WO2014006678A1

WO2014006678A1 - Manual transmission for vehicle

Info

Publication number: WO2014006678A1
Application number: PCT/JP2012/066909
Authority: WO
Inventors: 勇樹枡井
Original assignee: アイシン・エーアイ株式会社
Priority date: 2012-07-02
Filing date: 2012-07-02
Publication date: 2014-01-09
Also published as: CN103814236A; JPWO2014006678A1

Abstract

An "output (O/P) reduction structure" manual transmission having direct-drive gear ranges and equipped with an input shaft, an output shaft arranged coaxially with the input shaft, and a counter shaft arranged parallel to the input shaft at a position off-centered from the input shaft, wherein, of the multiple idler gears (G1o, G2o, G3i, G5o), all of the gears (G1o, G2o, G5o) except for the idler gear (G3i) which is affixed by means of a sleeve (S2) and selectively with a direct-drive piece (P) so as to be incapable of relative rotation with respect to the input shaft, are provided on the counter shaft. In addition, the outer diameter of the respective portions of the multiple idler gears (G1o, G2o G5o) inserted/arranged on the counter shaft is identical. Accordingly, the counter shaft can be processed easily.

Description

Manual transmission for vehicle

The present invention relates to a vehicle manual transmission.

2. Description of the Related Art Conventionally, there are various types of vehicle manual transmissions (hereinafter referred to as “M / T”) having a plurality of shift stages for forward movement (for example, Japanese Patent Application Laid-Open No. 2011-43180). See).

In the present application, an M / T having the structure shown in FIG. 6 is assumed. This M / T is an I / P shaft connected to the clutch, an O / P shaft connected to the drive wheel side and arranged coaxially with the I / P shaft, and a position eccentric from the I / P shaft. And a counter shaft disposed in parallel with the I / P shaft. The counter shaft is provided with a final drive gear so as not to be relatively rotatable, and the O / P shaft is provided with a final driven gear so as not to be relatively rotatable. The final drive gear and the final driven gear are always meshed. As a result, the O / P shaft rotates at a lower rotational speed than the counter shaft. Hereinafter, the ratio of the rotational speed of the I / P shaft to the rotational speed of the O / P shaft is referred to as a “reduction ratio”.

In the example shown in FIG. 6, a gear stage from “1st speed” (low speed side, large reduction ratio) to “5th speed” (high speed side, small reduction ratio) is provided, and “4th speed” reduction ratio is provided. Is set to “1”, and the reduction ratio of the gear stage other than “4th speed” is set to other than “1”. Gear speeds other than “fourth speed” are realized by driving the corresponding sleeves and fixing the idle gears of the corresponding gear stages to the shaft where the idle gears are arranged so as not to rotate relative to each other. The The power transmission system at this time is composed of “I / P shaft → gear pair of corresponding gears → counter shaft → final drive gear → final driven gear → O / P shaft”.

On the other hand, the “fourth speed” gear stage (also referred to as “direct gear shift gear”) drives the corresponding sleeve so that the direct coupling piece provided on the O / P shaft so as not to rotate relative to the I / P shaft. This is realized by fixing the relative rotation to be impossible. The power transmission system at this time is constituted by “I / P shaft → direct connection piece → O / P shaft”. The structure shown in FIG. 6 is also referred to as “output (O / P) reduction structure”.

In general, in the “output (O / P) reduction structure”, the I / P shaft is realized when the highest speed gear stage (a gear stage having a speed reduction ratio smaller than the direct-coupled gear stage, which is the fifth speed in the configuration of FIG. 6) is realized. Is designed to rotate at a lower rotational speed than the countershaft. In general, from the viewpoint of improving the shift feeling, the idle gear of the gear pair is preferably provided on a shaft having a low rotational speed. Therefore, in general, in the “output (O / P) reduction structure”, as shown in FIG. 6, the idle gear at the highest gear (the fifth speed in the configuration of FIG. 6) is the I / P shaft. Is provided.

On the other hand, when realizing the lowest speed gear stage (first speed in the configuration of FIG. 6), the gear pair of the gear stage is designed so that the counter shaft rotates at a lower rotational speed than the I / P shaft. The Therefore, as shown in FIG. 6, the idle gear at the lowest speed stage (first speed in the configuration of FIG. 6) is provided on the countershaft.

That is, in general, in the “output (O / P) reduction structure”, “the shaft on which the idle gear of the highest speed gear is provided” and “the shaft on which the idle gear of the lowest speed gear is provided” Is different. Therefore, the processing of the portion where the idle gear is provided in the “shaft on which the idle gear of the highest speed gear is provided” and the idle on the axis on which the idle gear of the lowest speed is provided. The machining of the portion where the rolling gear is provided needs to be performed in a separate process. As a result, it was not always easy to process the shaft.

In addition, in the configuration shown in FIG. 6, the counter shaft has a stepped cylindrical shape within the axial range including the “part where the idle gear and the hub are provided” in the counter shaft. This is because the idle gear is fixed to the counter shaft via the needle bearing, the hub is press-fitted and fixed to the counter shaft, and the like. As a result, it was very difficult to process the countershaft. The arrival of M / T that allows easy processing of the countershaft has been desired.

As described above, an object of the present invention is to provide an M / T having an “O / P reduction structure” that can easily process a countershaft.

The feature of the M / T having the “O / P reduction structure” according to the present invention is that the switching mechanism among the plurality of idle gears is selectively non-rotatable relative to the direct connection piece and the input shaft. All the idle gears except the fixed idle gears are provided on the counter shaft, and the outer diameters of the portions where the plurality of idle gears on the counter shaft are inserted and arranged are the same. is there. This facilitates processing of the countershaft.

In the above configuration, the plurality of idle gears provided on the counter shaft can be directly inserted and arranged on the counter shaft without a bearing member. In this configuration, adjacent to the plurality of idle gears provided on the counter shaft, a plurality of hubs as a part of the switching mechanism are provided on the counter shaft so as not to rotate relative to each other. An outer diameter of the counter shaft is continuously constant within an axial range including a portion where the plurality of idle gears and the plurality of hubs are arranged, and is axially provided on the outer periphery of the counter shaft. It is preferable that an outer spline is continuously provided, and the plurality of hubs provided on the counter shaft are provided on the counter shaft so as not to rotate relative to each other by spline fitting using the outer spline of the counter shaft.

According to this, the processing becomes very easy within a wide range in the axial direction including “a portion where a plurality of idle gears and a plurality of hubs” are arranged on the counter shaft.

It is a skeleton figure in the neutral state which shows the main section of the manual transmission concerning the embodiment of the present invention. FIG. 2 is a first enlarged view of a Y portion of FIG. 1 for explaining a procedure for assembling an O / P shaft subassembly to a housing HgA for the manual transmission shown in FIG. 1. FIG. 4 is a second enlarged view of the Y portion of FIG. 1 for explaining the procedure for assembling the O / P shaft subassembly to the housing HgA for the manual transmission shown in FIG. 1. FIG. 6 is a third enlarged view of the Y portion of FIG. 1 for explaining the procedure for assembling the O / P shaft subassembly to the housing HgA for the manual transmission shown in FIG. 1. It is the figure which showed a mode that lubricating oil was apply | coated to the piece for direct connection through the oil hole provided in the countershaft. It is a skeleton figure corresponding to FIG. 1 in the conventional manual transmission.

Hereinafter, a vehicle manual transmission according to an embodiment of the present invention will be described with reference to the drawings. The manual transmission M / T according to the embodiment of the present invention includes five shift speeds (1st to 5th gears) for forward movement and one shift speed (reverse) for backward movement, and in particular, an engine (output shaft of the engine). ) Is applied to an FR vehicle arranged vertically with respect to the vehicle. Hereinafter, description of the reverse gear is omitted.

(Constitution)
As shown in FIG. 1, the M / T according to the embodiment of the present invention includes an I / P shaft connected to a clutch, an O / P shaft arranged coaxially with the I / P shaft, and an I / P. And a counter shaft arranged in parallel with the I / P shaft at a position eccentric from the shaft. The I / P shaft is connected to an output shaft (not shown) of the engine via a clutch. The O / P shaft is connected to drive wheels (left and right rear wheels) via a connection mechanism (differential, etc.) not shown. This M / T is disposed behind the engine via a clutch so that the axis of the M / T is oriented vertically with respect to the vehicle. Hereinafter, if the ratio of the rotational speed of the I / P shaft to the rotational speed of the O / P shaft is referred to as a “reduction ratio”, the reduction ratio of the fourth speed is set to “1”. Accordingly, the fourth speed can also be referred to as a “directly connected gear stage”.

The housing of M / T is connected to HgA at the end of HgA opposite to the clutch housing (the end close to the O / P shaft). Housing HgB. HgA contains an I / P shaft and a counter shaft, and HgB contains an O / P shaft.

The I / P shaft includes a bearing BrC (press-fitted / fixed) provided in the clutch housing and a cylindrical end (large end) formed on the “end near the I / P shaft” of the O / P shaft. The bearing BrG (press-fitted and fixed) provided inside the diameter portion) is rotatably supported in the HgA. A bearing BrA is provided on the outer peripheral surface of the “cylindrical end portion of the O / P shaft” (press-fit / fixed), and this BrA is provided on the “end portion close to the O / P shaft” of HgA. It is press-fitted and fixed to a bearing surface (see FIG. 1) formed on the outer periphery of the opening. Thus, BrG is substantially anchored to HgA (via BrA).

The countershaft is rotatably supported in HgA by a bearing BrD (press-fit / fixed) provided in the clutch housing and a bearing BrE (press-fit / fixed) provided in HgB. As described above, the O / P shaft is rotatably supported in the HgB by the BrA press-fitted and fixed to the bearing surface of HgA and the bearing BrB provided (press-fitted and fixed) on the HgB. Yes.

The I / P shaft has a fixed gear G1i for the first speed, a fixed gear G2i for the second speed, a fixed gear G5i for the fifth speed, an idle gear G3i for the third speed, a third speed- Four-speed switching hubs H2 are coaxially provided. G1i, G2i, and G5i are provided on the I / P shaft so as not to rotate relative to each other. G1i, G2i, and G5i are integrally formed with the I / P shaft by using a manufacturing method such as forging. G3i is provided to be rotatable relative to the I / P shaft via a bearing BrF press-fitted into the I / P shaft. The hub H2 is press-fitted into the I / P shaft and is provided on the I / P shaft so as not to be relatively rotatable.

In order from the side closer to the clutch, the countershaft includes a first-speed idler gear G1o, a first-second-speed switching hub H1, a second-speed idler gear G2o, a fifth-speed idler gear G5o, A 5-speed hub H3 and a 3-speed fixed gear G3o are coaxially provided. G3o is integrally formed with the countershaft using a manufacturing method such as forging. Within the range in the axial direction including “the portion where G1o, H1, G2o, G5o, and H3 are arranged” in the countershaft, the outer diameter of the countershaft is continuously constant and the outer circumference of the countershaft is axially An outer spline (spline groove) is provided continuously.

G1o, G2o, and G5o are directly inserted and arranged on the counter shaft so as to be relatively rotatable without a bearing member (bearing, bush, etc.). Inner splines are formed in the insertion holes of H1 and H3. H1 and H3 are provided on the countershaft so as not to rotate relative to each other by spline fitting with the outer spline of the countershaft. Axial fixation of G1o, H1, G2o, G5o, and H3 with respect to the countershaft can be achieved by providing snap rings (not shown) or the like on both sides of each member in the axial direction.

G1o, G2o, G3o, and G5o are always in mesh with G1i, G2i, G3i, and G5i provided on the I / P shaft, respectively. Further, a final drive gear Gfi is provided at the “end near the O / P shaft” of the counter shaft. Similarly to G3o, Gfi is also integrally formed with the countershaft by using a manufacturing method such as forging.

As described above, the O / P shaft is coaxially provided with the cylindrical end portion (large-diameter portion) that opens to the outside (left side in FIG. 1) at the “end portion close to the I / P shaft”. It has been. A direct connection piece P is coaxially provided at a position outside the BrA on the outer periphery of the cylindrical end portion (on the left side in FIG. 1). Within the axial range including “the portion where P is arranged” in the cylindrical end portion, an outer spline (spline groove) is provided on the outer periphery of the cylindrical end portion continuously in the axial direction. An inner spline is formed in the P insertion hole. The direct connection piece P is provided on the cylindrical end portion (accordingly, the O / P shaft) so as not to rotate relative thereto by spline fitting with the outer spline at the cylindrical end portion. Axial fixation to the cylindrical end of P (and thus the O / P shaft) can be achieved by providing snap rings (not shown) or the like on both sides of P in the axial direction. The outer diameter of P is larger than the outer diameter of BrA.

A final driven gear Gfo is provided in a portion between the BrA and BrB in the axial direction of the O / P shaft (a portion other than the cylindrical end portion). Gfo is also integrally formed with the O / P shaft using a manufacturing method such as forging. Gfo always meshes with Gfi provided on the countershaft. The number of teeth (outer diameter) of Gfo is larger than the number of teeth (outer diameter) of Gfi. As a result, the O / P shaft rotates at a lower rotational speed than the counter shaft.

The M / T gear position is switched with respect to the sleeve S1 that is axially moved relative to H1 on the outer periphery of the hub H1 and non-rotatably spline-fitted, and to the H2 on the outer periphery of the hub H2. A sleeve S2 that is spline-fitted so as to be relatively movable in the axial direction and not rotatable relative to the sleeve S3, and a sleeve S3 that is spline-fitted so as to be relatively movable in the axial direction relative to H3 on the outer periphery of the hub H3 and not relatively rotatable. This is achieved by adjusting and driving the respective axial positions. The axial positions of S1 to S3 are adjusted and driven through a plurality of link mechanisms (not shown) according to the operation of a shift lever (not shown) by the driver.

The sleeve S1 can be selectively spline-fitted with a piece that rotates integrally with the G1o and a piece that rotates together with the G2o according to the axial position thereof. The sleeve S2 can be selectively spline-fitted with the piece that rotates integrally with the G3i and the directly connecting piece P according to the position in the axial direction. The sleeve S3 can be spline-fitted with a piece that rotates integrally with the G5o according to its axial position.

(Operation)
Next, the operation of the M / T configured as described above will be described. Hereinafter, each of the M / T shift speeds will be described in order.

<First gear>
When the shift lever is operated to the position corresponding to the first speed, the sleeves S2 and S3 are maintained in the disconnected state (the state shown in FIG. 1), while only the sleeve S1 is driven to rotate integrally with G1o. The first speed state (the state moved from the state shown in FIG. 1 to the left side) is engaged with the piece and the spline. As a result, a power transmission system (I / P shaft → G1i → G1o → S1 → H1 → counter shaft → Gfi → Gfo → O / P shaft) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the first reduction ratio GT1 (> 1). GT1 is represented by ((number of teeth of G1o) / (number of teeth of G1i)) · GTf. Here, GTf is represented by ((number of teeth of Gfo) / (number of teeth of Gfi)). Hereinafter, GTf is referred to as “final reduction ratio”. As described above, the relationship GTf> 1 is established.

<2nd speed>
When the shift lever is operated to a position corresponding to the second speed, the sleeves S2 and S3 are maintained in a disconnected state (the state shown in FIG. 1), while only the sleeve S1 is driven to rotate integrally with the G2o. A two-speed state (a state moved from the state shown in FIG. 1 to the right side) in which the piece and the spline are engaged is obtained. As a result, a power transmission system (I / P shaft → G2i → G2o → S1 → H1 → counter shaft → Gfi → Gfo → O / P shaft) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the second speed reduction ratio GT2 (> 1). GT2 is represented by ((number of teeth of G2o) / (number of teeth of G2i)) · GTf. The relationship GT1> GT2 is established.

<3rd speed>
When the shift lever is operated to a position corresponding to the third speed, the sleeves S1 and S3 are maintained in the disconnected state (the state shown in FIG. 1), while only the sleeve S2 is driven to rotate integrally with G3i. It becomes the 3rd speed state (state which moved to the left side from the state shown in FIG. 1) which carries out spline fitting with a piece. As a result, a power transmission system (I / P shaft → H2 → S2 → G3i → G3o → counter shaft → Gfi → Gfo → O / P shaft) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the third reduction ratio GT3 (> 1). GT3 is represented by ((number of teeth of G3o) / (number of teeth of G3i)) · GTf. The relationship GT2> GT3 is established.

<4th speed>
When the shift lever is operated to a position corresponding to the fourth speed (that is, a direct gear), the sleeves S1 and S3 are maintained in a disconnected state (the state shown in FIG. 1), while only the sleeve S2 is driven. Thus, a 4th speed state (a direct connection state, a state moved from the state shown in FIG. 1 to the right side) in which the direct connection piece P is spline fitted is obtained. As a result, a power transmission system of (I / P shaft → H 2 → S 2 → P → O / P shaft) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the fourth speed reduction ratio GT4 (= 1). The relationship GT3> GT4 is established.

<5th speed>
When the shift lever is operated to the position corresponding to the fifth speed, the sleeves S1 and S2 are maintained in the disconnected state (the state shown in FIG. 1), while only the sleeve S3 is driven to rotate integrally with the G5o. A fifth speed state (a state moved from the state shown in FIG. 1 to the left side) in which the piece and the spline are engaged is obtained. As a result, a power transmission system of (I / P shaft → G5i → G5o → S3 → H3 → counter shaft → Gfi → Gfo → O / P shaft) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the fifth reduction ratio GT5 (<1). GT5 is represented by ((G5o number of teeth) / (G5i number of teeth)) · GTf. The relationship GT4> GT5 is established. The M / T structure is the “output (O / P) reduction structure” described above.

(Assembly of direct connection piece P)
As described above, in this M / T, the outer diameter of the direct connection piece P is larger than the outer diameter of the bearing BrA (see FIG. 1). Therefore, even if an “O / P shaft subassembly” in which the bearing BrA and the direct connection piece P are assembled in advance to the O / P shaft is inserted into the opening of the housing HgA from the direct connection piece P side, the direct connection piece P cannot be inserted due to interference with the bearing surface.

On the other hand, in this M / T, when assembling the direct connection piece P, a procedure different from the procedure described above is adopted. Hereinafter, this procedure will be described with reference to FIGS.

First, as shown in FIG. 2, in a state where the housing HgA is not assembled, in the “subassembly of the I / P shaft”, a position next to the “portion where the hub H2 is press-fitted” of the I / P shaft. The direct connection piece P is inserted and placed. Next, as shown in FIG. 3, the housing HgA is assembled to the clutch housing so as to cover the “I / P shaft subassembly” (and the countershaft subassembly).

Subsequently, as shown in FIG. 4, an “O / P shaft subassembly” into which the bearings BrA and BrB are press-fitted and fixed is inserted into the opening of the housing HgA from the cylindrical end side (with white arrows). BrA is assembled to the bearing surface of the opening (press-fitted / fixed). At this time, the direct connection piece P is also simultaneously inserted into the cylindrical end, and as a result, the direct connection piece P is spline-fitted with the outer spline of the cylindrical end. In order to facilitate the insertion of the direct connection piece P into the cylindrical end portion (so that it can be easily fitted to the spline), the direct connection piece P is connected to the cylindrical end by spline fitting (so-called loose fitting) having a gap. It is connected so that it cannot rotate relative to the part.

(Lubrication of spline fitting part of direct connection piece)
As shown in FIG. 1, the countershaft has an elongated cylindrical shape. The internal space of the countershaft is used for circulating lubricating oil. Lubricating oil is pumped into the internal space of the countershaft from one end side of the countershaft using one of known methods. As shown in FIG. 1, an oil hole Z penetrating in the radial direction is formed at a “position corresponding to the direct connection piece P in the axial direction” of the counter shaft.

A centrifugal force acts on the lubricating oil in the internal space as the countershaft rotates. As shown in FIG. 5, using this centrifugal force, the lubricating oil in the internal space is applied toward the direct connection piece P through the oil hole Z. As a result, the lubricating oil can be supplied to the gap of the spline fitting portion (loose fitting) between the directly connecting piece P and the cylindrical end portion of the O / P shaft. As a result, the occurrence of abnormal heat generation or the like in the spline fitting portion can be suppressed.

(Action / Effect)
Next, the operation / effect of the M / T according to the embodiment of the present invention configured as described above will be described.

First, the outer diameter of the countershaft is continuously constant within a wide range in the axial direction including “the portion where G1o, H1, G2o, G5o, and H3 are arranged” in the countershaft, and the countershaft An outer spline (spline groove) is provided on the outer periphery of the outer periphery in the axial direction. Accordingly, the countershaft is machined as compared to the case where the countershaft has a stepped cylindrical shape within the range in the axial direction including the “portion where the idle gear and the hub are provided” in the countershaft (see FIG. 6). Will be very easy. In addition, each member is inserted into the counter shaft in the order of H3, G5o, G2o, H1, and G1o, and a snap ring (not shown) or the like is provided on both sides in the axial direction of each member. Assembly of the assembly is easily completed.

Note that the outer diameter of the counter shaft can be continuously constant within a wide range as described above, and the outer spline (spline groove) can be provided continuously in the axial direction as shown in FIG. Differently, it is based on the fact that a 5-speed idler gear is provided on the countershaft. That is, in the configuration shown in FIG. 1, among the plurality of idle gears G1o, G2o, G3i, G5o, the idler is fixed to the direct connection piece P and selectively non-rotatable relative to the I / P shaft by the sleeve S2. It can be said that all the idle gears G1o, G2o, and G5o except the rotation gear G3i are provided on the countershaft.

Second, in this M / T, the outer diameter of the direct connection piece P is larger than the outer diameter of the bearing BrA (see FIG. 1). Here, although not shown in FIG. 1, in order to reduce the rotational speed difference between the direct connection piece and the I / P shaft, a synchronizer is actually provided close to the direct connection piece P. . In order to ensure a sufficient capacity of the synchronizer, it is preferable that the outer diameter of the direct connection piece P is larger. In addition, if the outer diameter of the bearing BrA is large, the housing HgA is increased in size or the distance between the I / P shaft and the countershaft is increased, resulting in an increase in the size of the entire M / T. Therefore, the smaller the outer diameter of the bearing BrA, the better.

In this M / T, as described above, the outer diameter of the direct connection piece P is larger than the outer diameter of the bearing BrA (see FIG. 1). This means that the outer diameter of the bearing BrA can be reduced while increasing the outer diameter of the direct connection piece P. As a result, it is possible to suppress an increase in the size of the entire M / T while maintaining the outer diameter of the direct connection piece P at a large value (thus ensuring a sufficient capacity of the synchronizer).

Claims

A manual transmission for a vehicle that is interposed in a power transmission system that connects an output shaft of a vehicle engine and drive wheels, and has a plurality of shift stages for forward movement,
A housing;
An input shaft that is rotatably supported by the housing and forms a power transmission system with the output shaft of the engine;
An output shaft coaxially with the input shaft and rotatably supported by the housing so as to be rotatable relative to the input shaft; and a power transmission system is formed between the drive wheels;
A counter shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
A plurality of fixed gears, each of which is provided on the input shaft or the counter shaft so as not to rotate relative to each other, each of which corresponds to one of the plurality of shift stages;
A plurality of idler gears each provided so as to be rotatable relative to the counter shaft or the input shaft, each corresponding to one of the plurality of shift stages and the fixed gear of the corresponding shift stage; A plurality of idler gears that are in constant mesh;
A direct coupling piece that is used to realize a direct gear shift stage in which a reduction ratio, which is a ratio of a rotational speed of the input shaft to a rotational speed of the output shaft among the plurality of gear speeds, is 1, and the output A directly connecting piece provided at one end on the side close to the input shaft of the both ends of the shaft so as not to rotate relative to the output shaft;
A final drive gear arranged coaxially with the countershaft and non-rotatable;
A final driven gear that is arranged so as not to rotate relative to the output shaft at a position distant from the input shaft with respect to the direct connection piece in the output shaft, and is always meshed with the final drive gear;
By fixing the idle gear corresponding to one selected gear other than the direct gear among the plurality of gears so as not to rotate relative to the shaft on which the corresponding idle gear is disposed, The speed reduction ratio is set to 1 by setting the speed reduction ratio to a value other than 1 corresponding to the selected one gear position, or by fixing the direct coupling piece so as not to rotate relative to the input shaft. A switching mechanism to be set;
With
Of the plurality of idle gears, all the idle gears are provided on the counter shaft except for the idle gears that are fixed to the direct connection piece and selectively non-rotatable with respect to the input shaft by the switching mechanism. ,
A manual transmission for a vehicle, wherein an outer diameter of each portion of the counter shaft where the plurality of idle gears are inserted and arranged is the same.
The vehicle manual transmission according to claim 1,
The manual transmission for a vehicle, wherein the plurality of idle gears provided on the counter shaft are directly inserted and arranged on the counter shaft without a bearing member.
The vehicle manual transmission according to claim 2,
Adjacent to the plurality of idler gears provided on the counter shaft, a plurality of hubs as a part of the switching mechanism are provided on the counter shaft so as not to be relatively rotatable,
An outer diameter of the counter shaft is continuously constant within an axial range including a portion where the plurality of idler gears and the plurality of hubs are disposed on the counter shaft, and an outer periphery of the counter shaft An outer spline is continuously provided in the axial direction on the
The manual transmission for a vehicle, wherein the plurality of hubs provided on the counter shaft are provided on the counter shaft so as not to rotate relative to each other by spline fitting using an outer spline of the counter shaft.