JP6365565B2 - Manual transmission - Google Patents

Description

  The present invention belongs to a technical field related to a manual transmission mounted on a vehicle.

  In general, a manual transmission mounted on a vehicle has a primary shaft connected to an output shaft of an engine via a clutch, and a secondary shaft (also called a counter shaft) arranged in parallel to the primary shaft. Between these two shafts, a gear train is provided for each gear stage so that only one gear train corresponding to a desired gear stage is in a power transmission state by operation of a change lever by a vehicle occupant (driver). It is configured.

  In such a manual transmission, normally, a meshing gear train is always employed as the forward gear stage gear train. In this constantly meshing gear train, the fixed gear fixed to one of the primary shaft or the secondary shaft and the idle gear that is loosely fitted to the other shaft are always meshed, and the occupant's desire during traveling of the vehicle When the shift to the first gear is performed, the rotation of the idle gear and the shaft in the gear train of the gear is synchronized by the forward gear synchronizer so that the power transmission state in the gear train is synchronized. Is realized smoothly.

  On the other hand, a selective sliding gear train is usually employed for the reverse gear train of the manual transmission. This selective sliding type reverse gear train includes a reverse primary gear fixed to the primary shaft, a reverse secondary gear fixed to the secondary shaft, and a reverse shaft arranged in parallel to the primary shaft and the secondary shaft. It consists of a reverse idle gear supported so as to be slidable in the direction. When a shift operation to the reverse stage (reverse shift operation) is performed by the change lever, the reverse idle gear slides in the axial direction and meshes with the reverse primary gear and the reverse secondary gear. A transmission state is realized. Usually, since the reverse shift operation is performed in a stopped state, the above-described meshing in the reverse gear train is possible without using a reverse synchronizer similar to the forward gear synchronizer. Further, when this selective sliding type is adopted, the reverse synchronization device can be omitted, so that the cost can be reduced and the resistance by the reverse synchronization device can be reduced.

  However, when a selective sliding gear train is adopted as the reverse gear train, noise called gear squeal may occur when a reverse shift operation is performed immediately after stopping from the forward traveling state. This is because when the clutch is disengaged and the vehicle is stopped, the primary shaft continues to rotate due to inertia immediately after the clutch is disengaged, and the reverse idle gear is engaged with the reverse primary gear that is rotating together with the primary shaft. This is because the teeth of both gears interfere with each other. Since the secondary shaft is always drivingly connected to the driving wheel, the secondary shaft is stopped together with the driving wheel when the vehicle is stopped.

  In order to cope with this problem, for example, as disclosed in Patent Document 1, a predetermined forward shift stage synchronizer is operated by a reverse select operation, which is a previous stage of a reverse shift operation of a change lever, and a primary shift gear is operated. A pre-boke mechanism that stops the rotation of the shaft may be employed. With this pre-boke mechanism, the reverse idle gear meshes with the reverse primary gear and the reverse secondary gear that are stopped together, so that gear noise is prevented.

JP 2009-250257 A

  By the way, as in the above-mentioned Patent Document 1, the manual transmission usually rotates around the axis in conjunction with the change lever selection operation by the occupant and in the axial direction in conjunction with the shift lever shift operation. One moving control rod is provided. The shift fork is moved by the movement of the control rod in the axial direction to operate the forward gear synchronizer, but the direction of the shift lever shift operation and the direction of operating the forward gear synchronizer are the same. If not, the shift fork is moved via the reversing lever that converts the direction of the axial movement of the control rod to the opposite direction to operate the forward shift speed synchronizer.

  On the other hand, a control rod (referred to as a second control rod) different from the control rod (referred to as a first control rod) is provided, and this second control rod is moved by the axial movement of the first control rod. If it is configured to move in the direction opposite to the first control rod, the forward movement of the two control rods by the axial movement of the control rod that coincides with the direction in which the forward gear synchronizer is operated. The gear synchronizer can be activated.

  Thus, in a manual transmission having two control rods, the issue is how to implement a pre-boke mechanism.

  An object of the present invention is to realize a pre-boke mechanism capable of preventing gear ringing in a manual transmission having two control rods as described above when a vehicle occupant reverse-selects a change lever. It is to do.

In order to achieve the above object, according to the present invention, for a manual transmission mounted on a vehicle, the change lever rotates around an axis in conjunction with a select operation of the change lever by a vehicle occupant. A first control rod that moves in the axial direction in conjunction with the shift operation of the first control rod, and extends in parallel with the first control rod, and the first control rod is rotated about the axis by rotating around the axis of the first control rod. A second control rod connected to the first control rod so as to rotate in the opposite direction and move in the opposite direction to the first control rod by the axial movement of the first control rod; 2 is supported so as to be movable in the axial direction of the second control rod with respect to the control rod, and the change lever is moved to a predetermined forward shift speed. By moving in the axial direction of the second control rod through the second control rod, the predetermined forward shift speed synchronizer is moved in the axial direction of the second control rod and is operated synchronously. A shift fork, a reverse mechanism for bringing the manual transmission into a reverse state via the first control rod by reverse shift operation of the change lever, and the shift fork at the time of reverse select operation of the change lever A pre-boke mechanism that operates the predetermined forward gear synchronizer synchronously by moving in the axial direction of the second control rod, and the pre-boke mechanism extends in parallel with the first and second control rods. A pre-boke actuating member rotatably supported with respect to the support rod; The pre-boke actuating member includes a cylindrical main body supported on the support rod so as to be rotatable around the support rod, and extends radially outward from the main body. the axial center of rotation of the second control rod engages the fixed turning force imparting member to the second control rod is rotated the body portion around the support rod from the rotational force imparting member A lever portion for receiving a turning force for the rotation, and the main body portion provided at a position separated from the lever portion in the axial direction of the main body portion, and the predetermined forward speed change by the turning force received by the lever portion. And a pressing portion that presses the shift fork so as to synchronize the stage synchronization device.

With the above configuration, when the vehicle stops and the occupant of the vehicle performs a reverse select operation of the change lever (operation in the select direction to the reverse speed shift lane in the neutral lane), the lever portion of the pre-boke actuating member is A turning force for rotating the main body portion is received from a turning force applying member fixed to the second control rod , and the pressing portion presses the shift fork by the turning force, and by this pressing, a predetermined advance of the change lever is achieved. Even if there is no shift operation to the gear position, the predetermined forward gear synchronizer operates synchronously. As a result, the two gears that are always meshed with each other in a predetermined forward gear stage (the two gears are stopped together with the drive wheels in a stationary state) are rotated by inertia immediately after the clutch is disengaged. The rotation of the primary shaft can be stopped.

In the manual transmission, the lever portion of the balk actuating member, and before the beginning and the end of the reverse shift operation of the change lever, with the axial movement of the second control rod according to the reverse shift operation, the The pre-boke actuating member is configured to be disengaged from the rotational force imparting member and returns the pre-boke actuating member to a position before the shift fork is pressed by the pressing part after the engagement is released. It is preferable that a rotation return means is further provided.

  Thus, the pressing of the shift fork by the pressing portion of the pre-boke operating member is released from the start to the completion of the reverse shift operation of the change lever, and after this release, the pre-boke operating member is rotated by the pre-boke operating member rotation return means. Can be returned to the position before the shift fork is pressed by the pressing portion. As a result, when the reverse shift operation is completed, it is possible to return the predetermined forward gear synchronizer to a state where it is not operating synchronously. Therefore, the vehicle can be moved backward immediately upon completion of the reverse shift operation.

  In one embodiment in the case of the configuration including the pre-boke actuating member rotation return means as described above, the shift fork is pressed against the rotation of the pre-boke actuating member by the pre-boke actuating member rotation return means. Shift fork return means for returning to the previous position is further provided.

  Thus, the shift fork can be easily and reliably returned to the position before being pressed by the shift fork return means after the shift fork is released by the pressing portion of the pre-boke actuating member.

  In the manual transmission, when the change lever is returned from the completion position of the reverse shift operation to the start position, the pre-boke actuating member moves relative to the support rod with the axial movement of the second control rod. It is preferably supported by the support rod so as to be relatively movable in the axial direction of the support rod.

  That is, when the change lever is returned from the completion position of the reverse shift operation to the start position, the lever portion is a portion in which the second control rod imparts rotational force to the lever portion in the circumferential direction of the second control rod. If the pre-boke actuating member cannot move relative to the support rod in the axial direction of the support rod at this time, even if the second control rod attempts to move in the axial direction, the lever portion The second control rod cannot move in the axial direction due to the interference between the rotating force applying portion and the rotating force applying portion. On the other hand, the pre-boke actuating member is movable relative to the support rod in the axial direction of the support rod as the second control rod moves in the axial direction. Even if they interfere with each other, the second control rod can move in the axial direction.

  When the pre-boke actuating member is configured to move relative to the support rod in the axial direction of the support rod as the second control rod moves in the axial direction as described above, the change lever is reverse When returning from the completion position of the selection operation to the neutral position side, the pre-boke actuating member is moved from the position relative to the support rod in the axial direction of the support rod to the position before the relative movement. It is preferable to further include a pre-boke actuating member movement return means for moving back in the axial direction of the rod.

  Thus, the pre-boke actuating member movement return means moves the pre-boke actuating member relative to the support rod in the axial direction of the support rod from the position before the relative movement (the lever portion in the axial direction of the support rod). Can be easily returned to the position where the turning force is received from the second control rod), and the turning force can be applied to the lever portion when the next change lever is reverse-selected.

  In another embodiment in the case of the configuration including the pre-boke actuating member rotation return means as described above, the pre-boke actuating member is configured such that when the change lever is returned from the completion position of the reverse shift operation to the start position, (2) The control rod is supported by the support rod so that the control rod can move relative to the support rod in the axial direction as the control rod moves in the axial direction. When returned to the neutral position side, the pre-boke actuating member is moved in the axial direction of the support rod from a position relatively moved in the axial direction of the support rod with respect to the support rod to a position before the relative movement. A pre-boke actuating member movement return means for returning, the pre-boke actuating member rotation return means and the pre-baud Actuating member moving the return means is constituted by a single spring.

  Thus, the pre-boke actuating member rotation return means and the pre-boke actuating member movement return means can be easily configured with a single spring.

  As described above, according to the manual transmission of the present invention, in the manual transmission having the first and second control rods, it is possible to prevent gear noise when the vehicle occupant reverse-selects the change lever. The preboke mechanism can be easily configured.

It is a skeleton figure which shows the structure of the power transmission system of the manual transmission which concerns on embodiment of this invention. It is a figure which shows a shift pattern. It is the schematic which shows the state in which the change lever is located in a neutral position in the speed change operation mechanism of a manual transmission. It is the figure which looked at the turning force provision part of a turning force provision member, the lever part of a preboke operation member, and an interlocking mechanism from the vehicle rear side in the state where a change lever is located in a neutral position. It is the figure which looked at the location where the 1st interlock sleeve of the 1st control rod was provided in the state where a change lever is located in a neutral position from the vehicle rear side. It is the figure which looked at the protrusion part of the pre-boke operation member and the extension part of the shift fork for 5-6 speed from the vehicle rear side in the state where the change lever is located at the neutral position. It is a VII direction arrow figure of FIG. FIG. 4 is a view corresponding to FIG. 3, showing a state where the reverse selection operation of the change lever is completed. FIG. 6 is a view corresponding to FIG. 5 and illustrating a state where the reverse selection operation of the change lever has been completed. FIG. 5 is a view corresponding to FIG. 4 and illustrating a state in which the reverse selection operation of the change lever is completed. FIG. 7 is a view corresponding to FIG. 6 and illustrating a state in which the reverse select operation of the change lever has been completed. It is a XII direction arrow figure of FIG. FIG. 4 is a view corresponding to FIG. 3, showing a state where the reverse shift operation of the change lever is completed. FIG. 5 is a view corresponding to FIG. 4, showing a state where the reverse shift operation of the change lever is completed. FIG. 4 is a view corresponding to FIG. 3 showing a state where the change lever is returned from the completion position of the reverse shift operation to the start position. It is a XVI direction arrow figure of FIG.

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

  FIG. 1 shows a configuration of a power transmission system of a manual transmission 1 according to an embodiment of the present invention. This manual transmission 1 is a 6-speed forward and 1-reverse manual transmission mounted on a vehicle, and is connected to the output shaft of the engine 2 via a clutch 3 that is disengaged by a stepping operation of a vehicle occupant. A primary shaft 5 connected to 2a (crankshaft) and extending in the vehicle front-rear direction; and a secondary shaft 6 arranged in parallel to the primary shaft 5. The engine 2 side that is the right side of FIG. 1 is the front side of the vehicle, and the anti-engine side that is the left side of FIG. 1 is the rear side of the vehicle.

  A first reduction gear 11 is fixed to the end of the secondary shaft 6 on the vehicle rear side. On the vehicle rear side of the primary shaft 5, an output shaft 7 connected to a propeller shaft (not shown) is disposed coaxially with the primary shaft 5, and the output shaft 7 is engaged with the first reduction gear 11 in a second state. The reduction gear 12 is fixed. The number of teeth of the second reduction gear 12 is greater than the number of teeth of the first reduction gear 11. The first and second reduction gears 11 and 12 constitute a reduction gear train 10. A connecting / disconnecting clutch 8 for connecting / disconnecting the output shaft 7 and the primary shaft 5 between the front end of the output shaft 7 and the rear end of the primary shaft 5 (in this embodiment, a dog) A clutch). In FIG. 1, reference numeral 9 denotes a bearing that rotatably supports the primary shaft 5, the secondary shaft 6, and the output shaft 7.

  Between the primary shaft 5 and the secondary shaft 6, in order from the vehicle front side, a first gear train G1, a reverse gear train GR, a second gear train G2, a fourth gear train G4, and a third gear train. G3 and a 5-speed gear train G5 are provided. The first-speed gear train G1 and the second-speed gear train G2 are respectively for the first-speed and second-speed primary gears 13 and 15 fixed to the primary shaft 5 and the first-speed gear train loosely fitted to the secondary shaft 6. And secondary gears 14 and 16 for the second speed. Further, the gear trains G3 to G5 for 3 to 5 speeds are respectively 3 to 5 primary gears 17, 19, and 21 loosely fitted to the primary shaft 5, and 3 to 5 fixed to the secondary shaft 6. It is comprised with the secondary gears 18, 20, and 22 for 5 speeds.

  A 1-2 speed synchronizer 25 is disposed between the first speed secondary gear 14 and the second speed secondary gear 16 on the secondary shaft 6. Further, a 3-4 speed synchronizer 26 is disposed between the 3rd speed primary gear 17 and the 4th speed primary gear 19 on the primary shaft 5. Further, a 5-6 speed synchronizer 27 is disposed on the primary shaft 5 on the vehicle rear side of the 5th speed primary gear 21 and on the vehicle front side of the connection / disconnection clutch 8.

  When the shift lever 41 (see FIG. 3) is used to shift to the forward gear, only one of the synchronizers 25 to 27 corresponding to the gear that has been shifted is operated. Of the forward shift gear trains G1 to G5, only the gear train of the shift gear that is shifted is selectively in the power transmission state.

  For example, when a shift operation to the first speed or the second speed is performed by the change lever 41, the sleeve of the first-second speed synchronizer 25 slides on the secondary shaft 6 to the front side or the rear side in conjunction with this. Then, the loosely engaged gears (first-speed or second-speed secondary gears 14 and 16) on the slid side are fixed to the secondary shaft 6, and the gear train of the shift stage (for first-speed or second-speed) is shifted. The gear train G1, G2) is in the power transmission state.

  When the shift lever 41 is operated to shift to the third speed or the fourth speed, the sleeve of the 3-4 speed synchronizer 26 slides on the primary shaft 5 to the rear side or the front side in conjunction with this. Thus, the slidable free-fitting gears (3-speed or 4-speed primary gears 17, 19) are fixed to the primary shaft 5, and the gear train of the shift stage (for 3-speed or 4-speed) is shifted. The gear train G3, G4) is in the power transmission state.

  Further, when the shift lever 41 is operated to shift to the fifth speed, the sleeve of the 5-6 speed synchronizer 27 slides on the primary shaft 5 toward the front side of the vehicle in conjunction with this, and is loosely fitted. The 5-speed primary gear 21 is fixed to the primary shaft 5, and the 5-speed gear train G5 is in a power transmission state.

When any one of the first to fifth gear trains G1 to G5 is in the power transmission state, the connection / disconnection clutch 8 is in a state in which the output shaft 7 and the primary shaft 5 are disconnected. Thus, when any one of the first to fifth gear trains G1 to G5 is in the power transmission state, power is transmitted from the primary shaft 5 to the secondary shaft 6 through the gear train in the power transmission state. is, its power is, through the first down-shift gear 11 and the second reduction gear 12 (i.e., is decelerated) is output to the output shaft 7.

  When the shift lever 41 is operated to shift to the sixth speed, the sleeve of the 5-6 speed synchronizer 27 slides on the primary shaft 5 to the rear side of the vehicle in conjunction with this, and the connection clutch 8 is moved. The output shaft 7 and the primary shaft 5 are connected. As a result, the primary shaft 5 is directly connected to the output shaft 7, and the power of the primary shaft 5 is directly output to the output shaft 7.

  On the other hand, the reverse gear train GR is a selective sliding gear train, and includes a reverse primary gear 31 fixed to the primary shaft 5, a reverse secondary gear 32 fixed to the secondary shaft 6, the primary shaft 5 and The reverse idle gear 34 is configured to be rotatable around a reverse idle shaft 33 extending parallel to the secondary shaft 6.

  In the present embodiment, the reverse secondary gear 32 is not directly fixed to the secondary shaft 6 but is provided on the sleeve of the 1-2 speed synchronizer 25. This sleeve is spline-fitted to a hub fixed to the secondary shaft 6 in the 1-2 speed synchronizer 25. Therefore, strictly speaking, the reverse secondary gear 32 provided on the sleeve is fixed in the rotational direction with respect to the secondary shaft 6, but is movable in the axial direction.

  When the change lever 41 is reverse-shifted, the reverse idle gear 34 moves to the front side of the vehicle and interlocks with the reverse primary gear 31 and the reverse secondary gear 32 as described in detail later. As a result, the reverse gear train GR is in the power transmission state (the manual transmission 1 is in the reverse state). Also at this time, the connection / disconnection clutch 8 is in a state where the output shaft 7 and the primary shaft 5 are disconnected, and power is transmitted from the primary shaft 5 to the secondary shaft 6 via the reverse gear train GR. The direction of rotation of the secondary shaft 6 at this time is opposite to that when power is transmitted from the primary shaft 5 to the secondary shaft 6 via the forward gear stage gear train. The power transmitted to the secondary shaft 6 is output to the output shaft 7 via the first reduction gear 11 and the second reduction gear 12 (that is, decelerated).

  In the present embodiment, the change lever 41 is operated along the shift pattern shown in FIG. This shift pattern is composed of three rows of forward shift lanes (shifts for 1-2 speeds in order from the left side of the vehicle) arranged parallel to each other at a predetermined interval with the vehicle width direction (left-right direction in FIG. 2) as the select direction. Lane r1, 3-4 speed shift lane r2 and 5-6 speed shift lane r3), and adjacent to the left side of the 1-2 speed shift lane r1 so as to be located at one end (left side) in the select direction. And a reverse speed shift lane r4 provided adjacent to the rearward speed lane r4. A direction along the shift lanes r1 to r4 (vehicle longitudinal direction) is a shift direction, and an operation in the shift direction is a shift operation. In FIG. 2, r5 is a neutral lane (also referred to as a select lane) in which a select operation for operating the change lever 41 in the select direction is performed. The neutral position is on the intersection of the neutral lane r5 and the shift lane r2 for 3-4 speed. When the change lever 41 is out of the neutral position in the neutral lane r5, the change lever 41 is biased so as to return to the neutral position by a biasing means (not shown), whereby the change lever 41 performs a shift operation. When not in the neutral position.

  Next, the shift operation mechanism 40 of the manual transmission 1 will be described with reference to FIGS.

  The speed change operation mechanism 40 includes a first control rod 45 extending in the vehicle longitudinal direction and a second control rod 46 extending in parallel with the first control rod 45. The first control rod 45 is connected to the change lever 41 via a change rod 43 (shown in a simplified manner in FIG. 3) disposed on the rear side of the vehicle. The first control rod 45 is supported by a bearing (not shown) disposed at both ends of the first control rod 45 so as to be rotatable about the axis of the first control rod 45 and movable in the axial direction. Has been. The second control rod 46 also has the same support structure as the first control rod 45.

  The change lever 41 has a change lever main body 41a having a change knob 41b attached to the upper end portion as described in a simplified manner in FIG. A substantially spherical pivot portion 41c is provided at an intermediate portion in the longitudinal direction (vertical direction) of the change lever main body 41a, and the change lever 41 is swingable to a transmission case (not shown) via the pivot portion 41c. It is supported. The change lever 41 is configured to be operable along the shift pattern by this swing.

  The change rod 43 is connected to the lower end of the change lever main body 41a via a connecting member 44 (shown in a simplified manner in FIG. 3). When the change lever 41 is operated in the select direction in the neutral lane r5, the connecting member 44 rotates the first control rod 45 together with the change rod 43 around the axis of the first control rod 45, When the change lever 41 is operated in the shift direction in the forward shift lanes r1 to r3 or the reverse shift lane r4, the first control rod 45 is moved along with the change rod 43 in the axial direction of the first control rod 45 (vehicle It is configured to move in the front-rear direction). When the change lever 41 is selected from the neutral position to the left side of the vehicle, the first control rod 45 rotates counterclockwise when viewed from the rear side of the vehicle, while when the select lever 41 is selected from the neutral position to the right side of the vehicle, The first control rod 45 rotates clockwise as viewed from the vehicle rear side. When the change lever 41 is shifted to any one of the first speed, the third speed, the fifth speed, and the reverse speed (that is, when the shift lever 41 is shifted to the front side of the vehicle from the neutral lane r5), the first When the control rod 45 moves to the rear side of the vehicle (left side in FIG. 3), and the change lever 41 is shifted to any one of the second speed, the fourth speed, and the sixth speed (that is, the vehicle is more than the neutral lane r5). When the shift operation is performed to the rear side, the first control rod 45 moves to the front side of the vehicle (the right side in FIG. 3).

  The second control rod 46 rotates about the axis of the first control rod 45 in the direction opposite to the first control rod 45 and rotates around the axis of the second control rod 46. It is connected with the 1st control rod 45 so that it may move in the direction opposite to the 1st control rod 45 by the movement of 45 in the axial direction.

  Specifically, the interlocking mechanism 51 is provided in the front part of the vehicle between the first control rod 45 and the second control rod 46. This interlocking mechanism 51 has a reversing lever 52 as shown in FIG. The reversing lever 52 is supported so as to be rotatable around a rotation shaft 54 provided at a portion protruding in a radial direction from a joint sleeve 53 provided on the first control rod 45. The rotation shaft 54 extends in a direction perpendicular to a plane including the axial centers of the first and second control rods 45 and 46 at the neutral position of the change lever 41 (in FIGS. 3 and 4).

  The joint sleeve 53 is disposed around a large-diameter portion 45 a having a larger diameter than other portions in the axial direction of the first control rod 45. The large diameter portion 45a may be formed integrally with other portions of the first control rod 45, or may be formed of a separate member. In either case, when the first control rod 45 rotates about its axis, the large diameter portion 45a also rotates, and when the first control rod 45 moves in its axial direction, it is the same as that. As described above, the large diameter portion 45a also moves in the axial direction.

  The joint sleeve 53 is configured to rotate about the axis of the first control rod 45 together with the large diameter portion 45a. However, in the joint sleeve 53, the fixing pin 56 fixed to the transmission case is fitted into a groove 53a formed on the outer peripheral surface of the joint sleeve 53 so as to extend in the circumferential direction, whereby the shaft of the first control rod 45 is It is considered impossible to move in the direction. Therefore, when the first control rod 45 moves in the axial direction, the large-diameter portion 45a (first control rod 45) moves relative to the joint sleeve 53 in the axial direction of the first control rod 45. .

  An end portion of the reversing lever 52 on the first control rod 45 side is formed in a circular shape, and is fitted in a groove portion 45b formed in the large diameter portion 45a. On the other hand, the end of the reversing lever 52 on the second control rod 46 side is formed in a spherical shape and is fitted to a concave joint portion 58 provided on the joint member 57. The joint portion 58 (joint member 57) is fixed to the second control rod 46 and rotates around the axis of the second control rod 46 together with the second control rod 46. Move in the axial direction.

  With the configuration of the interlocking mechanism 51 as described above, when the first control rod 45 moves to the rear side of the vehicle in the axial direction (left side in FIG. 3), the joint sleeve 53 does not move, so that the reversing lever 52 moves the rotation shaft. It rotates about 54 counterclockwise in FIG. As a result, the second control rod 46 moves to the vehicle front side (right side in FIG. 3) in the axial direction (see FIG. 13). Further, when the first control rod 45 moves to the vehicle front side in the axial direction, the second control rod 46 moves to the vehicle rear side in the axial direction. Thus, the second control rod 46 moves in the opposite direction to the first control rod 45.

  Further, when the first control rod 45 is rotated counterclockwise as viewed from the rear side of the vehicle (as viewed in FIG. 4), the second control rod 46 is rotated clockwise as viewed from the rear side of the vehicle. To do. Thus, the second control rod 46 rotates about the axis of the second control rod 46 in the opposite direction to the first control rod 45.

  A 3-4 speed shift fork 61 for moving the 3-4 speed synchronizer 26 in the axial direction of the first control rod 45 and performing a synchronous operation is provided at the vehicle rear side portion of the first control rod 45. Yes. The 3-4 speed shift fork 61 includes a cylindrical portion 61a (in this embodiment, a cylindrical portion) into which the first control rod 45 is fitted, and protrudes radially outward from the cylindrical portion 61a. It has a fork portion 61b that engages with the 4-speed synchronizer 26, and a gate portion 61c formed in the vicinity of the cylindrical portion 61a on the front surface of the fork portion 61b. The cylindrical portion 61 a (that is, the 3-4 speed shift fork 61) is slidable in the axial direction with respect to the first control rod 45.

  Further, between the large-diameter portion 45a of the first control rod 45 and the 3-4 speed shift fork 61, the manual transmission 1 is in the reverse state via the first control rod 45 by the reverse shift operation of the change lever 41. A reverse connecting portion 65 of the reverse mechanism 64 is provided.

  The reverse connecting portion 65 connects the first control rod 45 and a reverse shaft 66 extending in parallel with the first control rod 45. The reverse shaft 66 is configured to be movable in the axial direction and not rotatable about the axis.

  A through hole 65a through which the first control rod 45 is inserted and a gate portion 65b protruding to the rear side of the vehicle are formed at the end of the reverse connecting portion 65 on the first control rod 45 side. The inner diameter of the through hole 65a is larger than the outer diameter of the first control rod 45, and the reverse connecting portion 65 does not rotate in conjunction with the rotation of the first control rod 45 around the axis.

  The end of the reverse connecting portion 65 on the reverse shaft 66 side is fixed to the large diameter portion 66 a of the reverse shaft 66. The large-diameter portion 66a of the reverse shaft 66 is configured similarly to the large-diameter portion 45a of the first control rod 45. One end portion of the reverse lever 67 formed in a circular shape is fitted into the groove portion 66b of the large diameter portion 66a. The other end of the reverse lever 67 is connected between the end of the reverse idle shaft 33 (having a larger diameter than the other portions) and the reverse idle gear 34. The reverse lever 67 is supported so as to be rotatable around a rotation shaft 69 provided on a support plate 68 fixed to the transmission case. The rotation shaft 69 extends in a direction perpendicular to a plane including the axis of the reverse shaft 66 and the reverse idle shaft 33.

  Following the reverse select operation in which the change lever 41 is operated to the left end of the neutral lane r5 (the shift operation start position of the reverse speed shift lane r4 in the neutral lane r5), the reverse shift operation is performed along the reverse speed shift lane r4. Then, the first control rod 45 moves to the vehicle rear side in the axial direction. Thereby, as will be described later, the reverse connecting portion 65 moves to the rear side of the vehicle in the axial direction of the first control rod 45, and the reverse shaft 66 also moves to the rear side of the vehicle in the axial direction. Due to the movement of the reverse shaft 66, the reverse lever 67 rotates clockwise in FIG. 3, whereby the reverse idle shaft 33 and the reverse idle gear 34 move to the front side of the vehicle, and the reverse idle gear 34 becomes the reverse primary. It meshes with the gear 31 and the reverse secondary gear 32 (not shown in FIG. 3).

A first interlock sleeve 71 is provided between the 3-4 speed shift fork 61 and the reverse connecting portion 65 in the first control rod 45. As shown in FIG. 5, a first control lever 72 fixed to the first control rod 45 is interposed between the first interlock sleeve 71 and the first control rod 45 in the radial direction. The first interlock sleeve 71 rotates together with the first control lever 72 in conjunction with the rotation of the first control rod 45. Like the joint sleeve 53, the fixed pin 74 fixed to the transmission case includes By fitting into a groove 71 b formed on the outer peripheral surface of the first interlock sleeve 71 so as to extend in the circumferential direction, the first control rod 45 is immovable in the axial direction. Therefore, when the first control rod 45 moves in the axial direction, the first control rod 45 and the first control lever 72 move relative to the first interlock sleeve 71 in the axial direction of the first control rod 45. It will be.

  A finger portion 72 a that protrudes radially outward is formed in a part of the first control lever 72 in the circumferential direction, and a finger portion 72 a is formed in a portion corresponding to the circumferential finger portion 72 a in the first interlock sleeve 71. An opening 71a is formed so that can protrude outward in the radial direction.

  As shown in FIG. 5, the gate portion 61 c of the 3-4 speed shift fork 61 and the reverse connecting portion 65 are provided at two circumferential positions around the first control rod 45 (first interlock sleeve 71). Gate portions 65b are located respectively. Even if the 1st control rod 45 rotates, the position of the circumferential direction of the 1st control rod 45 of the gate parts 61c and 65b does not change. When the change lever 41 is in the neutral position (when the shift operation to the third speed or the fourth speed is started), as shown in FIG. 5, the fingers 72a of the first control lever 72 and the opening of the first interlock sleeve 71 are opened. The portion 71 a is located at the same position as the gate portion 61 c of the 3-4 speed shift fork 61 in the circumferential direction of the first interlock sleeve 71.

  When the change lever 41 is shifted to the third speed or the fourth speed, the finger portion 72a moves in the axial direction of the first control rod 45 by the movement of the first control rod 45 in the axial direction. As a result, the finger portion 72a engages with the gate portion 61c of the 3-4 speed shift fork 61 to move the 3-4 speed shift fork 61 in the axial direction of the first control rod 45 (to the 3rd speed). When shifting, move to the rear side of the vehicle, and when shifting to 4th speed, move to the front side of the vehicle). The movement of the 3-4 speed shift fork 61 causes the 3-4 speed synchronizer 26 to operate synchronously. For example, when shifting to the third speed, the sleeve of the 3-4 speed synchronizer 26 slides on the primary shaft 5 to the rear side of the vehicle, and the 3rd speed primary gear 17 is fixed to the primary shaft 5. . Thus, when the change lever 41 is shifted to the third speed or the fourth speed, the 3-4 speed shift fork 61 moves together with the first control rod 45, that is, the first control rod 45 passes through the first control rod 45. By moving in the axial direction of the control rod 45, the 3-4 speed synchronizer 26 is moved in the axial direction of the first control rod 45 to be operated synchronously.

  When the change lever 41 is in the neutral position, the gate portion 65b of the reverse connecting portion 65 is engaged with the first interlock sleeve 71 (the portion where the opening 71a is not formed). Prevents the gate 65b of the reverse connecting portion 65 from moving in the axial direction of the first control rod 45 (double shift) when the change lever 41 is shifted to the third or fourth speed. Is done.

  When the change lever 41 is selected to the position of the reverse speed shift lane r4 (when the reverse selection operation of the change lever 41 is completed), the first control rod 45 is rotated about the axis by the selection operation. 9, the finger portion 72a of the first control lever 72 and the opening portion 71a of the first interlock sleeve 71 are connected to the gate portion 65b of the reverse connecting portion 65 in the circumferential direction of the first interlock sleeve 71. Located at the same position. When the first control rod 45 is moved to the rear side of the vehicle in the axial direction by the reverse shift operation of the change lever 41, the finger portion 72a of the first control lever 72 is moved to the vehicle in the axial direction of the first control rod 45. Move to the back. As a result, the finger portion 72 a engages with the gate portion 65 b of the reverse connecting portion 65, and moves the reverse connecting portion 65 toward the rear side of the first control rod 45 in the axial direction. Thus, the reverse mechanism 64 operates as described above, and the manual transmission 1 enters the reverse state.

  When the change lever 41 is selected to the position of the reverse speed shift lane r4, the gate portion 61c of the 3-4 speed shift fork 61 has the first interlock sleeve 71 (the opening 71a is not formed). The first control rod 45 cannot be moved in the axial direction by engagement with the portion.

  A 5-6 speed shift fork 91 for moving the 5-6 speed synchronizer 27 in the axial direction of the second control rod 46 and operating it synchronously is provided at the vehicle rear side portion of the second control rod 46. ing. Similar to the shift fork 61 for 3-4 speed, the shift fork 91 has a cylindrical portion 91a (cylindrical portion in the present embodiment) into which the second control rod 46 is fitted, and a diameter from the cylindrical portion 91a. It has a fork 91b that protrudes outward in the direction and engages with the 5-6 speed synchronizer 27, and a gate 91c. The cylindrical portion 91 a (that is, the shift fork 91 for 5-6 speed) is slidable in the axial direction with respect to the second control rod 46.

On the vehicle front side of the 5-6 speed shift fork 91 in the second control rod 46, a second interlock sleeve 92 and a second control lever having the same configuration as the first interlock sleeve 71 and the first control lever 72 (see FIG. 3, the second control lever is not visible). Similarly to the first interlock sleeve 71, the second interlock sleeve 92 has a groove formed so that a fixing pin 93 fixed to the transmission case extends in the circumferential direction on the outer peripheral surface of the second interlock sleeve 92. By fitting in 92a, the second control rod 46 cannot be moved in the axial direction.

  At two locations in the circumferential direction around the second control rod 46 (second interlock sleeve 92), there are a gate portion 91c of the shift fork 91 for 5-6 speed and a gate portion 84a of the shift fork 84 for 1-2 speed. And are located respectively. The gate portion 84 a of the 1-2 speed shift fork 84 is separated from the fork portion 84 b of the 1-2 speed shift fork 84 and extends in parallel with the first and second control rods 45, 46. It is connected through. The shift rod 88 is movable in the axial direction thereof, but cannot be rotated around the axis of the shift rod 88. Both the gate portion 84a and the fork portion 84b of the 1-2 speed shift fork 84 are fixed to the shift rod 88.

When the change lever 41 is selected to the 5-6 speed shift lane r3 in the neutral lane r5, the second control rod 46 rotates in the circumferential direction due to the rotation around the axis of the second control rod 46. The finger portion provided on the second control lever and the opening portion of the second interlock sleeve 92 are located at the same position as the gate portion 91c of the shift fork 91 for 5-6 speed. When the change lever 41 is shifted to the fifth speed or the sixth speed (predetermined forward shift speed), the finger portion of the second control lever is moved to 5-6 by the axial movement of the second control rod 46. The 5-6 speed shift fork 91 is moved in the axial direction of the second control rod 46 by engaging with the gate portion 91 c of the speed shift fork 91. By the movement of the 5-6 speed shift fork 91, the 5-6 speed synchronizer 27 (corresponding to a predetermined forward shift speed synchronizer) is operated synchronously. At this time, the gate portion 84a of the 1-2 speed shift fork 84 is engaged with the second interlock sleeve 92, whereby the axial direction of the second control rod 46 of the 1-2 speed shift fork 84 ( Movement in the axial direction of the shift rod 88 is prevented.

  On the other hand, when the change lever 41 is shifted to the position of the first-to-second speed shift lane r1 in the neutral lane r5 and then shifted to the first speed or the second speed, the second control rod 46 moves in the axial direction. The finger portion of the second control lever engages with the gate portion 84 a of the 1-2 speed shift fork 84 to move the 1-2 speed shift fork 84 in the axial direction of the second control rod 46.

  At this time, the gate portion 91c of the shift fork 91 for 5-6 speed cannot be moved to the vehicle front side in the axial direction of the second control rod 46 by the engagement with the second interlock sleeve 92. However, the movement of the second control rod 46 toward the rear side of the vehicle in the axial direction is possible (the movement toward the front side of the vehicle may also be possible). As will be described in detail later, when the change lever 41 is reverse-selected, the 5-6 speed shift fork 91 is moved to the rear side of the vehicle in the axial direction of the second control rod 46 by the pre-boke mechanism 101 described later. This is because the 5-6 speed synchronizer 27 is operated synchronously.

  However, a detent mechanism 77 is provided on the cylindrical portion 91a of the 5-6 speed shift fork 91 so that the 5-6 speed shift fork 91 does not easily move in the axial direction of the second control rod 46. Yes. The detent mechanism 77 includes a groove portion 91d having a V-shaped cross section extending in the circumferential direction of the cylindrical portion 91a, and a ball 78 pressed against the groove portion 91d by a compression coil spring 79. The ball 78 and the compression coil spring 79 are fixed so as not to move in the axial direction of the second control rod 46. When the 5-6 speed shift fork 91 moves in the axial direction of the second control rod 46, the 5-6 speed shift fork 91 is pressed by the ball 78 pressed by the compression coil spring 79 against the groove portion 91d (inclined surface). Therefore, since the restoring force to the opposite side of the moving direction acts, the 5-6 speed shift fork 91 does not move easily.

In the manual transmission 1, the 5-6 speed shift fork 91 is moved in the axial direction of the second control rod 46 when the change lever 41 is reverse-selected, so that the 5-6 speed synchronizer 27 (predetermined) pre-balk mechanism 101 is provided for forward gears for synchronizer) synchronizing operation movement of.

  Specifically, the pre-boke mechanism 101 includes a pre-boke operating member 102 supported so as to be rotatable with respect to the shift rod 88 (corresponding to a support rod) and movable in the axial direction of the shift rod 88. . The pre-boke actuating member 102 is disposed between the gate portion 84a and the fork portion 84b of the shift rod 88, and has a cylindrical main body portion 102a to which the shift rod 88 is fitted. The main body 102 a is supported by the shift rod 88 so as to be rotatable around the shift rod 88 and is supported so as to be relatively movable in the axial direction of the shift rod 88.

As shown in FIG. 7, an L-shaped guide hole 102b is formed on the peripheral side surface of the main body 102a so as to penetrate in the radial direction of the main body 102a. The guide holes 102b includes a first portion 102c extending in the axial direction of the main body portion 102a (the axial direction of the shift rod 88), from the end of the vehicle rear side of the first portion 102 c, extending in the circumferential direction of the main body 102a It consists of a second part 102d.

  A guide pin 103 that is fixed to the shift rod 88 and protrudes radially outward of the shift rod 88 is fitted in the guide hole 102b. By fitting the guide pin 103 and the guide hole 102b, the main body portion 102a can move relative to the shift rod 88 only within the length of the first portion 102c, and the second portion 102d It can only turn around the shift rod 88 within the length range.

  A spring 105 is disposed around the shift rod 88 between the main body portion 102a and the gate portion 84a of the 1-2 speed shift fork 84. The spring 105 has a function of a compression coil spring and a function of a torsion coil spring. The spring 105 urges the main body 102a toward the front side of the vehicle (the right side in FIG. 3) with respect to the shift rod 88. It is biased clockwise around 88 in FIG.

  When the change lever 41 is in the neutral position, the guide pin 103 is bent at the corner portion (first portion) of the guide hole 102b as shown in FIG. 7 by the urging force of the spring 105 as a compression coil spring and a torsion coil spring. The relative movement and rotation of the main body 102a are stopped in a state where the main body 102a is located at a boundary portion between the portion 102c and the second portion 102d.

  A lever portion 102e extending radially outward from the main body portion 102a is integrally formed with the main body portion 102a at the vehicle front side end portion of the main body portion 102a. The second control rod 46 is configured to rotate the second control rod 46 about its axis so as to abut on the lever portion 102e and apply a turning force to rotate the main body portion 102a around the shift rod 88. The power applying member 104 is fixed. The rotational force imparting member 104 has a rotational force imparting portion 104a that is positioned at the same position as the lever portion 102e in the axial direction of the second control rod 46 when the change lever 41 is in the neutral position. Protrusions are formed. The turning force applying member 104 including the turning force applying portion 104 a can be regarded as a part of the second control rod 46, and may be integrally formed with the second control rod 46.

  When the change lever 41 is in the neutral position, the positional relationship between the lever portion 102e and the rotational force imparting portion 104a when viewed from the axial direction of the second control rod 46 is as shown in FIG. ing. When the change lever 41 is reverse-selected from the neutral position, the second control rod 46 rotates clockwise around the axis of the second control rod 46 in FIG. The power application member 104 (rotation power application section 104a) also rotates clockwise around the axis of the second control rod 46 in FIG. 4, and immediately after the rotation starts, the rotation power application section 104a is engaged with the lever section 102e. The lever part 102e is pressed together, and thereby the lever part 102e and the main body part 102a are rotated around the shift rod 88 (see FIG. 10). That is, the lever portion 102e receives a turning force for turning the main body portion 102a around the shift rod 88 from the second control rod 46 (specifically, the turning force applying portion 104a), and rotates around the shift rod 88. 4 rotates counterclockwise in FIG. At this time, as shown in FIG. 12, the guide pin 103 relatively moves along the second portion 102d of the guide hole 102b.

  A protruding portion 102f that protrudes radially outward of the main body portion 102a is formed integrally with the main body portion 102a at the vehicle rear side end portion of the main body portion 102a (a position away from the lever portion 102e in the axial direction of the main body portion 102a). In addition, a pressing portion 102g is provided at the tip of the protruding portion 102f. The pressing portion 102g is located at a position in the axial direction of the second control rod 46 that can be engaged with the extending portion 91e of the 5-6 speed shift fork 91 when the main body portion 102a rotates. The extending portion 91e is extended from the gate portion 91c of the 5-6 speed shift fork 91 to the front side of the vehicle, and the pressing portion 102g is engaged with the distal end portion (end portion on the front side of the vehicle) of the extending portion 91e. Is possible.

  When the change lever 41 is located at the neutral position, the positional relationship between the pressing portion 102g and the extending portion 91e when viewed from the axial direction of the second control rod 46 is the positional relationship as shown in FIG. . When the change lever 41 is reverse-selected from the neutral position, the main body 102a rotates counterclockwise in FIG. 4 around the shift rod 88 as described above. And the press part 102g will rotate counterclockwise in FIG. Thus, as shown in FIG. 11, the pressing portion 102g engages with the distal end portion of the extending portion 91e and presses the distal end portion in the circumferential direction of the main body portion 102a. The distal end portions of the pressing portion 102g and the extending portion 91e are formed in such a shape that the extending portion 91e moves to the vehicle rear side along the axial direction of the second control rod 46 due to the pressing. The 5-6 speed shift fork 91 moves to the rear side of the vehicle against the urging force of the compression coil spring 79 of the detent mechanism 77 (see FIG. 8).

  Due to the movement of the 5-6 speed shift fork 91, the 5-6 speed synchronizer 27 operates synchronously even if the change lever 41 is not shifted to the 5th speed or 6th speed. Thus, the pressing portion 102g presses the 5-6 speed shift fork 91 (extension portion 91e) so that the 5-6 speed synchronizer 27 is operated synchronously by the turning force received by the lever portion 102e. It will be. As a result of the synchronous operation of the 5-6 speed synchronizer 27, the connecting / disconnecting clutch 8 is in a connected state, and the primary shaft 5 is directly connected to the output shaft 7 (the output shaft 7 is stopped together with the drive wheels in a stopped state). Immediately after the clutch 3 is disengaged, the rotation of the primary shaft 5 rotating by inertia stops.

  When the change lever 41 is at the completion position of the reverse select operation, the main body 102a (pre-boke actuating member 102) does not rotate any further. At this time, the main body 102a (pre-boke actuating member 102) tries to rotate back to the position before the 5-6 speed shift fork 91 is pressed by the pressing portion 102g by the urging force of the spring 105 as a torsion coil spring. However, the lever portion 102e cannot come back to contact with the turning force applying portion 104a (see FIG. 10).

The axis of the second control rod 46 by the reverse shift operation in a predetermined operation period (in this embodiment, the first half of the reverse shift operation) from the start to the completion of the reverse shift operation after the reverse select operation of the change lever 41. With the movement in the direction, the engagement between the lever portion 102e and the second control rod 46 (specifically, the rotational force applying portion 104a) is released. That is, as shown in FIG. 13, by the reverse shift operation of the change lever 41, the second control rod 46 moves to the front side of the vehicle, and the turning force applying member 104 also moves to the front side of the vehicle. The position of the portion 102e is shifted from each other in the axial direction of the second control rod 46, and the engagement between the two is released. The predetermined operation period is a period during which the 5-6 speed shift fork 91 can return to the position before being pressed as described later after the predetermined operation period in the reverse shift operation of the change lever 41. do it.

  As shown in FIG. 14, due to the disengagement between the rotational force applying member 104 and the lever portion 102e, the main body portion 102a (pre-boke actuating member 102) is moved by the biasing force of the spring 105 as a torsion coil spring. 14 is rotated clockwise in FIG. 14 (rotated in the opposite direction to the pressing of the 5-6 speed shift fork 91 by the pressing portion 102g), and the 5-6 speed shifting is performed by the pressing portion 102g. It returns to the position before the fork 91 is pressed. The position of the pressing portion 102g in the circumferential direction of the main body portion 102a after the return of rotation is the same as in FIG. 6, and the positional relationship between the guide pin 103 and the guide hole 102b is the same as in FIG. In this way, the spring 105 constitutes a pre-boke actuating member rotation return unit that returns the pre-boke actuating member 102 to the position before the 5-6 speed shift fork 91 is pressed by the pressing portion 102g.

  As a result of the rotation return of the main body 102a, the 5-6 speed shift fork 91 returns to the position before being pressed by the pressing portion 102g by the urging force of the compression coil spring 79 of the detent mechanism 77 (see FIG. 13). ). In this way, the detent mechanism 77 constitutes a shift fork return means for returning the 5-6 speed shift fork 91 to the position before being pressed.

  As described above, the reverse shift operation of the change lever 41 is completed in a state in which the pre-boke actuating member 102 is returned to the pivot state. At this time, the 5-6 speed shift fork 91 has returned and the 5-6 speed synchronizer 27 has returned to a state where it is not operating in synchronization, and the vehicle can be immediately retracted.

  At the time when the reverse shift operation of the change lever 41 is completed, as shown in FIG. 13, the rotational force imparting portion 104 a and the lever portion 102 e are displaced from each other in the axial direction of the second control rod 46, but in FIG. As shown, both are located at the same position in the circumferential direction of the second control rod 46. In this state, when the change lever 41 is returned from the reverse shift operation completion position to the start position (reverse select operation completion position), the second control rod 46 moves to the rear side of the vehicle. Then, the rotational force imparting part 104a presses the lever part 102e toward the vehicle rear side. As a result of this pressing, as shown in FIG. 15, the main body portion 102 a (pre-boke actuating member 102) resists the urging force of the spring 105 as a compression coil spring, and the axial direction of the shift rod 88 against the shift rod 88. Move relative to the rear of the vehicle. At this time, as shown in FIG. 16, the guide pin 103 relatively moves along the first portion 102c of the guide hole 102b.

  When the change lever 41 is returned to the neutral position side from the completion position of the reverse select operation, the second control rod 46 rotates counterclockwise in FIG. 14 about its axis, and thus the change lever 41 can return to the neutral position. For example, when viewed from the axial direction of the second control rod 46, the rotational force imparting portion 104a returns to the state shown in FIG. That is, when the change lever 41 is returned from the completion position of the reverse select operation to the neutral position side, the rotational force imparting portion 104a and the lever portion 102e are displaced from each other in the circumferential direction of the second control rod 46. As a result, the pressing of the lever portion 102e by the rotating force applying portion 104a is released, and the main body portion 102a (pre-boke actuating member 102) is shifted relative to the shift rod 88 by the biasing force of the spring 105 as a compression coil spring. The rod 88 moves from the position relatively moved in the axial direction to the vehicle front side in the axial direction of the shift rod 88 and returns to the position before the relative movement. Thus, the lever portion 102e and the turning force applying portion 104a are located at the same position in the axial direction of the second control rod 46, and the lever portion 102e and the turning force when viewed from the axial direction of the second control rod 46. The positional relationship of the power applying unit 104a is as shown in FIG. As a result, when the next change lever 41 is reverse-selected, the turning force can be applied to the lever portion 102e by the turning force applying portion 104a.

  As described above, the spring 105 constitutes, in addition to the pre-boke actuating member rotation return means, a pre-boke actuating member movement return means for moving and returning the main body 102a (pre-boke actuating member 102) in the axial direction of the shift rod 88. Become. That is, the preboke actuating member rotation return means and the preboke actuating member movement return means are constituted by a single spring. It is also possible to separately provide a spring (torsion coil spring) as a preboke actuating member rotation return means and a spring (compression coil spring) as a preboke actuating member movement return means.

  Therefore, in the present embodiment, in the manual transmission 1 including the first and second control rods 45 and 46, the pre-boke mechanism 101 that can prevent gear noise when the vehicle occupant reverse-selects the change lever 41. Can be configured easily.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful when a pre-bake mechanism is provided in a manual transmission equipped with two control rods mounted on a vehicle to prevent gear ringing when a vehicle occupant reverse-shifts a change lever.

1 manual transmission 27 5-6 speed synchronizer (predetermined forward gear synchronizer)
41 Change lever 45 First control rod 46 Second control rod 64 Reverse mechanism 77 Detent mechanism (shift fork return means)
88 Shift rod (support rod)
91 5-6 speed shift fork (shift fork)
101 Pre-boke mechanism 102 Pre-boke actuating member 102a body part 102e lever part 102g pressing part
104th power applying member 105 Spring (Pre-boke actuating member rotation return means)
(Pre-boke actuating member movement return means)

Claims (6)

A manual transmission mounted on a vehicle,
A first control rod that rotates about an axis in conjunction with a change lever select operation by a vehicle occupant and moves in an axial direction in conjunction with a shift operation of the change lever;
The first control rod extends in parallel with the first control rod, and rotates about the axis of the first control rod in a direction opposite to the first control rod and moves in the axial direction of the first control rod. A second control rod connected to the first control rod so as to move in the opposite direction to the first control rod;
The second control rod is supported so as to be movable in the axial direction of the second control rod, and the second control rod is moved via the second control rod by a shift operation of the change lever to a predetermined forward shift stage. A shift fork that moves in the axial direction of the rod, thereby moving a predetermined forward gear synchronizer in the axial direction of the second control rod,
A reverse mechanism for bringing the manual transmission into a reverse state via the first control rod by a reverse shift operation of the change lever;
A pre-boke mechanism that synchronously operates the predetermined forward gear synchronizer by moving the shift fork in the axial direction of the second control rod during reverse selection operation of the change lever,
The pre-boke mechanism has a pre-boke actuating member that is rotatably supported with respect to a support rod that extends in parallel with the first and second control rods.
The preboke actuating member is
A cylindrical main body supported by the support rod so as to be rotatable around the support rod;
Extending radially outward from the main body, and by engaging a turning force applying member fixed to the second control rod by turning around the axis of the second control rod by reverse-selecting the change lever, a lever portion for receiving the rotational force for rotating the main body around the support rod from the turning force applying member,
The main body portion is provided at a position away from the lever portion in the axial direction of the main body portion, and the predetermined forward gear synchronizer is operated synchronously by the turning force received by the lever portion. A pressing portion for pressing the shift fork;
A manual transmission characterized by comprising: The manual transmission according to claim 1, wherein
The lever portion of the pre-boke actuating member is connected to the turning force imparting member with the axial movement of the second control rod by the reverse shift operation from the start to the completion of the reverse shift operation of the change lever. Configured to disengage,
A manual transmission further comprising pre-boke actuating member rotation return means for returning the pre-boke actuating member to a position before the shift fork is pressed by the pressing unit after the engagement is released. . The manual transmission according to claim 2, wherein
The shift fork return means for returning the shift fork to the position before being pressed is further provided in association with the rotation return of the pre-boke operation member by the pre-boke operation member rotation return means. transmission. The manual transmission according to any one of claims 1 to 3,
When the change lever is returned from the completion position of the reverse shift operation to the start position, the pre-boke actuating member moves in the axial direction of the support rod with respect to the support rod as the second control rod moves in the axial direction. The manual transmission is supported by the support rod so as to be relatively movable. The manual transmission according to claim 4, wherein
When the change lever is returned from the completion position of the reverse select operation to the neutral position, the pre-boke actuating member is moved relative to the support rod in the axial direction of the support rod from a position before the relative movement. The manual transmission further comprises pre-boke actuating member movement return means for returning the movement in the axial direction of the support rod. The manual transmission according to claim 2, wherein
When the change lever is returned from the completion position of the reverse shift operation to the start position, the pre-boke actuating member moves in the axial direction of the support rod with respect to the support rod as the second control rod moves in the axial direction. Supported by the support rod so as to be relatively movable
When the change lever is returned from the completion position of the reverse select operation to the neutral position, the pre-boke actuating member is moved relative to the support rod in the axial direction of the support rod from a position before the relative movement. Further including pre-boke actuating member movement return means for moving and returning in the axial direction of the support rod,
The manual transmission according to claim 1, wherein the pre-boke actuating member rotation return means and the pre-boke actuating member movement return means are constituted by a single spring.

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