the second set 122 on the second control rod 62. The other end portion of the gate arm 201 having the fork gate 200 at one end portion is integrally connected to a cylindrical portion 203 fixed to the shift rod 150 by a spring pin 202, for example. As a result, the gate arm 201 is indirectly connected to the shift fork 160 via the shift rod 150.

  The 1-2 speed shift fork 170 is provided integrally with a cylindrical shift end 171 that is loosely fitted to the shift rod 150. The shift end 171 is slidable on the shift rod 150 in an axial range between the reverse speed cylindrical portion 203 and the shift end 162. The first-second shift fork 170 is loosely supported by the shift rod 150 via the shift end 171, and thus moves on the shift rod 150 in the axial direction D6 of the shift rod 150 together with the shift end 171. It is like that.

  As shown in FIG. 16, the fork gate 172 corresponding to the 1-2 speed shift fork 170 is disposed around the second set 122 on the second control rod 62. The other end of the gate arm 173 having the fork gate 172 at one end is connected to the shift end 171 integrally. As a result, the gate arm 173 is in direct communication with the shift fork 170 without the shift rod 150 interposed therebetween.

  The 3-4 speed shift fork 180 is provided integrally with a cylindrical shift end 181 that is loosely fitted to the second control rod 62. The shift end 181 is slidable on the second control rod 62 in the axial range between the shift finger 123 of the first set 121 and the shift finger 123 of the second set 122. The 3-4 speed shift fork 180 is loosely supported by the second control rod 62 via the shift end 181, so that the axial direction of the second control rod 62 is relative to the second control rod 62. It is possible to move to D3.

  As shown in FIG. 15, the fork gate 182 corresponding to the 3-4 speed shift fork 180 is disposed around the first set 121 on the second control rod 62. The other end of the gate arm 183 having the fork gate 182 at one end is connected to the shift end 181 integrally. As a result, the gate arm 183 is in direct communication with the shift fork 180.

  The 5-6 speed shift fork 190 is provided integrally with a cylindrical shift end 191 that is loosely fitted to the second control rod 62. The shift end 191 is slidable on the second control rod 62 on the rear side of the vehicle body with respect to the shift finger 123 of the first set 121. The 5-6 speed shift fork 190 is loosely supported by the second control rod 62 via the shift end 191, so that the axial direction of the second control rod 62 is relative to the second control rod 62. It is possible to move to D3.

  As shown in FIG. 15, the fork gate 192 corresponding to the 5-6 speed shift fork 190 is disposed around the first set 121 on the second control rod 62. The other end portion of the gate arm 193 having the fork gate 192 at one end portion is integrally connected to the shift end 191. As a result, the gate arm 193 is in direct communication with the shift fork 190.

  The aforementioned engagement of the fork gates 200, 172, 182, 192 with the shift finger 123 and the interlock regulating member 130 is divided into the first set 121 and the second set 122. Fork gates 182 and 192 for 3-4 speed and 5-6 speed are assigned to the first set 121, and fork gates 200 and 172 for reverse speed and 1-2 speed are assigned to the second set 122. Yes.

  In the neutral state shown in FIGS. 15 and 16, the position of the lever portion 125 of the shift finger 123 in the rotational direction D4 of the second control rod 62 is the same in both the first set 121 and the second set 122. The fork gates 200, 172, 182, and 192 are all arranged at different rotational direction D4 positions. When viewed from the rear side of the vehicle body in the axial direction D3 of the second control rod 62, fork gates 200, 172, 182, and 192 for reverse speed, for 1-2 speed, for 3-4 speed, and for 5-6 speed, They are arranged in this order in the counterclockwise direction.

  In the neutral state, the 3-4 speed fork gate 182 is engaged with the lever portion 125 of the shift finger 123 of the first set 121, and the rotation direction of the second control rod 61 is greater than that of the 3-4 speed fork gate 182. The fork gates 200 and 172 for reverse speed and 1-2 speed arranged on one side of D4 are engaged with the second restricting portion 134 of the interlock restricting member 130 of the second set 122, and the 3-4 speed The 5-6 speed fork gate 192 disposed on the other side in the rotation direction D4 of the second control rod 62 with respect to the fork gate 182 is connected to the first restricting portion 133 of the interlock restricting member 130 of the first set 121. Engaged.

  The shift operation mechanism 60 configured as described above performs the following operations in conjunction with the selection operation and the shift operation of the change lever 300.

  17 is a cross-sectional view similar to FIG. 6 showing the select interlocking mechanism in the 5-6 speed select state, and FIG. 18 is the same as FIG. 15 showing the first shift finger set and its periphery in the 5-6 speed select state. FIG. 19 is a cross-sectional view similar to FIG. 16 showing the second shift finger set and its periphery in the 5-6 speed select state, and FIG. 20 is a view showing the speed change operation mechanism in the 4 speed shift state. FIG.

  First, the operation of the shift select interlocking mechanism 70 of the speed change operation mechanism 60 during the select operation will be described with reference to FIG. 6 showing the neutral state and FIG. 17 showing the 5-6 speed select state.

  As described above, the first arm 101 is fixed to the first control rod 61, the second arm 111 is fixed to the second control rod 62, the fork of the second connecting pin 107 of the first arm 101 and the fork of the second arm 111. Part 113 is engaged.

  Therefore, when the first control rod 61 is moved in the rotation direction D2 in conjunction with the selection operation, the first arm 101 together with the first control rod 61 is moved in the rotation direction D2 around the axis of the first control rod 61. Moving. For example, as shown in FIG. 17, when the 5-6 speed selection operation is performed, the first control rod 61 and the first arm 101 are rearward of the vehicle body in the rotation direction D2 around the axis of the first control rod 61. Move clockwise as seen from the side.

  When the first arm 101 is moved in the rotation direction D2 of the first control rod 61 in this way, the engagement between the second connecting pin 107 of the first arm 101 and the fork portion 113 of the second arm 111 results in The second arm 111 and the second control rod 62 to which the second arm 111 is fixed are moved in the rotation direction D4 around the axis of the second control rod 62 and in the reverse direction with respect to the first control rod 61. . For example, during the 5-6 speed selection operation shown in FIG. 17, the second control rod 62 moves in the counterclockwise direction when viewed from the rear side of the vehicle body in the rotation direction D4 of the second control rod 62.

  As described above, the movement of the first control rod 61 in the rotation direction D2 during the selection operation is transmitted to the second control rod 62 via the shift select interlocking mechanism 70, specifically, the select interlocking mechanism 100. . As a result, during the selection operation, the second control rod 62 moves in the direction opposite to the movement direction of the first control rod 61 in the rotation direction D2 in conjunction with the movement of the first control rod 61 in the rotation direction D2. Moving.

  Next, referring to FIG. 15 and FIG. 16 showing the neutral state and FIG. 18 and FIG. 19 showing the 5-6 speed selection state, the first and second on the second control rod 62 during the selection operation are referred to. The operation of the second set 121, 122 will be described.

  As described above, when the second control rod 62 moves in the rotation direction D4 in conjunction with the selection operation, the shift finger 123 and the interlock regulating member 130 of the first and second sets 121 and 122 also move together with the second control rod 62. Of the fork gates 200, 172, 182, and 192 that are moved in the rotation direction D4 of the second control rod 62 and arranged as described above, the first fork gate corresponding to the select position selected by the select operation is Alternatively, the lever portion 125 of the shift finger 123 of any one of the second sets 121 and 122 is engaged. At this time, the first or second restricting portion 133 or 134 of the interlock restricting member 130 is engaged with a fork gate other than the one engaged with the shift finger 123.

  For example, in the neutral state shown in FIG. 15, the lever portion 125 of the shift finger 123 is engaged with the 3-4 speed fork gate 182, but in the 5-6 speed select state shown in FIG. -Engaged with a fork gate 192 for 6 speed. In the 5-6 selected state, the 3-4 speed fork gate 182 is engaged with the second restricting portion 134 of the interlock restricting member 130 of the first set 121 as shown in FIG. As shown, the fork gates 200 and 172 for the reverse speed and the 1-2 speed are engaged with the second restricting portion 134 of the interlock restricting member 130 of the second set 122.

  Next, the operation of the speed change operation mechanism 60 during the shift operation will be described with reference to FIG. 4 showing the neutral state and FIG. 20 showing the fourth speed shift state.

  As described above, the first lever portion 92 of the reversing lever 90, specifically, the first engagement pin 92a is engaged with the engagement groove 83 of the first lever end 81 fixed to the first control rod 61. The second lever portion 93 of the reversing lever 90, specifically, the second engagement pin 93a is engaged with the engagement groove 88 of the second lever end 86 fixed to the second control rod 62.

  Therefore, when the first control rod 61 is moved in the axial direction D1 in conjunction with the shift operation, the reversing lever 90 is moved to the axis of the reversing lever support shaft 95 by the engagement of the first lever end 81 and the first lever portion 92. It swings in the rotation direction D5 around the center. For example, as shown in FIG. 20, when a 4-speed shift operation is performed, the first control rod 61 and the first lever end 81 move to the vehicle body front side in the axial direction D1 of the first control rod 61, and the reversing lever 90 moves in the clockwise direction when viewed from the base side of the reverse lever support shaft 95 in the rotation direction D5 of the reverse lever support shaft 95.

  When the reversing lever 90 is swung in the rotation direction D5 around the axis of the reversing lever support shaft 95 in this way, the second control rod 62 is engaged by the engagement of the second lever end 86 and the second lever portion 93. Is reversed in the direction opposite to the moving direction of the first control rod 61 in the axial direction D1 and moved in the axial direction D3 of the second control rod 62. For example, during the 4-speed shift operation shown in FIG. 20, the first control rod 61 moves to the front side of the vehicle body in the axial direction D1 of the first control rod 61, and the second control rod 62 moves to the second control rod 62. It moves to the rear side of the vehicle body in the axial direction D3.

  As described above, the movement of the first control rod 61 in the axial direction D1 during the shift operation is transmitted to the second control rod 62 via the shift select interlocking mechanism 70, specifically, the shift interlocking mechanism 80. Thus, during the shift operation, the second control rod 62 moves in a direction opposite to the movement direction of the first control rod 61 in the axial direction D1 in conjunction with the movement of the first control rod 61 in the axial direction D1. .

  When the second control rod 62 moves in the axial direction D3 in conjunction with the shift operation, as shown in FIG. 20, the shift fingers 123 of the first and second sets 121, 122 fixed to the second control rod 62, and The fork gate 182 engaged with one shift finger 123 also moves in the axial direction D3. For example, at the time of a 4-speed shift operation, the 3-4 speed fork gate 182 engaged with the shift finger 123 of the first set 121 moves to the rear side of the vehicle body in the axial direction D3 and is integrated with this for the 3-4 speed. As the shift fork 180 also moves in the same direction, the 3-4 speed synchronizer 43 is operated, and the 4th speed gear train G4 is in the power transmission state.

  At this time, the other fork gates 200, 172, and 192 that are not engaged with the shift finger 123 are restricted from moving in the axial direction D3 of the second control rod 62 by the engagement with the interlock restricting member 130. Thus, it is possible to prevent a plurality of synchronizers from operating at the same time and to avoid the interlocking of the speed change mechanism 10.

  In the speed change operation mechanism 60 configured as described above, the shift select interlocking mechanism 70 provided between the first control rod 61 and the second control rod 62, specifically, the shift interlocking mechanism 80, causes a shift operation. The moving direction of the second control rod 62 in the axial direction D3 is reversed with respect to the moving direction of the first control rod 61 in the axial direction D1.

  As a result, the shift forks 170, 180, 190, 160 corresponding to the first speed, the third speed, the fifth speed, and the reverse speed are performed in accordance with the shift pattern 301 shown in FIG. The sync sleeves 42a, 43a, 44a, and 41a are also moved to the front side of the vehicle body, so that the gear trains G1, G3, G5, and GR of the desired shift stage can be set in the power transmission state.

  On the other hand, at the time of shifting operation to the second speed, the fourth speed, and the sixth speed where the shifting operation to the rear side of the vehicle is performed, the corresponding shift forks 170, 180, 190 and the sync sleeves 42a, 43a, 44a move to the rear side of the vehicle. As a result, the gear trains G2, G4, G6 of the desired shift speed can be set in the power transmission state.

  As described above, the transmission operation mechanism 60 of the transmission according to the present embodiment includes the first control rod 61 coupled to the change lever 300, the second control rod 62 disposed in parallel to the first control rod 61, and And a shift select interlocking mechanism 70 that moves the second control rod 62 in conjunction with the movement of the first control rod 61 during the shift operation and the select operation.

  The shift select interlock mechanism 70 includes a shift interlock mechanism 80 that moves the second control rod 62 in the axial direction D3 in conjunction with the movement of the first control rod 61 in the axial direction D1 during the shift operation, and a first control during the select operation. A select interlocking mechanism 100 that moves the second control rod 62 in the rotational direction D4 in conjunction with the movement of the rotation direction D2 of the rod 61. The shift interlocking mechanism 80 and the select interlocking mechanism 100 include the first and second interlocking mechanisms. The control rods 61 and 62 are arranged side by side in the axial direction.

  Accordingly, when the shift operation and the select operation are transmitted from the first control rod 61 to the second control rod 62 during the shift operation and the select operation of the change lever 300, the shift interlock mechanism 80 constituting the shift select interlock mechanism 70 is provided. Since the select interlocking mechanism 100 is arranged separately in the axial direction, the shift select interlocking mechanism 70 is more complicated in operation than the case where the shift interlocking mechanism and the select interlocking mechanism are integrally formed. It can be formed by a simple configuration without making it.

  For example, in the manual transmission 1 mounted on the FR vehicle, when the knob of the change lever is provided at a high position such as SUV, the length of the first control rod 61 connected to the change rod 302 is shortened to A second control rod 62 is arranged in parallel with the first control rod 61, and a shift operation and a select operation can be transmitted using the shift select interlocking mechanism 70. A transmission case of the control rod connected to the change rod. The degree of freedom of arrangement inside can be improved.

  FIG. 21 is a developed view showing a speed change operation mechanism in which the speed change operation mechanism and the shift select interlocking mechanism according to the embodiment of the present invention are different, and FIG. 21 shows the speed change operation mechanism in a neutral state. 21, the same constituent elements as those of the speed change operation mechanism according to the embodiment of the present invention shown in FIG. 4 are denoted by the same reference numerals. The transmission operation mechanism 360 of the transmission shown in FIG. 21 is also configured to operate the transmission mechanism 10 of the manual transmission 1 and includes first and second control rods 61 and 62 housed in the transmission case 2. I have.

  The first and second control rods 61 and 62 move the second control rod 62 in conjunction with the movement of the first control rod 61 in the axial direction D1 and the rotation direction D2 when the change lever 300 is shifted and selected, respectively. They are communicated with each other via a shift select interlocking mechanism 370 as a reversing mechanism that reverses and moves in the axial direction D3 and the rotation direction D4.

  As for the shift operation mechanism 360, the shift select interlock mechanism 370 includes a shift interlock mechanism that moves the second control rod 62 in the axial direction D3 in conjunction with the movement of the first control rod 61 in the axial direction D1 during the shift operation, It is provided with a select interlocking mechanism that moves the second control rod 62 in the rotational direction D4 in conjunction with the movement of the first control rod 61 in the rotational direction D2 during operation. What are the shift interlocking mechanism and the select interlocking mechanism? It is integrally formed.

  The shift select interlocking mechanism 370 includes a sleeve member 380 fitted to the first control rod 61, a reverse lever support shaft 390 attached to the sleeve member 380, and a reverse lever 395 supported by the reverse lever support shaft 390. I have. The reversing lever 395 is engaged with a first lever end 400 provided on the first control rod 61 on one end side, and is engaged with a second lever end 410 provided on the second control rod 62 on the other end side. Has been.

  22 is an exploded perspective view showing the first lever end and the sleeve member provided on the first control rod, and FIG. 23 is an enlarged sectional view taken along line Y23-Y23 of FIG. 21 showing the shift select interlocking mechanism. 24 is a cross-sectional view taken along line Y24-Y24 in FIG. 23, showing the shift select interlocking mechanism in an enlarged manner.

  As shown in FIGS. 21 to 24, the first lever end 400 is a cylindrical member fitted to the first control rod 61, and is fixed to the first control rod 61 by a spring pin 401. Accordingly, the first lever end 400 moves in the axial direction D1 and the rotation direction D2 together with the first control rod 61. The first lever end 400 is fixed near the end of the first control rod 61 on the vehicle body front side.

  The first lever end 400 includes a pair of protrusions 402 and 403 protruding outward in the radial direction, and the protrusions 402 and 403 are formed to extend in the axial direction D1 of the first control rod 61.

  Further, an engagement groove 404 extending in a tangential direction perpendicular to the axial direction D1 of the first control rod 61 is provided on the outer peripheral surface of the first lever end 400. The engagement groove 404 is formed so as to cross one of the protrusions 402, and the protrusions 402 are arranged with a first protrusion 402 a and a second protrusion that are arranged at an interval in the axial direction D 1 of the first control rod 61. It is divided into a portion 402b. A through hole 405 to which the spring pin 401 is attached is provided in the first protrusion 402a and the other protrusion 403 of one protrusion 402 so as to penetrate in the radial direction.

  The first and second protrusions 402 a and 402 b include side portions 404 a and 404 b that constitute the side walls of the engagement groove 404. These side portions 404a and 404b are configured by surfaces perpendicular to the axial direction D1 of the first control rod 61, and face each other.

  The engagement groove 404 is engaged with one end side of the reversing lever 395. The engagement groove 404 is engaged with the reversing lever 395 so as to sandwich one end of the reversing lever 395 from both sides of the first control rod 61 in the axial direction D1 by the pair of side surface portions 404a and 404b.

  The sleeve member 380 includes a peripheral wall portion 381 that surrounds the first control rod 61 from the radially outer side via the first lever end 400. The peripheral wall portion 381 has a cylindrical inner peripheral surface that matches the shape of the outer peripheral surface of the first lever end 400.

  Grooves 382 and 383 with which the protrusions 402 and 403 of the first lever end 400 are engaged are provided on the inner peripheral surface of the peripheral wall 381 so as to extend in the axial direction D1 of the first control rod 61. The groove portions 382 and 383 are formed from one end to the other end of the peripheral wall portion 381 in the axial direction D1 of the first control rod 61, and are open to both sides of the first control rod 61 in the axial direction D1. Accordingly, the protrusions 402 and 403 of the first lever end 400 engaged with the groove portions 382 and 383 are movable in the axial direction D1 of the first control rod 61 along the groove portions 382 and 383.

  The peripheral wall portion 381 is fitted to the outside of the first lever end 400 so that the protrusions 402 and 403 of the first lever end 400 are engaged with the respective groove portions 382 and 383. As a result, the sleeve member 380 is restricted in relative rotation with respect to the first control rod 61 and the first lever end 400, but is relatively movable in the axial direction D1 of the first control rod 61.

  The peripheral wall portion 381 is formed with a notch 384 at one location in the circumferential direction, and the notch 384 is formed so as to extend in the axial direction D1 of the first control rod 61. The notch portion 384 is formed from one end to the other end of the peripheral wall portion 381 in the axial direction D1 of the first control rod 61, and is open to both sides of the first control rod 61 in the axial direction D1.

  The sleeve member 380 includes a pair of plate portions 385 and 386 that face each other, and the plate portions 385 and 386 are provided integrally with the peripheral wall portion 381 so as to extend downward from the peripheral wall portion 381. The pair of plate portions 385 and 386 are disposed in parallel to each other, and one plate portion 385 is disposed in the vicinity of the notch portion 384 of the peripheral wall portion 381. The plate portions 385 and 386 are provided with through holes 387 and 388 through which the reverse lever support shaft 390 is inserted.

  As shown in FIG. 24, the peripheral wall portion 381 of the sleeve member 380 is pressed against the mating surface 51a ′ of the clutch housing 51 ′ with the transmission case 52 ′ on one end side in the axial direction D1 of the first control rod 61. On the other end side in the axial direction D1 of the first control rod 61, the first control rod 61 is engaged with a step portion 52a 'provided on the inner peripheral surface of the mission case 52'. Due to the engagement between the peripheral wall 381 and the transmission case 2, the sleeve member 380 is restricted by the clutch housing 51 ′ and the transmission case 52 ′ from moving to the one side and the other side in the axial direction D1 of the first control rod 61. Has been.

  Therefore, the sleeve member 380 moves in conjunction with the movement of the first control rod 61 in the rotation direction D2 during the selection operation, but during the shift operation, the transmission case 2 moves the first control rod 61 in the axial direction D1. Is regulated and is not interlocked with respect to the movement of the first control rod 61 in the axial direction D1.

  The mating surface 51a ′ of the clutch housing 51 ′ is provided with a recess 51b ′ at a portion facing the first lever end 400, and the first control rod 61 and the first lever end 400 are moved to the right side in FIGS. When the first control rod 61 moves in the axial direction D1, the first lever end 400 is accommodated in the recess 51b 'so that interference with the clutch housing 51' is avoided.

  As shown in FIGS. 23 and 24, the reversing lever support shaft 390 is attached so as not to move relative to the sleeve member 380 while passing through the pair of plate portions 385 and 386. The reversing lever support shaft 390 is disposed along a direction perpendicular to the first control rod 61, and this positional relationship is always maintained constant regardless of the rotational position of the sleeve member 380. The reverse lever support shaft 390 is prevented from coming off by a head 390a provided on one end side and a snap ring 391 attached on the other end side.

  The reversing lever 395 includes a tubular portion 396 fitted to the reversing lever support shaft 390, a first lever portion 397 extending from the tubular portion 396 toward the first lever end 400, and a second lever from the tubular portion 396. And a second lever portion 398 extending toward the end 410.

  The tubular portion 396 is rotatably supported by the reversing lever support shaft 390, and the reversing lever 395 is swingable in a rotation direction D5 around the axis of the reversing lever support shaft 390. The cylindrical portion 396 is sandwiched between the pair of plate portions 385 and 386 of the sleeve member 380, and movement of the reversing lever support shaft 390 in the axial direction is restricted.

  As shown in FIG. 23, the first lever portion 397 is disposed in parallel to the plate portions 385 and 386 of the sleeve member 380, and is provided at a position shifted from the first control rod 61 in the axial direction of the tubular portion 396. ing. The first lever portion 397 is disposed in opposition to the one plate portion 385 in the vicinity thereof.

  The first lever portion 397 extends into the peripheral wall portion 381 through the cutout portion 384 of the peripheral wall portion 381 of the sleeve member 380, and the distal end portion 397 a of the first lever portion 397 is located inside the peripheral wall portion 381. The end 400 is engaged with the engaging groove 404. The distal end portion 397a is formed in a disc shape and is disposed at right angles to the side surface portions 404a and 404b of the engagement groove 404 regardless of the swing angle of the reversing lever 395.

  The second lever portion 398 is provided so as to extend radially outward from the axial central portion of the tubular portion 396 to the opposite side of the first lever portion 397. As shown in FIG. 24, the first and second lever portions 397 and 398 are arranged on the same straight line when viewed from the axial direction of the cylindrical portion 396. A spherical portion 398 a that is engaged with the second lever end 410 is provided at the distal end portion of the second lever portion 398.

  As shown in FIGS. 23 and 24, the second lever end 410 is fitted to the second control rod 62 and is fixed to the second control rod 62 by a spring pin 411. Accordingly, the second lever end 410 moves in the axial direction D3 and the rotation direction D4 together with the second control rod 62. The second lever end 410 is fixed near the end of the second control rod 62 on the front side of the vehicle body.

  The second lever end 410 includes a main body portion 412 extending outward in the radial direction of the second control rod 62, and the main body portion 412 has a substantially rectangular cross section as shown in FIG. An engagement hole 413 that is engaged with the reversing lever 395 is provided on the end surface of the distal end of the main body portion 412. The engagement hole 413 is a cylindrical bottomed hole. The spherical portion 398a of the reversing lever 395 is fitted into the engaging hole 413, and the second lever end 410 and the second lever portion 398 of the reversing lever 395 are engaged.

  As shown in FIG. 24, the second lever end 410 is integrally provided with a guide plate 415 disposed opposite to the outer peripheral surface of the second control rod 62, and the guide plate 415 corresponds to the shift pattern 301. A formed guide hole 415a is formed. As shown in FIG. 21, a guide pin 8 fixed to the mission case 52 'is inserted into the guide hole 415a, and the guide pin 8 is guided and moved along the guide hole 415a during the selection operation and the shift operation. Is done.

  Similarly to the speed change operation mechanism 60, the speed change operation mechanism 360 is also provided with the first set 121 and the second set 122 on the second control rod 62. The first set 121 and the second set 122 are respectively shifted. It is composed of a finger 123 and an interlock regulating member 130.

  The reverse speed synchronizer 41 and the 1-2 speed synchronizer are selectively engaged with the shift finger 123 by the select operation and moved in the axial direction D3 of the second control rod 62 by the shift operation. 42, 3-4 speed synchronizer 43, 5-6 speed synchronizer 44, reverse speed shift fork 160, 1-2 speed shift fork 170, 3-4 speed shift fork 180, 5-6 A speed shift fork 190 is provided.

  The fork gates 200 and 172 corresponding to the reverse fork and the fork 1-2 fork are disposed around the second set 122 on the second control rod 62, respectively. Fork gates 182 and 192 corresponding to the shift forks 180 and 190 for 5-6 speed are arranged around the first set 121 on the second control rod 62.

  The shift operation mechanism 360 configured as described above performs the following operation in conjunction with the selection operation and the shift operation of the change lever 300.

  25 is a cross-sectional view similar to FIG. 23 showing the shift select interlocking mechanism in the 5-6 speed select state, and FIG. 26 is a developed view similar to FIG. 21 showing the speed change operation mechanism in the 4 speed shift state. .

  The operation of the shift select interlocking mechanism 370 of the shift operation mechanism 360 during the select operation will be described with reference to FIG. 23 showing the neutral state and FIG. 25 showing the 5-6 speed select operation state.

  As described above, the first lever end 400 is fixed to the first control rod 61, and the sleeve member 380 is restricted from rotating relative to the first lever end 400. The relative positions of the reverse lever support shaft 390 and the cylindrical portion 396 of the reverse lever 395 with respect to the sleeve member 380 are constant.

  Therefore, when the first control rod 61 is moved in the rotation direction D2 in conjunction with the selection operation, the first lever end 400, the sleeve member 380, the reverse lever support shaft 390, and the reverse lever 395 together with the first control rod 61. The first control rod 61 moves in the rotation direction D2 around the axis. For example, as shown in FIG. 25, when the 5-6 speed select operation is performed, the first control rod 61, the first lever end 400, the sleeve member 380, the reverse lever support shaft 390, and the reverse lever 395 The rod 61 moves in the clockwise direction when viewed from the rear side of the vehicle body in the rotation direction D2 around the axis of the rod 61.

  When the reversing lever 395 is moved in the rotational direction D2 of the first control rod 61 in this way, the second portion 398a of the reversing lever 395 and the engagement hole 413 of the second lever end 410 engage with each other. The lever end 410 and the second control rod 62 to which the second lever end 410 is fixed are moved in the rotation direction D4 around the axis of the second control rod 62 in the direction opposite to the first control rod 61. . For example, during the 5-6 speed selection operation shown in FIG. 25, the second control rod 62 rotates counterclockwise as viewed from the rear side of the vehicle body in the rotation direction D4 of the second control rod 62.

  As described above, the movement in the rotation direction D2 of the first control rod 61 during the selection operation is transmitted to the second control rod 62 via the shift selection interlocking mechanism 370. As a result, during the selection operation, the second control rod 62 moves in the direction opposite to the movement direction of the first control rod 61 in the rotation direction D2 in conjunction with the movement of the first control rod 61 in the rotation direction D2. Moving.

  As described above, when the second control rod 62 moves in the rotation direction D4 in conjunction with the select operation, the fork gates 200, 172, 182, and 192 correspond to the fork gate corresponding to the select position selected by the select operation. The fork gate other than the one engaged with the shift finger 123 is engaged with the lever portion 125 of the shift finger 123 of either the first or second set 121, 122, and the first of the interlock regulating member 130. Or the 2nd control part 133,134 is engaged.

  Next, the operation of the speed change operation mechanism 360 during the shift operation will be described with reference to FIG. 21 showing the neutral state and FIG. 26 showing the fourth speed shift state.

  As described above, the first lever portion 397 of the reversing lever 395, specifically, the distal end portion 397a is engaged with the engagement groove 404 of the first lever end 400 fixed to the first control rod 61, and the second control is performed. The second lever portion 398 of the reversing lever 395, specifically the spherical portion 398a, is engaged with the engagement hole 413 of the second lever end 410 fixed to the rod 62.

  Therefore, when the first control rod 61 is moved in the axial direction D1 in conjunction with the shift operation, the reversing lever 395 is supported by the reversing lever by the engagement between the first lever end 400 and the first lever portion 397 of the reversing lever 395. It swings in a rotation direction D5 around the axis of the shaft 390. For example, as shown in FIG. 26, when a 4-speed shift operation is performed, the first control rod 61 and the first lever end 400 move to the vehicle body front side in the axial direction D1 of the first control rod 61, and the reversing lever 395 moves in the clockwise direction when viewed from the plate portion 385 side of the sleeve member 380 in the rotation direction D5 of the reversing lever support shaft 390.

  Thus, when the reversing lever 395 is swung in the rotation direction D5 around the axis of the reversing lever support shaft 390, the second lever end 410 and the second lever portion 398 of the reversing lever 395 engage with each other. The second control rod 62 is moved in the axial direction D3 of the second control rod 62 in a direction opposite to the moving direction of the first control rod 61 in the axial direction D1. For example, at the time of the 4-speed shift operation shown in FIG. 26, the first control rod 61 moves forward in the axial direction D1 of the first control rod 61, and the second control rod 62 moves to the second control rod 62. It moves to the rear side of the vehicle body in the axial direction D3.

  As described above, the movement of the first control rod 61 in the axial direction D1 during the shift operation is transmitted to the second control rod 62 via the shift select interlocking mechanism 370. Thus, during the shift operation, the second control rod 62 moves in a direction opposite to the movement direction of the first control rod 61 in the axial direction D3 in conjunction with the movement of the first control rod 61 in the axial direction D1. .

  When the second control rod 62 moves in the axial direction D3 in conjunction with the shift operation as described above, the shift fingers 123 of the first and second sets 121 and 122 fixed to the second control rod 62 The fork gate engaged with the shift finger 123 is also moved in the axial direction D3, and the shift fork corresponding to the fork gate is also moved in the same direction, whereby the corresponding synchronizer is operated, and the corresponding gear stage gear train is moved. Becomes a power transmission state.

  The shift operation mechanism 360 configured in this way also has a shaft of the second control rod 62 at the time of the shift operation by the shift select interlocking mechanism 370 provided between the first control rod 61 and the second control rod 62. The moving direction of the direction D3 is reversed with respect to the moving direction of the first control rod 61 in the axial direction D1.

  In the shift operation mechanism 360 configured as described above, the shift select interlocking mechanism 370 includes the first lever end 400, the sleeve member 380, the reverse lever 395, the reverse lever support shaft 390, and the like disposed in the transmission case 2. The second lever end 410 constitutes a shift interlock mechanism and a select interlock mechanism, and the shift interlock mechanism and the select interlock mechanism are integrally formed.

  On the other hand, in the shift operation mechanism 60 according to the present embodiment, the shift interlock mechanism 80 and the select interlock mechanism 100 constituting the shift select interlock mechanism 70 are arranged side by side in the axial direction of the first and second control rods 61 and 62. Thus, when the shift operation and the select operation are transmitted from the first control rod to the second control rod during the shift operation and the select operation, the shift interlock mechanism and the select interlock mechanism are integrally formed. Thus, the shift select interlocking mechanism can be formed with a simple configuration without complicating the operation.

  In this embodiment, a shift operation mechanism of a vertical manual transmission mounted on a front engine / rear drive vehicle in which an input shaft and an output shaft are arranged on the same axis is described. The present invention can be similarly applied to a shift operation mechanism of another manual transmission provided with a first control rod and a second control rod that move in the axial direction and the rotation direction, respectively, during a shift operation and a select operation.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the scope of the present invention.

  As described above, according to the present invention, the shift select interlocking mechanism that transmits the shift operation and the select operation from the first control rod to the second control rod can be formed with a simple configuration without complicating the operation. Therefore, it may be suitably used in the technical field of manufacturing a transmission such as a vertical manual transmission or a vehicle equipped with the transmission.

DESCRIPTION OF SYMBOLS 1 Transmission 2 Transmission case 10 Transmission mechanism 11 Main shaft 12 Input shaft 13 Output shaft 14 Counter shaft 51 Clutch housing 51a Clutch housing outer wall 51b Clutch housing partition 52 Mission case 56 Boss portion 59 Support portion 60 Speed change operation mechanism 61 First control rod 62 Second control rod 70 Shift select interlocking mechanism 80 Shift interlocking mechanism 90 Reverse lever 95 Reverse lever support shaft 100 Select interlock mechanism 108 Shift movement allowing portion 300 Change lever

Claims (6)

A speed change operation mechanism of a transmission comprising a main shaft composed of an input shaft and an output shaft disposed on the same axis, and a counter shaft disposed in parallel to the main shaft,
A first control rod disposed in parallel to the main shaft and connected to a change lever and moved in an axial direction and a turning direction when the change lever is shifted and selected, respectively;
A second control rod disposed parallel to the first control rod;
A shift select interlocking mechanism that moves the second control rod in the axial direction and the rotational direction in conjunction with the movement of the first control rod in the axial direction and the rotational direction, respectively, at the time of shift operation and select operation;
With
The shift select interlocking mechanism includes a shift interlocking mechanism that moves the second control rod in the axial direction in conjunction with the axial movement of the first control rod during a shift operation, and a rotation of the first control rod during the select operation. A select interlocking mechanism for moving the second control rod in the rotational direction in conjunction with movement in the movement direction;
The shift interlock mechanism and the select interlock mechanism are arranged side by side in the axial direction of the first control rod and the second control rod ,
The shift interlocking mechanism reverses the second control rod in the direction opposite to the axial movement direction of the first control rod in conjunction with the axial movement of the first control rod during the shift operation. Configured to move in the axial direction of the control rod,
A transmission operation mechanism for a transmission. The select interlocking mechanism reverses the second control rod in the direction opposite to the rotational direction of the first control rod in conjunction with the movement of the first control rod in the rotational direction during the select operation. Configured to move in the direction of rotation of the second control rod,
The transmission operating mechanism for a transmission according to claim 1 . When the second control rod is moved in the rotation direction, the select interlocking mechanism moves the movement angle in the rotation direction of the second control rod larger than the movement angle in the rotation direction of the first control rod. Configured to,
The transmission operation mechanism of the transmission according to claim 2 . The shift interlock mechanism is provided on one end side in the axial direction of the second control rod,
The select interlocking mechanism is provided on the center side in the axial direction of the second control rod,
The transmission operation mechanism for a transmission according to any one of claims 1 to 3 , wherein The shift interlocking mechanism includes a reversing lever having one end engaged with the first control rod and the other end engaged with the second control rod, and a reversing support for pivotally supporting the center side of the reversing lever. A lever support shaft, and the reversing lever swings around the axis of the reversing lever support shaft in conjunction with the axial movement of the first control rod during a shift operation to move the second control rod to the first control rod. 1 is configured to move in the axial direction of the second control rod by reversing in the direction opposite to the axial movement direction of the control rod,
The reversing lever support shaft is supported by a support portion provided on a boss portion extending in the axial direction of the transmission case, one end side of which is formed in a partition wall portion of the transmission case, and the other end side is an outer wall portion of the transmission case. Supported by the
The transmission operation mechanism for a transmission according to any one of claims 1 to 4 , wherein the transmission operation mechanism is a transmission operation mechanism. The select interlocking mechanism is a shift movement that allows relative movement of the first control rod and the second control rod that are moved in the axial direction of the first control rod and the axial direction of the second control rod, respectively, during a shift operation. With a tolerance part,
The transmission operation mechanism for a transmission according to any one of claims 1 to 5 , wherein

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