WO2017110804A1

WO2017110804A1 - Manual transmission for vehicle

Info

Publication number: WO2017110804A1
Application number: PCT/JP2016/087938
Authority: WO
Inventors: 勇樹枡井; 潤藪田; 裕一福原
Original assignee: アイシン・エーアイ株式会社
Priority date: 2015-12-24
Filing date: 2016-12-20
Publication date: 2017-06-29
Also published as: JP2019031984A

Abstract

The invention comprises: driven gears that are distributed among a first intermediate shaft, a second intermediate shaft, and a third intermediate shaft, each driven gear always engaging with a drive gear; and a switching device that employs one of the driven gear and the drive gear as an idler gear provided so as to be able to rotate idly with respect to the shaft on which said gear is provided, employs the other gear as a fixed gear fixed to the shaft on which said gear is provided, and disengageably connects an idler gear corresponding to one gear position selected from among a plurality of gear positions to the shaft on which said idler gear is provided. The switching device includes an operation mechanism unit that, in order to establish a reverse gear position, controls: a disengagement operation for transitioning to a state in which a second relay gear, which is an idler gear, is relatively rotatable with respect to the second intermediate shaft; a first engagement operation for transitioning to a state in which a first relay gear, which is an idler gear, is connected to the first intermediate shaft; and a second engagement operation for transitioning to a state in which an idler gear corresponding to a specific gear position is connected to a shaft on which said idler gear is provided.

Description

Manual transmission for vehicle

The present invention relates to a vehicle manual transmission.

2. Description of the Related Art Conventionally, a vehicle manual transmission (hereinafter referred to as M / T) having a plurality of forward shift speeds and a reverse shift speed is known as described in Patent Document 1. . In this type of M / T, an input shaft that forms a power transmission system with the output shaft of the engine, an output shaft that forms a power transmission system with the drive wheels, and two intermediate shafts ( The first intermediate shaft and the second intermediate shaft) and one idle shaft are rotatably supported by the housing in parallel with each other.

FIG. 21 shows an example of the M / T of the type described above that has six gears for forward movement (1st to 6th gears) and one gear for reverse gearing (6th gear M / T). is there. In the six-speed M / T shown in FIG. 21, the input shaft Ai is provided with a first-speed drive gear G1i, a second-speed drive gear G2i, and a “fourth-speed drive gear” in order from the side closer to the engine E / G. In addition, a first dual-purpose drive gear G45i that also serves as a fifth-speed drive gear, a third-speed drive gear G3i, and a sixth-speed drive gear G6i are disposed so as not to be relatively rotatable.

In order from the side closer to the engine E / G, the first final drive gear Gfi1 cannot rotate relative to the first intermediate shaft A1, “the first-speed drive gear G1i, the second-speed drive gear G2i, and the first combined use. The drive gear G45i, the first-speed driven gear G1o, the second-speed driven gear G2o, the fourth-speed driven gear G4o, and the third-speed driven gear G3o that are always meshed with the driving gear G45i and the third-speed driving gear G3i are relative to each other. It is arranged so that it can rotate.

In order from the side closer to the engine E / G, the second final drive gear Gfi2 cannot be rotated relative to the second intermediate shaft A2, and the reverse driven gear GRo2 can be rotated relative to the first intermediate drive gear G45i. A fifth-speed driven gear G5o and a sixth-speed driven gear G6o that are always meshed with the sixth-speed drive gear G6i are disposed so as to be relatively rotatable.

“A final driven gear Gfo that always meshes with the first final drive gear Gfi1 and the second final drive gear Gfi2” is disposed on the output shaft Ao so as not to be relatively rotatable.

The idle shaft A5, in order from the side closer to the engine E / G, "reverse first drive gear GRi that always meshes with the first-speed drive gear G1i" and "reversely driven gear GRo2 always meshes with the idle shaft A5. In addition, a second drive gear GRo1 that rotates integrally with the reverse first drive gear GRi is disposed so as to be relatively rotatable.

In the six-speed M / T shown in FIG. 21, the “sleeve S1 disposed so as not to be rotatable relative to the first intermediate shaft A1 and movable in the axial direction” is a first-speed driven gear G1o (second-speed driven gear G2o). ) To the first-speed (second-speed) power transmission system (input shaft Ai → first-speed drive gear G1i (second-speed drive gear G2i) → first-speed driven gear G1o (two (Speed driven gear G2o) → sleeve S1 → first intermediate shaft A1 → first final drive gear Gfi1 → final driven gear Gfo → output shaft Ao).

By engaging the “sleeve S <b> 2 that is not rotatable relative to the first intermediate shaft A <b> 1 and is movable in the axial direction” with the third-speed driven gear G <b> 3 o (four-speed driven gear G <b> 4 o), the third speed ( (4th speed) power transmission system (input shaft Ai → 3-speed drive gear G3i (first combined drive gear G45i) → 3-speed driven gear G3o (4-speed driven gear G4o) → sleeve S2 → first 1 intermediate shaft A1 → first final drive gear Gfi1 → final driven gear Gfo → output shaft Ao).

By engaging the “sleeve S3 that is not rotatable relative to the second intermediate shaft A2 and movable in the axial direction” with the driven gear G5o for the fifth speed (the driven gear G6o for the sixth speed), the fifth speed ( Sixth speed power transmission system (input shaft Ai → first combined drive gear G45i (sixth drive gear G6i) → fifth driven gear G5o (sixth driven gear G6o) → sleeve S3 → first 2 intermediate shaft A2 → second final drive gear Gfi2 → final driven gear Gfo → output shaft Ao).

By engaging the “sleeve S4 that is not rotatable relative to the second intermediate shaft A2 and is movable in the axial direction” with the driven gear GRo2 for reverse travel, the power transmission system for reverse travel (input shaft Ai → first speed Drive gear G1i → reverse first drive gear GRi → second drive gear GRo1 → reverse driven gear GRo2 → sleeve S4 → second intermediate shaft A2 → second final drive gear Gfi2 → finally driven gear Gfo → output Axis Ao) is realized.

JP 2011-43180 A

Generally, in a front-wheel drive vehicle in which the engine is disposed on the front side of the vehicle, the engine output shaft is disposed along the width direction of the vehicle. The input shaft of the M / T is disposed coaxially with and connected to the output shaft of the engine via a clutch. For this reason, M / T is arrange | positioned in the engine vicinity through a clutch so that the input shaft of M / T may follow the width direction of a vehicle. That is, the engine / clutch / M / T assembly is disposed between the left and right side frames which are relatively narrow in the engine room of the vehicle. Therefore, it is desired to shorten the total length of the M / T in the axial direction.

Furthermore, in recent years, there is a tendency for the size of the side frame to be increased in order to make the vehicle compact and improve the collision safety of the vehicle. In addition, so-called hybrid vehicles including an engine and an electric motor as power sources are also increasing. As a result, the mounting space for the M / T is further narrowed. That is, it is desired to shorten the overall length of the M / T in the axial direction.

Hereinafter, in the present invention, for convenience of explanation, a gear that is provided so as to be rotatable relative to a shaft and is detachably connected to the shaft is defined as an idler gear, and a pair of idlers that can be engaged with a single sleeve. The rolling gear will be referred to as “gear set”.

In the conventional six-speed M / T shown in FIG. 21, the six forward gears G1o, G2o, G3o, G4o, G5o, and G6o corresponding to the idle gears defined in the present invention have two intermediate shafts. They are allocated to A1 and A2. That is, in the forward shift speed, the first speed and the second speed, the third speed and the fourth speed, the fifth speed and the sixth speed, and one odd number from the low speed side and one odd number from the first gear. A pair of shift speeds is composed of an even-numbered shift speed on the high speed side, and in particular, the first intermediate shaft A1 has two pairs of speeds of first speed and second speed, third speed and fourth speed. Two gear sets (that is, four idle gears G1o, G2o, G3o, G4o) used for the stage are arranged. The large number of idle gears arranged on one intermediate shaft in this way is one of the major factors that increase the axial length of the M / T. The arrival of a manual transmission for vehicles that can shorten the axial length is desired.

An object of the present invention is to provide a vehicle manual transmission that includes an input shaft, an output shaft, and a plurality of intermediate shafts and that can reduce the axial length.

A manual transmission for a vehicle according to the present invention is interposed in a power transmission system connecting an output shaft of a power source of a vehicle and a drive wheel, and has a plurality of forward shift stages and a reverse shift stage. In the manual transmission, the plurality of forward shift stages include a first group shift stage, a second group shift stage different from the first group shift stage, and the first group shift stage. And a third group of gears different from the second group of gears, and the vehicle manual transmission includes:
A housing;
An input shaft that is rotatably supported by the housing and forms the power transmission system with an output shaft of the power source;
A plurality of drive gears provided on the input shaft;
A first intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the first group of gears provided on the first intermediate shaft and constantly meshing with at least one of the drive gears of the first group of gears;
A first relay gear that is a free-wheeling gear provided on the first intermediate shaft so as to be relatively rotatable;
A first final drive gear fixed to the first intermediate shaft;
A second intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the second group of gears provided on the second intermediate shaft and constantly meshing with at least one of the drive gears of the second group of gears;
A second relay gear which is a free-wheeling gear which is provided on the second intermediate shaft so as to be relatively rotatable and is always meshed with the first relay gear;
A second final drive gear fixed to the second intermediate shaft;
A third intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the third group of gears provided on the third intermediate shaft and constantly meshing with at least one of the drive gears of the third group of gears;
A third relay gear fixed to the third intermediate shaft and constantly meshing with the first relay gear;
An output shaft that is rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft, and that forms the power transmission system with the drive wheels;
A final driven gear fixed to the output shaft and always meshed with each of the first final driving gear and the second final driving gear;
One of the driven gear and the driving gear that are always meshed is an idler gear that is provided so as to be relatively rotatable with respect to the shaft on which the gear is provided, and the driven gear and the driving gear that are always meshed with each other. The other of them is a fixed gear fixed to the shaft provided with the gear,
An idler gear corresponding to a selected one of the plurality of forward gears is detachably connected to a shaft provided with the idler gear, and the first relay gear A switching device that releasably connects one relay gear selected from the second relay gear to a shaft on which the relay gear is provided,
The switching device is
In order to establish a neutral state, all the idle gears corresponding to the plurality of forward gears are maintained so as to be rotatable relative to the shaft on which the idle gears are provided, and the first relay gear The second intermediate gear is connected to the second intermediate shaft, while maintaining relative rotation with respect to the first intermediate shaft,
In order to establish one of the plurality of forward gears, an idle gear corresponding to the gear is connected to a shaft provided with the idle gear, and the first relay gear Maintaining the relative rotation with respect to the first intermediate shaft, maintaining the second relay gear connected to the second intermediate shaft,
In order to establish the reverse gear, the idle gear corresponding to the specific gear, which is one of the gears of the third group, is connected to the shaft provided with the idle gear. The first relay gear is coupled to the first intermediate shaft, and the second relay gear is configured to be rotatable relative to the second intermediate shaft.
The switching device reaches the release region where the connection is released from the engagement region where the second relay gear is connected to the second intermediate shaft, and the second relay gear is used as the second intermediate shaft. Extraction operation for shifting to a state in which relative rotation is possible, and rotation of the first relay gear and the first intermediate shaft from a release region in which the first relay gear is in a state of relative rotation with respect to the first intermediate shaft A state in which the first relay gear and the first intermediate shaft are connected by reaching the first engagement region where the first relay gear and the first intermediate shaft are engaged via the first synchronization region Corresponding to the specific shift stage from the release region in which the idle gear corresponding to the specific shift stage is in a state of being rotatable relative to the shaft on which the idle gear is provided. The rotation of the idle gear and the shaft provided with the idle gear is the same. The idle gear corresponding to the specific shift speed reaches the second engagement area where the idle gear corresponding to the specific gear and the shaft provided with the idle gear are engaged. A second entering operation for shifting to a state in which the rotating gear and the shaft provided with the idle gear are connected, and the start of the operation of the first synchronizing region and the second synchronizing region is performed An operation mechanism unit that is executed during operation or after the end of the extraction operation.

In this way, the idler gear that is releasably connected to the shaft that is relatively rotatable can be distributed to the three intermediate shafts and further to the input shaft without concentrating on the two intermediate shafts. Placed. Therefore, the axial length of the vehicle manual transmission including the input shaft, the output shaft, and the plurality of intermediate shafts can be shortened. Further, the switching device requires three operations, that is, a pulling operation, a first entering operation, and a second entering operation in order to establish a reverse gear. In these three operations, the operation mechanism unit causes the start of the operation of the first synchronization region in the first entering operation and the operation of the second synchronization region in the first entering operation to be performed during the operation of the extracting operation or after the end of the extracting operation, Since the entering operation and the removing operation do not occur at the same time, double meshing in the power transmission system and the accompanying torque circulation can be suppressed. Therefore, the reverse gear can be established smoothly.

It is a skeleton figure in the neutral state which shows the main sections of the 6-speed manual transmission for vehicles concerning one embodiment of the present invention. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a first speed state. It is a figure which shows the power transmission system in the 1st speed state of FIG. 2A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a second speed state. It is a figure which shows the power transmission system in the 2nd speed state of FIG. 3A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a third speed state. It is a figure which shows the power transmission system in the 3rd speed state of FIG. 4A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fourth speed state. It is a figure which shows the power transmission system in the 4-speed state of FIG. 5A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fifth speed state. It is a figure which shows the power transmission system in the 5th speed state of FIG. 6A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a six-speed state. It is a figure which shows the power transmission system in the 6-speed state of FIG. 7A. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a reverse state. It is a figure which shows the power transmission system in the 6-speed state of FIG. 8A. It is a figure which shows an example of the shift pattern of a shift lever. It is a schematic diagram which shows the specific structure of a switching apparatus. It is a schematic diagram which shows arrangement | positioning of a 1st drive part, a 1st head, and a 2nd head. It is a schematic diagram which shows arrangement | positioning with a 2nd drive part and a 3rd head. It is a schematic diagram which shows arrangement | positioning with a 3rd drive part and a 4th head. It is a schematic diagram which shows arrangement | positioning with a 4th drive part and a 5th head. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in the first speed state. It is a figure which shows the 1st-speed position of a shift lever. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in a 2nd speed state. It is a figure which shows the 2nd speed position of a shift lever. FIG. 11 is a schematic diagram of a switching device corresponding to FIG. 10 in a third speed state. It is a figure which shows the 3rd speed position of a shift lever. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in a 4-speed state. It is a figure which shows the 4-speed position of a shift lever. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in the fifth speed state. It is a figure which shows the 5-speed position of a shift lever. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in a 6-speed state. It is a figure which shows the 6th speed position of a shift lever. It is a schematic diagram of the switching apparatus corresponding to FIG. 10 in a reverse state. It is a figure which shows the reverse position of a shift lever. It is a schematic diagram which shows the action | operation with the 2nd drive part and a 3rd head in the stage in the middle of the transition from a neutral state to a reverse state. It is a schematic diagram which shows the action | operation with the 3rd drive part and the 4th head in the stage in the middle of the transition from a neutral state to a reverse state. It is a schematic diagram which shows the action | operation of the 4th drive part and the 5th head in the stage in the middle of the transition from a neutral state to a reverse state. It is a figure which shows the position in the middle of the transition from a neutral state to a reverse state of a shift lever. FIG. 19B is a schematic diagram corresponding to FIG. 19A at the stage where the transition from the neutral state to the reverse state is completed. FIG. 19B is a schematic diagram corresponding to FIG. 19B at the stage where the transition from the neutral state to the reverse state is completed. FIG. 20B is a schematic diagram corresponding to FIG. 19C at the stage where the transition from the neutral state to the reverse state is completed. It is a skeleton figure corresponding to FIG. 1 in the conventional 6-speed manual transmission for vehicles.

Hereinafter, a vehicle manual transmission according to an embodiment of the present invention will be described with reference to the drawings. A vehicle manual transmission M / T according to an embodiment of the present invention includes six shift speeds (first speed to sixth speed) for forward movement and one shift speed (reverse) for reverse movement. The present invention is applied to an FF vehicle in which an output shaft 61 of an engine E / G, which is a power source of the vehicle, is arranged in a lateral direction with respect to the vehicle.

(Constitution)
As shown in FIG. 1, a vehicle manual transmission M / T according to an embodiment of the present invention includes an input shaft Ai, a first intermediate shaft A1, a second intermediate shaft A2, a third intermediate shaft A3, and an output shaft. It has five Ao axes. These five shafts are rotatably supported by a plurality of bearings (or bushes) fixed to the housing 62 so as to be eccentric and parallel to each other. The input shaft Ai is connected to the output shaft 61 of the engine E / G via the clutch C / T. The output shaft Ao is connected to drive wheels (front two wheels) 64 via a connection mechanism (not shown). The vehicle manual transmission M / T is disposed beside the engine E / G via a clutch so that the axis of the vehicle manual transmission M / T is oriented laterally with respect to the vehicle.

The input shaft Ai also serves as a drive gear for the forward shift speed, in order from the side closer to the engine E / G (clutch C / T), and also serves as the first-speed drive gear Gi1, the third-speed drive gear, and the fifth-speed drive gear. A first dual-purpose drive gear Gi35, a second-speed drive gear Gi2, and a second dual-purpose drive gear Gi46 that also serves as a fourth-speed and sixth-speed drive gear are provided on the same axis. The first-speed drive gear Gi1, the first combined drive gear Gi35, the second-speed drive gear Gi2, and the second combined drive gear Gi46 are fixed drive gears fixed to the input shaft Ai, and are defined in the present invention. It is a fixed gear.

The first intermediate shaft A1 is coaxially provided with a fifth-speed driven gear Go5 and a sixth-speed driven gear Go6 in order from the side closer to the engine E / G. Yes. The fifth-speed driven gear Go5 and the sixth-speed driven gear Go6 are driven idle gears that are provided so as to be relatively rotatable with respect to the first intermediate shaft A1, and are detachably connected to the first intermediate shaft A1, It is an idle gear defined in the present invention. The fifth-speed driven gear Go5 and the sixth-speed driven gear Go6 are always meshed with the first combined drive gear Gi35 and the second combined drive gear Gi46, respectively. The fifth speed and the sixth speed correspond to the “first group gear stage” of the present invention.

The first intermediate shaft A1 includes a first final drive gear Gfi1 and a first gear in order from the side closer to the engine E / G at a position closer to the engine E / G than the fifth-speed driven gear Go5. Relay gears Gc1 are provided on the same axis. The first final drive gear Gfi1 is fixed to the first intermediate shaft A1. The first relay gear Gc1 is provided to be rotatable relative to the first intermediate shaft A1.

The second intermediate shaft A2 is provided with a third-speed driven gear Go3 and a fourth-speed driven gear Go4 on the same axis in order from the side closer to the engine E / G. ing. The third-speed driven gear Go3 and the fourth-speed driven gear Go4 are driven idle gears that are provided so as to be rotatable relative to the second intermediate shaft A2, and are detachably coupled to the second intermediate shaft A2. It is an idle gear defined in the present invention. The third-speed driven gear Go3 and the fourth-speed driven gear Go4 are always meshed with the first dual-purpose drive gear Gi35 and the second dual-purpose drive gear Gi46, respectively. The third speed and the fourth speed different from the first group shift speeds (fifth speed, sixth speed) correspond to the “second group shift speeds” of the present invention.

The second intermediate shaft A2 includes a second final drive gear Gfi2 and a second second drive gear Gfi2 in order from the side closer to the engine E / G at a position closer to the engine E / G than the third-speed driven gear Go3. Relay gears Gc2 are provided on the same axis. The second final drive gear Gfi2 is fixed to the second intermediate shaft A2. The second relay gear Gc2 is provided to be rotatable relative to the second intermediate shaft A2. The second relay gear Gc2 is always meshed with the first relay gear Gc1.

The third intermediate shaft A3 is provided with a first-speed driven gear Go1 and a second-speed driven gear Go2 on the same axis in order from the side closer to the engine E / G as the driven gears of the forward shift stage. ing. The first-speed driven gear Go1 and the second-speed driven gear Go2 are provided to be rotatable relative to the third intermediate shaft A3. The first-speed driven gear Go1 and the second-speed driven gear Go2 are always meshed with the first-speed drive gear Gi1 and the second-speed drive gear Gi2, respectively. The first speed and the second speed, which are different from the first group (5-speed, 6-speed) and the second group (3-speed, 4-speed), are the "third group speed" according to the present invention. Corresponding to

The third intermediate shaft A3 is coaxially provided with a third relay gear Gc3 at a position closer to the engine E / G than the first-speed driven gear Go1. The third relay gear Gc3 is fixed to the third intermediate shaft A3. The third relay gear Gc3 is always meshed with the first relay gear Gc1.

The final driven gear Gfo integrated with the casing 70 of the differential gear mechanism D / F having one of the well-known configurations is coaxially disposed on the output shaft Ao. That is, the final driven gear Gfo is fixed to the output shaft Ao. The final driven gear Gfo is always meshed with the first final drive gear Gfi1 and the second final drive gear Gfi2.

As shown in FIG. 1, the vehicle manual transmission M / T includes a first switching mechanism M1, a second switching mechanism M2, a third switching mechanism M3, a fourth switching mechanism M4, and a fifth switching mechanism M5. I have. Switching of the gear position of the vehicle manual transmission M / T is achieved by operating the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5. Is done. The first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 are a shift lever SL (see FIG. 9), a first switching mechanism M1, and a second switching mechanism, which will be described later. The switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 are operated according to the operation of the shift lever SL through a plurality of link mechanisms (not shown) that connect the switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5.

The first switching mechanism M1 is arranged with respect to the third intermediate shaft A3 between the first-speed driven gear Go1 and the second-speed driven gear Go2. The first switching mechanism M1 includes a first connection piece 11 that rotates integrally with the third intermediate shaft A3, a second connection piece 12 that rotates integrally with the first-speed driven gear Go1, and a second-speed driven. A third connection piece 13 that rotates integrally on the same axis as the gear Go2 and a sleeve S1 that is movable in the axial direction of the third intermediate shaft A3 are provided. The sleeve S1 is operated according to the operation of the shift lever SL via the above-described link mechanism. The sleeve S1 corresponds to the “third sleeve” of the present invention.

The sleeve S1 can be splined to the first connecting piece 11, the second connecting piece 12, and the third connecting piece 13. When the sleeve S1 is in a non-connected state (neutral position shown in FIG. 1) where only the first connecting piece 11 is spline-fitted, the first-speed driven gear Go1 and the second-speed driven gear Go2 are both connected to the third intermediate shaft A3. Relative rotation is possible.

When the sleeve S1 is in the first speed state (the shift position where the sleeve S1 has moved to the right in the drawing from the position shown in FIG. 1) in which the first connecting piece 11 and the second connecting piece 12 are spline-fitted, the second speed driven gear While Go2 can rotate relative to the third intermediate shaft A3, the first-speed driven gear Go1 cannot rotate relative to the third intermediate shaft A3. That is, the first switching mechanism M1 functions to connect the first-speed driven gear Go1 to the third intermediate shaft A3 provided with the first-speed driven gear Go1.

Further, when the sleeve S1 is in the second speed state in which the sleeve S1 is spline-fitted with the first connecting piece 11 and the third connecting piece 13 (the shift position where the sleeve S1 has moved to the left in the drawing from the neutral position shown in FIG. 1), The driven gear Go1 can rotate relative to the third intermediate shaft A3, while the second-speed driven gear Go2 cannot rotate relative to the third intermediate shaft A3. That is, the first switching mechanism M1 functions to connect the second driven gear Go2 to the third intermediate shaft A3 provided with the second driven gear Go2.

As described above, in the first switching mechanism M1, one of the non-connected state, the first speed state, and the second speed state is selectively established according to the position of the sleeve S1 operated by the shift lever SL. The second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 have similar configurations and functions as the first switching mechanism M1 described above. Omitted.

The second switching mechanism M2 is arranged with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the fourth-speed driven gear Go4. In the second switching mechanism M2, the non-connected state (neutral position shown in FIG. 1) and the third speed state (moved from the neutral position shown in FIG. 1 to the right in the figure) according to the position of the sleeve S2 operated by the shift lever SL. 1) and the fourth speed state (shift position moved from the position shown in FIG. 1 to the left in the figure) are selectively established. The sleeve S2 corresponds to the “second sleeve” of the present invention.

The third switching mechanism M3 is arranged with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the sixth-speed driven gear Go6. In the third switching mechanism M3, the non-connected state (neutral position shown in FIG. 1) and the fifth speed state (moved from the neutral position shown in FIG. 1 to the right in the figure) according to the position of the sleeve S3 operated by the shift lever SL. 1) and a six-speed state (shift position moved from the neutral position shown in FIG. 1 to the left in the figure) are selectively established. The sleeve S3 corresponds to the “first sleeve” of the present invention.

The fourth switching mechanism M4 is disposed with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the first relay gear Gc1. As shown in FIG. 1, the first relay gear Gc1 is provided so as to be rotatable relative to the first intermediate shaft A1, and is connected to the first intermediate shaft A1 by a fourth switching mechanism M4 so as to be detachable. Therefore, the first relay gear Gc1 corresponds to the idle gear defined in the present invention. In the fourth switching mechanism M4, the non-connected state (neutral position shown in FIG. 1) and the connected state of the first relay gear Gc1 (neutral shown in FIG. 1) according to the position of the sleeve S4 operated by the shift lever SL. One of the shift positions moved from the position to the right in the figure) is selectively established. The sleeve S4 corresponds to the “fourth sleeve” of the present invention.

The fifth switching mechanism M5 is arranged with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the second relay gear Gc2. As shown in FIG. 1, the second relay gear Gc2 is provided so as to be rotatable relative to the second intermediate shaft A2, and is connected to the second intermediate shaft A2 in a detachable manner by a fifth switching mechanism M5. Therefore, the second relay gear Gc2 in one embodiment corresponds to the idle gear defined in the present invention. In the fifth switching mechanism M5, the second relay gear Gc2 is connected (neutral position shown in FIG. 1) and disconnected (neutral shown in FIG. 1) according to the position of the sleeve S5 operated by the shift lever SL. One of the shift positions moved from the position to the left in the figure) is selectively established. The sleeve S5 corresponds to the “fifth sleeve” of the present invention.

Thus, the sleeves S1, S2, S3, S4 do not engage with the corresponding idle gears in the neutral position, but only the sleeve S5 engages with the idle gear (= second relay gear Gc2) in the neutral position. To do. As described above, the switching device 66 including the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 is configured. Corresponds to "device".

(Operation)
Next, the operation of the vehicle manual transmission M / T configured as described above will be described. Hereinafter, each gear stage of the vehicle manual transmission M / T will be described in order.

<First speed>
When the shift lever SL is operated to the first speed position 1st (see FIG. 9), as shown in FIG. 2A, the sleeve S1 is set to the “first speed state” and the sleeve S5 is set to “the connected state of the second relay gear Gc2”. The other sleeves S2, S3, and S4 are disconnected. As a result, as indicated by a thick solid line in FIG. 2A, in the vehicle manual transmission M / T, (input shaft Ai → first-speed drive gear Gi1 → first-speed driven gear Go1 → second connection piece 12 → Sleeve S1 → First connecting piece 11 → Third intermediate shaft A3 → Third relay gear Gc3 → First relay gear Gc1 → Second relay gear Gc2 → Thirteenth connecting piece 52 → Sleeve S5 → Twelfth connecting piece 51 → A power transmission system of second intermediate shaft A2 → second final drive gear Gfi2 → final driven gear Gfo → output shaft Ao) is formed. As shown in FIG. 2B, this power transmission system reaches the output shaft Ao from the input shaft Ai through the third intermediate shaft A3 → the first intermediate shaft A1 → the second intermediate shaft A2 in order. The number of axes is three (= odd number). As a result, the reduction ratio of the vehicle manual transmission M / T (= the ratio of the rotational speed of the input shaft Ai to the rotational speed of the output shaft Ao) is set to the first-speed reduction ratio GT1.

<Second speed>
When the shift lever SL is operated to the second speed position 2nd (see FIG. 9), as shown in FIG. 3A, the sleeve S1 is set to the “second speed state” and the sleeve S5 is “the connection state of the second relay gear Gc2”. The other sleeves S2, S3, and S4 are disconnected. As a result, as indicated by a thick solid line in FIG. 3A, in the vehicle manual transmission M / T, (input shaft Ai → second speed drive gear Gi2 → second speed driven gear Go2 → third connection piece 13 → Sleeve S1 → First connecting piece 11 → Third intermediate shaft A3 → Third relay gear Gc3 → First relay gear Gc1 → Second relay gear Gc2 → Thirteenth connecting piece 52 → Sleeve S5 → Twelfth connecting piece 51 → A power transmission system of second intermediate shaft A2 → second final drive gear Gfi2 → final driven gear Gfo → output shaft Ao) is formed. As shown in FIG. 3B, this power transmission system reaches the output shaft Ao from the input shaft Ai through the third intermediate shaft A3 → first intermediate shaft A1 → second intermediate shaft A2 in order. The number of axes is three (= odd number). As a result, the speed reduction ratio of the vehicle manual transmission M / T is set to the speed reduction ratio GT2 for the second speed for vehicle advance. The relationship of first speed reduction ratio GT1> second speed reduction ratio GT2 is established.

<Third speed>
When the shift lever SL is operated to the third speed position 3rd (see FIG. 9), as shown in FIG. 4A, the sleeve S2 is set to the “third speed state” and the sleeve S5 is set to “the connected state of the second relay gear Gc2”. The other sleeves S1, S3, and S4 are disconnected. As a result, as indicated by a thick solid line in FIG. 4A, in the vehicle manual transmission M / T, (input shaft Ai → first combined drive gear Gi35 → third speed driven gear Go3 → fifth connection piece 22 → A power transmission system of sleeve S2, fourth connecting piece 21, second intermediate shaft A2, second final drive gear Gfi2, final driven gear Gfo, and output shaft Ao) is formed. As shown in FIG. 4B, this power transmission system reaches the output shaft Ao from the input shaft Ai only through the second intermediate shaft A2 (the number of passing shafts is one (= odd number)). As a result, the reduction ratio of the vehicle manual transmission M / T is set to the three-speed reduction ratio GT3 for forward movement of the vehicle. The relationship of second speed reduction ratio GT2> third speed reduction ratio GT3 is established. In this way, even when the sleeve S5 is maintained in the “connected state of the second relay gear Gc2,” the sleeve S1 is maintained in the non-connected state, so a so-called “double meshing” problem occurs. No (same for the following 4th, 5th and 6th gears).

<4th speed>
When the shift lever SL is operated to the fourth speed position 4th (see FIG. 9), as shown in FIG. 5A, the sleeve S2 is set to the “fourth speed state” and the sleeve S5 is set to “the connected state of the second relay gear Gc2”. The other sleeves S1, S3, and S4 are disconnected. As a result, as shown by a thick solid line in FIG. 5A, in the vehicle manual transmission M / T, (input shaft Ai → second combined drive gear Gi46 → four-speed driven gear Go4 → sixth connecting piece 23 → A power transmission system of sleeve S2, fourth connecting piece 21, second intermediate shaft A2, second final drive gear Gfi2, final driven gear Gfo, and output shaft Ao) is formed. As shown in FIG. 5B, this power transmission system reaches the output shaft Ao from the input shaft Ai via only the second intermediate shaft A2 (the number of the passing shaft is one (= odd number)). As a result, the reduction ratio of the vehicle manual transmission M / T is set to the four-speed reduction ratio GT4 for vehicle advance. The relationship of the third speed reduction ratio GT3> fourth speed reduction ratio GT4 is established.

<5th speed>
When the shift lever SL is operated to the fifth speed position 5th (see FIG. 9), as shown in FIG. 6A, the sleeve S3 is set to the “fifth speed state” and the sleeve S5 is “the connection state of the second relay gear Gc2”. The other sleeves S1, S2, and S4 are disconnected. 6A, in the vehicle manual transmission M / T, (input shaft Ai → first combined drive gear Gi35 → fifth driven gear Go5 → eight connecting piece 32 → A power transmission system of sleeve S3 → seventh connecting piece 31 → first intermediate shaft A1 → first final drive gear Gfi1 → finally driven gear Gfo → output shaft Ao) is formed. As shown in FIG. 6B, this power transmission system reaches the output shaft Ao from the input shaft Ai only through the first intermediate shaft A1 (the number of passing shafts is one (= odd number)). As a result, the reduction ratio of the vehicle manual transmission M / T is set to the fifth reduction ratio GT5 for vehicle advance. The relationship of the fourth speed reduction ratio GT4> the fifth speed reduction ratio GT5 is established.

<Six speed>
When the shift lever SL is operated to the sixth speed position 6th (see FIG. 9), as shown in FIG. 7A, the sleeve S3 is set to the “six speed state” and the sleeve S5 is set to “the connection state of the second relay gear Gc2”. The other sleeves S1, S2, and S4 are disconnected. As a result, as indicated by a thick solid line in FIG. 7A, in the vehicle manual transmission M / T, (input shaft Ai → second combined drive gear Gi46 → sixth driven gear Go6 → 9th connecting piece 33 → A power transmission system of sleeve S3 → seventh connecting piece 31 → first intermediate shaft A1 → first final drive gear Gfi1 → finally driven gear Gfo → output shaft Ao) is formed. As shown in FIG. 7B, this power transmission system reaches the output shaft Ao from the input shaft Ai via only the first intermediate shaft A1 (the number of passing shafts is one (= odd number)). As a result, the reduction ratio of the vehicle manual transmission M / T is set to the six-speed reduction ratio GT6 for vehicle advancement. The relationship of the fifth speed reduction ratio GT5> the sixth speed reduction ratio GT6 is established.

<Reverse>
When the shift lever SL is operated to the reverse position R (see FIG. 9), as shown in FIG. 8A, the three sleeves S1, S4, S5 move from the neutral position to the shift position, and the sleeve S1 is in the “first speed state. The sleeve S4 is set to “the connected state of the first relay gear Gc1”, and the sleeve S5 is set to “the disconnected state of the second relay gear Gc2.” The other sleeves S2 and S3 are not connected. As a result, as indicated by a thick solid line in FIG. 8A, in the vehicle manual transmission M / T, (input shaft Ai → first-speed drive gear Gi1 → first-speed driven gear Go1 → second connection piece 12 → Sleeve S1 → first connecting piece 11 → third intermediate shaft A3 → third relay gear Gc3 → first relay gear Gc1 → eleventh connecting piece 42 → sleeve S4 → tenth connecting piece 41 → first intermediate shaft A1 → first A power transmission system of one final drive gear Gfi1 → final driven gear Gfo → output shaft Ao) is formed. As shown in FIG. 8B, this power transmission system reaches the output shaft Ao from the input shaft Ai through the third intermediate shaft A3 and the first intermediate shaft A1 in this order (the number of passing shafts is two ( = Even)). As a result, the reduction ratio of the vehicle manual transmission M / T is set to the reverse reduction ratio GTR for vehicle reverse travel. Thus, in this example, “first speed” corresponds to the “specific shift speed” of the present invention.

(Configuration of switching device)
Hereinafter, a specific configuration of the above-described switching device 66 will be described with reference to FIGS. 9 to 20C.

By operating the shift lever SL according to the shift pattern shown in FIG. 9 as an example, the switching device 66, that is, the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, and the fourth switching mechanism M4. And the fifth switching mechanism M5 is driven. In the shift pattern shown in FIG. 9, a first select position E1, a second select position E2, a third select position E3, and a fourth select position E4 are provided. By the select operation, the position of the shift lever SL is adjusted to one of the select positions E1, E2, E3, E4, and then the shift lever SL is moved from the select position to the desired gear position by the shift operation. The desired shift speed is established by moving in the direction.

The operation (select operation and shift operation) of the position of the shift lever SL (or a driven member corresponding to the shift lever SL) may be manually performed by the driver of the vehicle, or an electric actuator It may be automatically performed based on the state of the vehicle.

When the shift lever SL is in the first select position E1, the second select position E2, the third select position E3, and the fourth select position E4, it is in the neutral state. Normally, the neutral state of the vehicle manual transmission MT is As shown in FIG. 9, the shift lever SL is set to the second select position E2.

As shown in FIG. 10, the switching device 66 includes a shift & select shaft Z (hereinafter referred to as “S & S shaft Z”), five fork shafts FS1, FS2, FS3, FS4 and FS5, and an interlock plate P. Are provided with plates P1, P2, P3, P4 and P5.

The S & S shaft Z is supported by the housing 62 so as to be movable with respect to the housing 62 in the first axial direction (vertical direction in FIG. 10) and rotatable about the first axis. The S & S shaft Z is connected to the shift lever SL via a plurality of link mechanisms (not shown) so as to move in the first axis direction by a select operation and to rotate around the first axis by a shift operation.

In the S & S shaft Z, the first drive unit D1, the second drive unit D2, the third drive unit D3, and the fourth drive unit D4 are directed from the first side to the second side at different positions in the first axial direction ( In FIG. 10, they are integrally provided in order (from the upper side to the lower side).

The five fork shafts FS1, FS2, FS3, FS4, FS5 are parallel to each other and perpendicular to the S & S shaft Z (the S & S shaft Z is in a so-called “twisted position” relationship). The housing 62 is supported so as to be movable in a second axis direction orthogonal to the first axis direction and not rotatable about the second axis. The five fork shafts FS1, FS2, FS3, FS4, and FS5 are arranged in the housing 62 from the first side to the second side in the first axial direction of the S & S shaft Z (in FIG. 10, from the upper side to the lower side). ) Arranged in order.

Fork shafts FS1, FS2, FS3, FS4, and FS5 have a first head H1 (fifth-sixth speed head), a second head H2 (third-speed-fourth-speed head), and a third head H3 (first-speed-two), respectively. Speed and reverse head), a fourth head H4 (first relay gear Gc1 head), and a fifth head H5 (second relay gear Gc2 head) are integrally provided.

As shown in FIG. 10, the third head H3 has an S & S in order to allow the shift lever SL to engage with the second drive unit D2 at both the third select position E3 and the fourth select position E4. The length La of the third head H3 in the first axis direction of the shaft Z is configured to be longer than the lengths of the other heads H1, H2, H4, and H5.

Further, the above-described sleeves S3, S2, S1, S4, and S5 shown in FIG. 1 and the like are locked to the fork shafts FS1, FS2, FS3, FS4, and FS5, respectively.

As shown in FIGS. 11A to 11D, depending on the select position of the S & S shaft Z corresponding to the shift positions E1 to E4 of the shift lever SL, any of the drive parts of the drive parts D1 to D4 of the S & S shaft Z The head can be engaged with any one of the heads H1 to H5.

As shown in FIG. 11A, the first drive unit D1 has an inner lever D1a. When the shift lever SL is moved to the first select position E1 in the neutral state, the inner lever D1a is located inside the first head H1. It becomes possible to engage with a pair of side surfaces H1a provided on the side. Further, when the shift lever SL moves to the second select position E2 in the neutral state, the inner lever D1a can be engaged with a pair of both side surfaces H2a provided on the inner side of the second head H2.

As shown in FIG. 11B, the second drive unit D2 has a cam D2a (corresponding to the second cam of the present invention), and the third select position E3 and the fourth select position where the shift lever SL is in the neutral state. When moved to E4, the cam surface of the cam D2a can be engaged with both side protrusions H3a provided inside the third head H3.

As shown in FIG. 11C, the third drive unit D3 has a cam D3a (corresponding to the third cam of the present invention), and when the shift lever SL moves to the fourth select position E4 in the neutral state. The cam surface of the cam D3a can be engaged with both side protrusions H4a provided on the inner side of the fourth head H4.

As shown in FIG. 11D, the fourth drive portion D4 has a configuration having a cam D4a (corresponding to the fourth cam of the present invention), and when the shift lever SL moves to the fourth select position E4 in the neutral state. The cam surface of the cam D4a can be engaged with both side protrusions H5a provided inside the fifth head H5.

Referring to FIG. 10 again, the interlock plate P exhibits a so-called interlock function that maintains the fork shaft and the sleeve in a neutral position regardless of the establishment of the shift stage. The interlock plate P is an S & S shaft. The S & S shaft Z moves integrally with the housing 62 in the first axial direction (vertical direction in FIG. 10) and cannot rotate about the first axis with respect to the housing 62, but can only rotate relative to the S & S shaft Z. Is provided.

The interlock plate P is located between the first drive part D1 and the second drive part D2 in the first axial direction, the first plate P1 positioned on the first side (upper side in FIG. 10) from the first drive part D1. The second plate P2 located at the second position, the third plate P3 located between the second drive part D2 and the third drive part D3, and the second position located between the third drive part D3 and the fourth drive part D4. It is comprised from the 4th plate P4 and the 5th plate P5 located in the 2nd side (lower side in FIG. 10) from the 4th drive part D4. The plates P1 to P5 are integrally formed with each other.

As shown in FIG. 10, the interlock plate P includes a gap L1 between the second drive unit D2 and the second plate P2 in the first axial direction of the S & S shaft Z, and the second drive unit D2 and the third plate. The gap L2 between P3 is a gap L3 between the first drive part D1 and the first plate P1, a gap L4 between the first drive part D1 and the second plate P2, and a third drive part D3 and the first drive part D3. A gap L5 between the third plate P3, a gap L6 between the third drive part D3 and the fourth plate P4, a gap L7 between the fourth drive part D4 and the fourth plate P4, and a fourth drive part. It is the structure arrange | positioned larger than the clearance gap L8 between D4 and the 5th plate P5. As a result, the interlock plate P maintains the fork shaft and the sleeve, that is, the head, in the neutral position regardless of the establishment of the gear position by the operation of the plates P1 to P5.

As described above, in the vehicular manual transmission M / T of the present embodiment, the sleeve 1 establishes both the first shift speed and the reverse shift speed (reverse). Move from the neutral position to the shift position. Accordingly, the interlock plate P for maintaining the fork shaft and the sleeve in the neutral position regardless of the establishment of the shift stage is based on the configuration of the plates P1 to P5, the driving units D1 to D4, and the heads H1 to H. At both select positions E3, E4, the third select position E3 for the shift lever SL to establish the first speed and the fourth select position for establishing the reverse speed (reverse), the second drive unit D2 Can be engaged with the third head H3 that locks the sleeve S1, while at the remaining select positions E1 and E2 other than the third select position E3 and the fourth select position E4 of the shift lever SL, the third head H3 is used. The movement from the neutral position is restricted by engaging with the third plate P3. As will be described below, the interlock plate P maintains the fork shaft and the sleeve, that is, the head, in the neutral position regardless of the establishment of the shift stage by the operation of the plates P1 to P5.

<First and second speed>
In order to establish the first speed (second speed), first, the shift lever SL is set to the third select position E3 (see FIG. 9), and the S & S shaft Z is also moved to it as shown in FIG. 12A (FIG. 13A). The corresponding third select position is set. At the third select position, the S & S shaft Z allows the second drive unit D2 to engage with the third head H3. On the other hand, all the remaining heads H1, H2, H4, H5 are restricted from moving from the neutral position by engaging with the plates P1, P4, P5 of the interlock plate P. From this state, as shown in FIG. 12B [FIG. 13B], the shift lever SL is moved to the first speed position 1st (second speed position 2nd), so that the cam D2a of the second drive unit D2 accompanying the rotation of the S & S shaft Z. The third head H3 is pressed and driven by this rotation, and the third fork shaft FS3 and the sleeve S1 are moved from the neutral position to the first speed (second speed) shift position. As a result, the first speed (second speed) at the forward shift speed of the vehicle manual transmission M / T is established (see FIGS. 2A and 3A).

<3-speed and 4-speed>
In order to establish the third speed (fourth speed), first, the shift lever SL is set to the second select position E2 (see FIG. 9), and the S & S shaft Z is also moved to the position shown in FIG. 14A (FIG. 15A). The corresponding second select position is set. The S & S shaft Z can be engaged with the second head H2 by the first drive unit D1 at the second select position. On the other hand, the movement of the remaining heads H1, H3 to H5 from the neutral position is restricted by engaging the plates P1, P3, P4, and P5 of the interlock plate P. From this state, as shown in FIG. 14B (FIG. 15B), the shift lever SL is moved to the third speed position 3rd (fourth speed position 4th), so that the inner lever D1a of the first drive unit D1 accompanying the rotation of the S & S shaft Z is obtained. The second head H2 is pressed and driven by this rotation, and the second fork shaft FS2 and the sleeve S2 are moved from the neutral position to the third speed (fourth speed) shift position. As a result, the third speed (fourth speed) is realized (see FIGS. 4A and 5A).

<5-speed and 6-speed>
In order to establish the fifth speed (sixth speed), first, the shift lever SL is set to the first select position E1 (see FIG. 9), and the S & S shaft Z is also moved to it as shown in FIG. 16A (FIG. 17A). The corresponding first select position is set. At the first select position, the S & S shaft Z allows the first drive unit D1 to engage with the first head H1. On the other hand, all the remaining heads H2 to H5 are restricted from moving from the neutral position by engaging with the plates P2 to P5 of the interlock plate P. From this state, as shown in FIG. 16B [FIG. 17B], the shift lever SL is moved to the fifth speed position 5th (sixth speed position 6th), so that the inner lever D1a of the first drive unit D1 accompanying the rotation of the S & S shaft Z is obtained. The first head H1 is pressed and driven by this rotation, and the first fork shaft FS1 and the sleeve S3 are moved from the neutral position to the fifth speed (six speed) shift position. As a result, the fifth speed (sixth speed) is established in the forward shift speed of the vehicle manual transmission M / T (see FIGS. 6A and 7A).

<Reverse>
In order to establish the reverse, first, the shift lever SL is set to the fourth select position E4 (see FIG. 9), and the S & S shaft Z is also set to the fourth select position corresponding thereto as shown in FIG. 18A. . In the fourth select position, the S & S shaft Z can be engaged with the third head H3, the fourth head H4, and the fifth head H5, respectively, by the second drive unit D2, the third drive unit D3, and the fourth drive unit D4. Become. On the other hand, the movement of the remaining heads H1 and H2 from the neutral position is restricted by engaging the plate P1 of the interlock plate P. From this state, as shown in FIG. 18B, the shift lever SL is moved to the reverse position R, so that the cam D2a of the second drive unit D2, the cam D3a of the third drive unit D3 and the first drive unit D3 as the S & S shaft Z rotates. The third head H3, the fourth head H4, and the fifth head H5 are pressed and driven by the rotation of the cam D4a of the four drive unit D4. As a result, the third fork shaft FS3 and the sleeve S1 move from the neutral position to the shift position, the fourth fork shaft FS4 and the sleeve S4 move from the neutral position to the shift position, and the fifth fork shaft FS5 and sleeve S5 move from the neutral position to the shift position. . As a result, the second relay gear Gc2 can be rotated relative to the second intermediate shaft A2 by the sleeve S5, and the first relay gear Gc1 is connected to the first intermediate shaft A1 by the sleeve S4. The first-speed driven gear Go1 is connected to the third intermediate shaft A3, and the reverse of the reverse gear for the vehicle manual transmission M / T is established (see FIG. 8A).

As described above, the first plate P1 of the interlock plate P engages with the first head H1 (see FIGS. 14A and 15A) when the shift & select shaft Z is in the second select position (see FIGS. 14A and 15A). When the select shaft Z is in the third select position and the fourth select position, it engages with the first head H1 and the second head H2 (see FIGS. 12A and 18A).

The second plate P2 engages with the second head H2 when the shift & select shaft Z is in the first select position (see FIGS. 16A and 17A).

The third plate P3 engages with the third head H3 when the shift & select shaft Z is in the first select position and the second select position (see FIGS. 14A, 15A, 16A and 17A).

The fourth plate P4 engages with the fourth head H4 when the shift & select shaft Z is in the first select position, the second select position, and the third select position (see FIGS. 12A, 13A, 14, and FIG. 15A, 16A and 17A).

The fifth plate P5 engages with the fifth head H5 when the shift & select shaft Z is in the first select position, the second select position, and the third select position (see FIGS. 12A, 13A, 14, and FIG. 15A, 16A and 17A). As described above, the plates P1 to P5 of the interlock plate P can maintain the head, that is, the fork shaft and the sleeve, which are not related to the establishment of the gear position, in the neutral position.

In this way, the interlock plate P (P1 to P5) of the switching device 66 is the third select for establishing one shift speed (first speed) among the third group shift speeds of the shift & select shaft Z. Since the position and the reverse speed (reverse) are established, the movement from the neutral position of the third fork shaft FS3 related to that speed is not restricted at the select position of both the fourth select position and the third position. The fork shaft FS3 can be restricted from moving from the neutral position of the third fork shaft FS3 at the first select position and the second select position, regardless of whether the gear position is established. And an interlock function that maintains the sleeve or head in a neutral position.

As described above, in order to establish reverse, which is the reverse gear, from the neutral position, the second drive portion D2 of the S & S shaft Z is moved along with the shift lever SL from the fourth select position E4 to the reverse position R. The following three operations are performed in the sleeve S1, the sleeve S4, and the sleeve S5 through the three drive portions of the third drive portion D3 and the fourth drive portion D4.

One of the three actions is that the sleeve S5 reaches the release area where the connection is released from the engagement area where the second relay gear Gc2 is connected to the second intermediate shaft A2. "Operation for shifting the relay gear Gc2 to a state in which the relay gear Gc2 can rotate relative to the second intermediate shaft A2" (hereinafter referred to as "extraction operation").

One of the three operations is “rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region where the first relay gear Gc1 is rotatable relative to the first intermediate shaft A1 by the sleeve S4. The first relay gear Gc1 and the first intermediate shaft A1 are connected to each other through the first synchronization region in which the first relay gear Gc1 and the first intermediate shaft A1 are engaged. The operation to be shifted to (hereinafter referred to as “first entering operation”).

One of the three operations is “from the release region in which the first-speed driven gear Go1 can be rotated relative to the third intermediate shaft A3 by the sleeve S1 from the first-speed driven gear Go1 and the third intermediate shaft A3. The first relay gear Gc1 and the first intermediate shaft A1 are connected by reaching the second engagement region where the first-speed driven gear Go1 and the third intermediate shaft A3 are engaged through the second synchronization region that synchronizes the rotation of the first gear. And a second entering operation for shifting to a connected state, and an operation for shifting from a relatively rotatable state to a connected state ”(hereinafter referred to as“ second entering operation ”).

When smoothly shifting from neutral to reverse in the vehicle manual transmission M / T, if it is necessary to perform one “pulling operation” and two “entering operations” by each sleeve, In order to suppress double meshing in the system and the accompanying torque circulation, it is preferable to perform the entry operation without preceding the two extraction operations.

Therefore, in the vehicle manual transmission M / T according to the embodiment of the present invention, in order to smoothly shift from the neutral to the reverse, the above-described “unplugging operation”, “first entering operation”, “ The “on operation” is executed based on the operation timing shown below.

The start of the first synchronization region of the first entry operation and the start of the operation of the second synchronization region of the second entry operation are performed during the removal operation or after the completion of the removal operation. As a result, the start of the first engagement region of the first entry operation performed after reaching the first synchronization region and the start of the second engagement region of the second entry operation performed after reaching the second synchronization region are removed. Since it can be performed after reaching the operation release region, double meshing in the power transmission system and accompanying torque circulation can be suppressed.

In the embodiment of the present invention, in order to suppress the synchronization loss in each of the first synchronization region of the first entering operation and the synchronization region of the second entering operation, the first synchronizing region start of the first entering operation and The start of the second synchronization region of the second entering operation is executed based on the operation timing shown below.

The start of the operation of the first synchronization region is after the arrival of the second engagement region, or the start of the operation of the second synchronization region is after the arrival of the first engagement region. Thus, the first synchronization region of the first entry operation and the second entry operation of the second entry operation can be performed without overlapping the operation of the first synchronization region of the first entry operation and the operation of the second synchronization region of the second entry operation. The engagement region is executed independently. As a result, the synchronization failure in the first entering operation and the synchronization failure in the second entering operation can be suppressed.

The cam D2a and the third drive of the second drive unit D2 are configured so that the switching device 66 can execute the “pulling operation”, the “first entering operation”, and the “second entering operation” based on the aforementioned operation timing. The cam D3a of the part D3 and the cam D4a of the fourth drive part D4 are provided as shown in FIGS. 11B, 11C, and 11D. The cam D2a of the second drive unit D2 is used to perform the second entering operation as described above. The cam D3a of the third drive unit D3 is used to perform the first entering operation described above. The cam D4a of the fourth drive unit D4 is used for the aforementioned pulling operation.

In the neutral state where the shift lever SL is at the fourth select position E4 (see FIG. 9), the cam D2a of the second drive unit D2, the cam D3a of the third drive unit, and the cam D4a of the fourth drive unit D4 are as shown in FIG. 11C and 11D, the third head H3, the fourth head H4, and the fifth head H5, and the sleeve S1, the sleeve S4, and the sleeve S5 are all in the neutral position.

From this state, when the shift lever SL is moved toward the reverse position R, as shown in FIG. 19D, at the middle stage between the fourth select position E4 and the reverse position R, first, the fourth Only the head H4 and the sleeve S4 and the fifth head H5 and the sleeve S5 are moved from the neutral position to the shift position by the operation of the cam D3a of the third drive unit and the cam D4a of the fourth drive unit D4 shown in FIGS. 19B and 19C. To do. Note that the third head H3 and the sleeve S1 are maintained in the neutral position by the operation of the cam D2a of the second drive portion D2 shown in FIG. 19A. That is, the “pulling operation” and the “first entering operation” are executed prior to the “second entering operation”.

In the middle stage between the fourth select position E4 and the reverse position R, as shown in FIGS. 11D and 19C, the above-described pulling operation is performed by the operation of the cam D4a of the fourth drive unit D4. The engagement region, which is a state where the gear Gc2 is connected to the second intermediate shaft A2, is reached to the release region where the connection is released.

Further, in the middle stage between the fourth select position E4 and the reverse position R, as shown in FIGS. 11C and 19B, the operation of the cam D3a of the third drive unit D3, the first entering operation described above is performed. The first relay gear Gc1 passes through the first synchronization region that synchronizes the rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region where the first relay gear Gc1 can rotate relative to the first intermediate shaft A1. The first engagement region where the relay gear Gc1 and the first intermediate shaft A1 are engaged is reached and the first relay gear Gc1 and the first intermediate shaft A1 are connected to each other.

In the synchronization region of the first entering operation by the cam D3a of the third drive unit D3, the start of the first synchronization region is performed during the extraction operation by the cam D4a of the fourth drive unit D4. As a result, the operation of the first engagement region of the first entry operation is executed after reaching the release operation release region. In this way, it is possible to suppress the double meshing in the power transmission system and the accompanying torque circulation, and to shorten the time required for the removal operation and the first entry operation.

Thereafter, when the shift lever SL is moved to the reverse position R (see FIG. 18B), as shown in FIGS. 20B and 20C, the fourth head is operated by the operation of the cam D3a of the third drive unit and the cam D4a of the fourth drive unit D4. H4 and the sleeve S4 and the fifth head H5 and the sleeve S5 are maintained in the shift position. 20A, the third head H3 and the sleeve S1 are moved from the neutral position to the reverse (and first speed) shift position by the operation of the cam D2a of the second drive unit D2.

This indicates that the “second entering operation” is performed after the completion of the “unplugging operation” and the “first entering operation”. In order to suppress the loss of synchronization in each of the synchronization regions of the two-entry operation, the start of the operation of the first synchronization region is after the arrival of the second engagement region, or the start of the operation of the second synchronization region is The requirement to be satisfied after reaching one engagement region is satisfied. In this way, the time required to execute the first entry operation and the second entry operation can also be shortened.

As shown in FIG. 19C, the moving direction of the fifth head H5 to the shift position is the same as the moving direction of the third head H3 and the fourth head H4 to the shift position (right direction in the figure). However, the moving direction of the fifth head H5 may be opposite to the moving direction of the third head H3 and the fourth head H4 (left direction in the figure).

As described above, the operation timings of the “pulling operation”, “first entering operation”, and “second entering operation” when shifting from the neutral to the reverse are the timings of the cam surfaces of the cams D2a to D4a of the drive units D2 to D4 Based on shape. Therefore, when shifting from the reverse to the neutral by the cams D2a to D4a of the drive units D2 to D4, the “pulling operation”, “first entering operation”, and “second entering operation” when shifting from the neutral to the reverse are performed. In the return direction, that is, the removal operation is performed as an entry operation, and the entry operation is reversed to the removal operation, and the operation timing in the reversed operation is the same.

Note that when the first speed is established, that is, when the shift lever SL moves from the third select position E3 toward the first speed position 1st, the cam surface of the cam D2a of the second drive unit D2 is the third head. By pressing H3, the third head H3 and the sleeve S1 move from the neutral position to the first-speed shift position at the same timing as the “second entering operation”. Thus, the first speed is established. In addition, the cam surface of the cam D2a of the second drive unit D2 is the same as that in the case where the second speed is established, that is, when the shift lever SL moves from the third select position E3 toward the second speed position 2nd. The head H3 and the sleeve S1 are designed to move from the neutral position to the second speed shift position. Thereby, the second speed is established.

In this way, the cam D2a of the second drive unit D2, the cam D3a of the third drive unit, and the cam D4a of the fourth drive unit D4 perform the “pulling operation”, the “first entering operation”, and the “second entering operation”. The operation mechanism unit 80 to be executed is configured and corresponds to the operation mechanism unit of the present invention.

In addition, as described above, the operation mechanism unit 80 has the above-described “pull-out operation”, “first-in operation”, and “second-in operation” on the cam surfaces of the cams of the plurality of drive units provided on the S & S shaft Z. However, instead of this, the operation mechanism 80 is configured to be able to control the movement of each fork shaft using, for example, an electric actuator or the like. It is possible to set the operation timing in the “first entering operation” and the “second entering operation”.

In the vehicle manual transmission M / T according to the embodiment configured as described above, the forward driven gears Go1, Go2, Go3, Go4, Go5, Go6, the first relay gear Gc1, The two relay gears Gc2 are idle gears defined in the present invention. The eight idler gears are distributed and arranged on three intermediate shafts A1, A2, and A3. Specifically, three idle gears of a driven gear Go5, a driven gear Go6, and a first relay gear Gc1 are distributed to the first intermediate shaft A1. In addition, three idle gears of a driven gear Go3, a driven gear Go4, and a second relay gear Gc2 are distributed to the second intermediate shaft A2. In addition, two free-wheeling gears of a driven gear Go1 and a driven gear Go2 are distributed to the third intermediate shaft A3.

Therefore, compared with the conventional M / T described in the background section (six driven gears for forward movement are allocated to two intermediate shafts, see FIG. 21) The maximum number of idle gears that can be distributed can be reduced. Specifically, in the conventional M / T shown in FIG. 21, two “gear sets” (that is, four idle gears) are arranged on the first intermediate shaft A1, whereas the above-described implementation is performed. In the embodiment, the first intermediate shaft A1 and the second intermediate shaft A2 are provided with “gear sets” (that is, three idle gears) of the maximum number of idle gears. As a result, in the above-described embodiment, the axial length of the vehicle manual transmission M / T can be further shortened as compared with the related art.

Further, in the above-described embodiment, as shown in FIGS. 2A and 8A, in the “state where the sleeve S1 is set to the first speed state”, the “sleeve S5 is set to the connection state of the second relay gear Gc2. By switching between the “state” (see FIG. 2A) and the “state where the sleeve S4 is set to the connection state of the first relay gear Gc1” (see FIG. 8A), it is possible to switch between the first speed and the reverse. In other words, without providing a gear dedicated to the reverse gear and a shaft dedicated to the reverse gear (a so-called idle shaft), a specific gear among the third gears (in this example, , The first gear) enables a reverse gear.

In the above-described embodiment, the third group gears (first and second gears) are the first group gears (fifth and sixth gear) and the second group gears (third and fourth gears). Is set to a lower gear position. In addition, in the above-described embodiment, the gear of one shift stage (first speed in this example) of the third group of shift stages is used for the reverse shift stage (reverse). Therefore, the reduction gear ratio in the reverse gear can be set to the low speed side (low geared), and a large torque required for reverse travel at low speed can be secured.

In the above-described embodiment, an example in which the reverse gear is established using the first gear as the specific gear among the third gear (first gear, second gear) is shown. It is also possible to establish the reverse gear by using the second gear of the three groups of gears. In this case, the sleeve S1 is set to the “second speed state”, the sleeve S4 is set to “the connection state of the first relay gear Gc1”, and the other sleeves S2, S3, and S5 are set to the non-connection state. Accordingly, in the vehicle manual transmission M / T, (input shaft Ai → second speed drive gear Gi2 → second speed driven gear Go2 → third connection piece 13 → sleeve S1 → first connection piece 11 → third Intermediate shaft A3 → third relay gear Gc3 → first relay gear Gc1 → eleventh connecting piece 42 → sleeve S4 → tenth connecting piece 41 → first intermediate shaft A1 → first final drive gear Gfi1 → finally driven gear Gfo → A power transmission system called an output shaft Ao) is formed.

In addition, this invention is not limited to the above-mentioned embodiment, A various aspect can be employ | adopted within the scope of the present invention. In the above-described embodiment, an example of a vehicle manual transmission having six shift stages has been described. Obviously, instead of the six shift speeds, it is possible to increase the speed or reduce the speed.

Further, in the above-described embodiment, all of the driven gears Go1, Go2, Go3, Go4, Go5, and Go6 are driven gears and the driven gears Gi1, Gi2, All of Gi35 and Gi46 are set to drive fixed gears. However, instead of this, a part of the driven gears Go1, Go2, Go3, Go4, Go5, Go6, for example, the driven gear Go1 and the driven gear Go2 are driven fixed gears, and the driving gear Gi1 is always meshed with the driven fixed gears. Obviously, a mode is possible in which the drive gear Gi2 is a drive idle gear.

In the above-described embodiment, a plurality of shift speeds are assigned to each of the first group shift speed, the second group shift speed, and the third group shift speed. A single shift speed may be assigned to a part of the group shift speed and the third group.

In the above-described embodiment, the final driven gear Gfo integrated with the casing 70 of the differential gear mechanism D / F is coaxially arranged on the output shaft Ao, but the differential gear mechanism is arranged on the output shaft Ao. The final driven gear Gfo itself that is not integrated with the D / F casing 70 may be directly fixed on the same axis.

As described above, according to the vehicle manual transmission M / T according to the embodiment of the present invention, the vehicle manual transmission M / T is interposed in the power transmission system that connects the output shaft 61 of the vehicle power source E / G and the drive wheels 64. A vehicle manual transmission M / T having a plurality of forward speeds (first speed, second speed, third speed, fourth speed, fifth speed, and sixth speed) and a reverse speed (reverse). , Multiple forward gears (1st, 2nd, 3rd, 4th, 5th, 6th) are the first group of gears (5th, 6th) and the first group of gears (5-speed, 6-speed) different from the second group of gears (third gear, fourth gear), the first group of gears (fifth gear, sixth gear) and the second group of gears (third gear, The vehicle manual transmission M / T is provided with a third gear stage (first speed, second speed) different from the fourth speed). An input shaft Ai in which a power transmission system is formed with the output shaft 61 of the source E / G, a plurality of drive gears Gi1, Gi2, Gi35, Gi46 provided on the input shaft Ai, and eccentric from the input shaft Ai A first intermediate shaft A1 that is rotatably supported by the housing 62 in parallel with the input shaft Ai at a position, and is provided on the first intermediate shaft A1 and at least one of the first group of shift speeds (fifth speed, sixth speed). At least one driven gear Go5, Go6 of the first gear stage (fifth speed, sixth speed) that is always meshed with one drive gear Gi35, Gi46, and an idle rotation provided on the first intermediate shaft A1 so as to be relatively rotatable. The first relay gear Gc1, which is a gear, the first final drive gear Gfi1 fixed to the first intermediate shaft A1, and the housing 62 is rotatably supported in parallel with the input shaft Ai at a position eccentric from the input shaft Ai. Second intermediate A2 and a second group of gears (third speed, fourth gear) that are provided on the second intermediate shaft A2 and always mesh with at least one drive gear Gi35, Gi46 of the second group of gears (third speed, fourth speed). Speed) at least one driven gear Go3, Go4, a second relay gear Gc2, which is a free-rotating gear which is provided rotatably relative to the second intermediate shaft A2 and always meshes with the first relay gear Gc1, A second final drive gear Gfi2 fixed to the intermediate shaft A2, a third intermediate shaft A3 rotatably supported by the housing 62 parallel to the input shaft Ai at a position eccentric from the input shaft Ai, and a third intermediate shaft At least one driven gear of the third group (first speed, second speed) provided in A3 and always meshed with at least one drive gear Gi1, Gi2 of the third group speed stage (first speed, second speed) Gear Go1, Go 2 and a third relay gear Gc3 fixed to the third intermediate shaft A3 and always meshed with the first relay gear Gc1, and rotatable to the housing 62 parallel to the input shaft Ai at a position eccentric from the input shaft Ai. An output shaft Ao that is supported and forms a power transmission system with the drive wheels 64, and a final driven that is fixed to the output shaft Ao and always meshes with the first final drive gear Gfi1 and the second final drive gear Gfi2. One of the gear Gfo and the driven gears Go1, Go2, Go3, Go4, Go5, Go6 and the drive gears Gi1, Gi2, Gi35, Gi46, which are always meshed with each other, can freely rotate with respect to the shaft on which the gear is provided The other of the driven gears Go1, Go2, Go3, Go4, Go5, Go6 and the driving gears Gi1, Gi2, Gi35, Gi46 that are always meshed with the provided idler gear. A fixed gear fixed to a shaft provided with a gear of one of a plurality of forward gears (first speed, second speed, third speed, fourth speed, fifth speed, sixth speed) selected An idler gear corresponding to a shift stage is detachably connected to a shaft provided with the idler gear, and one relay gear selected from the first relay gear Gc1 and the second relay gear Gc2 is connected. A switching device 66 detachably coupled to the shaft on which the relay gear is provided, and the switching device 66 has a plurality of forward gears (first speed, All the idle gears corresponding to the 2nd speed, 3rd speed, 4th speed, 5th speed, 6th speed) are maintained so as to be rotatable relative to the shaft provided with the idle gear, and the first relay gear Gc1 is While maintaining relative rotation with respect to the first intermediate shaft A1, the second relay gear Gc2 is connected to the second intermediate shaft A1. In order to establish one shift stage among a plurality of forward shift stages (first speed, second speed, third speed, fourth speed, fifth speed, and sixth speed). The rotation gear is connected to the shaft on which the idle gear is provided, the first relay gear Gc1 is maintained to be rotatable relative to the first intermediate shaft A1, and the second relay gear Gc2 is connected to the second intermediate shaft A2. In order to establish a reverse gear position (reverse), to a specific gear position (first speed) that is one of the third gear positions (first speed, second speed). The corresponding idle gear Go1 is connected to the shaft A3 on which the idle gear Go1 is provided, the first relay gear Gc1 is connected to the first intermediate shaft A1, and the second relay gear Gc2 is connected to the second intermediate shaft A2. The switching device 66 is configured to allow relative rotation with respect to the second relay gear Gc2. A pulling operation for reaching the release region where the connection is released from the engagement region which is connected to the second intermediate shaft A2 and shifting the second relay gear Gc2 to a state where the second intermediate gear A2 can be rotated relative to the second intermediate shaft A2. The first relay gear Gc1 is first relayed through a first synchronization region that synchronizes the rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region in which the first relay gear Gc1 is rotatable relative to the first intermediate shaft A1. A first shift operation for shifting to a state in which the first relay gear Gc1 and the first intermediate shaft A1 are connected by reaching the first engagement region in which the gear Gc1 and the first intermediate shaft A1 are engaged, and a specific gear position. An idle gear corresponding to a specific gear (first speed) from a release region in which the idle gear Go1 corresponding to (first speed) is rotatable relative to the axis A3 on which the idle gear Go1 is provided. Between Go1 and the axis A3 on which the idle gear is provided. After reaching the second engagement region in which the idle gear Go1 corresponding to the specific gear stage (first gear) and the shaft A3 provided with the idle gear are engaged through the second synchronization region in which the rotation is synchronized. A second entering operation for shifting to a state in which the idle gear Go1 corresponding to the specific gear stage (first gear) and the shaft A3 provided with the idle gear Go1 are connected, and the first synchronization region and the second And an operation mechanism unit 80 for starting the operation of the two-synchronization region during or after the extraction operation.

As a result, the driven gears Go1, Go2, Go3, Go4, Go5, Go6, the first relay gear Gc1 and the second relay gear Gc2 as idle gears that are releasably connected to a shaft that can be relatively rotated are The three intermediate shafts, that is, the first to third intermediate shafts A1, A2, and A3, and the input shaft Ai are arranged and distributed without being concentrated on the two intermediate shafts. Accordingly, the axial length of the vehicle manual transmission M / T including the input shaft Ai, the output shaft Ao, and the plurality of intermediate shafts A1 to A3 can be shortened. Further, the switching device 66 needs three operations, that is, a pulling operation, a first entering operation, and a second entering operation in order to establish a reverse gear (reverse). In these three operations, the operation mechanism unit 80 causes the first synchronization region in the first entering operation and the start of the second synchronization region in the first entering operation to be executed during the operation of the extraction operation or after the end of the extraction operation. That is, since the entering operation and the removing operation do not occur at the same time, the double meshing in the power transmission system and the accompanying torque circulation can be suppressed. Therefore, the reverse gear can be established smoothly.

As described above, according to the vehicle manual transmission M / T according to the embodiment of the present invention, the operation mechanism unit 80 starts the operation of the first synchronization region in the first entry operation in the second entry operation. After reaching the second engagement region, or starting the operation of the second synchronization region in the second entry operation is assumed to be after reaching the first engagement region in the first entry operation. Thus, the first synchronization region of the first entry operation and the second entry operation of the second entry operation can be performed without overlapping the operation of the first synchronization region of the first entry operation and the operation of the second synchronization region of the second entry operation. The engagement region is executed independently. As a result, the synchronization failure in the first entering operation and the synchronization failure in the second entering operation can be suppressed. Moreover, by doing in this way, compared with the case where the start of one of the first entering operation and the second entering operation is after the end of the other operation, the other first entering operation and the second entering operation are performed. The time required for execution of can also be shortened.

As described above, according to the vehicle manual transmission M / T according to the embodiment of the present invention, the switching device 66 moves in the first axial direction that is the axial direction by the select operation and moves first by the shift operation. The first drive unit D1, the second drive unit D2, the third drive unit D3, and the fourth drive unit D4 are first supported at different positions in the first axial direction. Shift & select shaft Z provided in order from the side to the second side, and the housing 62 is movable to a neutral position and a shift position in the second axis direction orthogonal to the first axis direction of the shift & select shaft Z. A first fork shaft FS1 that is supported and has a first head H1, and is movable parallel to the first fork shaft FS1 and at a second side position to a neutral position and a shift position in the second axial direction. Housing 62 A second fork shaft FS2 that is supported and has a second head H2 and is movable parallel to the second fork shaft FS2 and at a second side position to a neutral position and a shift position in the second axial direction. A third fork shaft FS3 supported by the housing 62 and having a third head H3, and a neutral position and a shift position in the second axial direction at a second side position parallel to the third fork shaft FS3. A fourth fork shaft FS4 having a fourth head H4 movably supported by the housing 62, and a neutral position and a shift in the second axial direction at a second side position parallel to the fourth fork shaft FS4. A fifth fork shaft FS5 having a fifth head H5 and a first fork shaft FS1 that is supported by the housing 62 so as to be movable to a position, and is in a neutral position. The idle gears Go5 and Go6 of the first group of gear positions (5th and 6th gears) can be rotated relative to the axis A1 on which the idle gears Go5 and Go6 are provided. The first and second fork shafts FS2 are connected to the first sleeve S3 and the second fork shaft FS2 that connect the idle gears Go5 and Go6 of a group of gears (5-speed and 6-speed) to the shaft A1 on which the idle gears Go5 and Go6 are provided. In the neutral position, the second group of shift gears (third speed, fourth speed) idle gears Go3, Go4 can be rotated relative to the axis A2 on which the idle gears Go3, Go4 are provided, A second sleeve S2 that connects the idle gears Go3 and Go4 of the second group of gears (third speed and fourth speed) to the shaft A2 on which the idle gears Go3 and Go4 are provided at the shift position; Locked to fork shaft FS3, inside In the standing position, the third group of gears (first speed, second speed) idle gears Go1 and Go2 can be rotated relative to the axis A3 on which the idle gears Go1 and Go2 are provided, and the gears are shifted to the shift position. A third sleeve S1 that connects the third group of gears (first speed, second speed) idle gears Go1, Go2 to an axis A3 on which the idle gears Go1, Go2 are provided, and a fourth fork shaft FS4. The fourth sleeve S4 is engaged with the first relay gear Gc1 at the neutral position and is rotatable relative to the first intermediate shaft A1, and the first relay gear Gc1 is connected to the first intermediate shaft A1 at the shift position. And the second relay gear Gc2 is connected to the second intermediate shaft A2 at the neutral position, and the second relay gear Gc2 is relative to the second intermediate shaft A2 at the shift position. Rotating fifth sleeve S In order to establish one of the first group of gears (fifth gear, sixth gear), the shift and select shaft Z is selected by the first operation by the first drive unit D1 by the select operation. After being moved to the first select position E1 that can be engaged with H1, the first drive unit D1 is engaged with the first head H1 by a shift operation, and the first fork shaft FS1 is shifted from the neutral position to the shift stage. The shift & select shaft Z is moved by the select operation to the second side of the first select position E1 in order to move to the position and establish one of the second group of gears (third gear, fourth gear). After the first drive unit D1 is moved to the second select position E2 that can be engaged with the second head H2, the first drive unit D1 is engaged with the second head H2 by the shift operation. Two fork shaft In order to move S2 from the neutral position to the shift position of the shift stage and establish one of the third group of shift stages (first speed, second speed), the shift & select shaft Z is moved by a select operation. The second drive unit D2 is located on the second side of the second select position E2 and moved to the third select position E3 where the second drive unit D2 can be engaged with the third head H3. In order to engage the third head H3 and move the third fork shaft FS3 from the neutral position to the shift position of the shift stage to establish a reverse shift stage (reverse), a shift & select shaft Z is selected by a select operation. Is located on the second side of the third select position E3, the second drive portion D2 is engageable with the third head H3, the third drive portion D3 is engageable with the fourth head H4, and the fourth drive portion D4. Is the fifth head After moving to the fourth select position E4 that can be engaged with the drive H5, the fourth drive unit D4 engages with the fifth head H5 by the pulling operation by the shift operation, and the fifth fork shaft FS5 is moved from the neutral position. The third drive unit D3 is engaged with the fourth head H4 in the first entry operation by the shift operation and moved to the shift position from the neutral position to the second position by the shift operation. The second drive unit D2 engages with the third head H3 by the entering operation to move the third fork shaft FS3 from the neutral position to the shift position of the specific gear position (first speed). The drive unit D2, the third drive unit D3, and the fourth drive unit D4 have a second cam D2a, a third cam D3a, and a fourth cam D4a fixed to the shift & select shaft Z, respectively. & Sele At the fourth select position E4 of the shaft Z, the cam surface of the second cam D2a can be engaged with the third head H3, the cam surface of the third cam D3a can be engaged with the fourth head H4, and the fourth cam D4a The cam surface of the second cam D2a, the cam surface of the third cam D3a, and the cam surface of the fourth cam D4a. An entering operation and a second entering operation are performed. Accordingly, the operation mechanism 80 for controlling the pulling operation, the first entering operation, and the second entering operation is provided in each of the second driving unit D2, the third driving unit D3, and the fourth driving unit D4. Since it is D2a, the 3rd cam D3a, and the 4th cam D4a, a structure is simple and manufacture is also easy.

As described above, according to the vehicle manual transmission M / T according to the embodiment of the present invention, the third group of shift speeds (first speed, second speed) are the first group of shift speeds (fifth speed, 6th speed) and the second group (3rd speed, 4th speed) are lower speeds. As a result, the speed reduction ratio in the reverse speed (reverse) can be set to the low speed side, and a large torque required for reverse travel at low speed can be secured.

61: Output shaft 62: Housing 64: Drive wheel 66: Switching device 80: Operation mechanism Ai: Input shaft Ao: Output shaft A1: First intermediate shaft A2: Second intermediate shaft A3: Third intermediate shaft D1: First Drive unit D2: second drive unit D2a: cam (second cam)
D3: Third drive unit D3a: Cam (third cam)
D4: Fourth drive unit D4a: Cam (fourth cam)
E / G: Engine (power source)
FS1: first fork shaft FS2: second fork shaft FS3: third fork shaft FS4: fourth fork shaft FS5: fifth fork shaft Gc1: first relay gear Gc2: second relay gear Gc3: third relay gear Gfi1: First final drive gear Gfi2: Second final drive gear Gfo: Final driven gear Gi1: First-speed drive gear (drive gear)
Gi2: Second-speed drive gear (drive gear)
Gi35: 1st combined drive gear (drive gear)
Gi46: second combined drive gear (drive gear)
Go1: First-speed driven gear (driven gear)
Go2: Second-speed driven gear (driven gear)
Go3: Third-speed driven gear (driven gear)
Go4: Four-speed driven gear (driven gear)
Go5: Five-speed driven gear (driven gear)
Go6: Six-speed driven gear (driven gear)
H1: First head H2: Second head H3: Third head H4: Fourth head H5: Fifth head S1: Sleeve (third sleeve)
S2: Sleeve (second sleeve)
S3: Sleeve (first sleeve)
S4: Sleeve (fourth sleeve)
S5: Sleeve (fifth sleeve)
M / T: Vehicle manual transmission Z: Shift & select shaft

Claims

A vehicle manual transmission that is interposed in a power transmission system that connects an output shaft of a power source of a vehicle and a drive wheel, and has a plurality of forward shift stages and a reverse shift stage. The plurality of shift stages are different from the first group shift stage, the second group shift stage different from the first group shift stage, and the first group shift stage and the second group shift stage. The vehicle manual transmission includes a third group of gear positions,
A housing;
An input shaft that is rotatably supported by the housing and forms the power transmission system with an output shaft of the power source;
A plurality of drive gears provided on the input shaft;
A first intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the first group of gears provided on the first intermediate shaft and constantly meshing with at least one of the drive gears of the first group of gears;
A first relay gear that is a free-wheeling gear provided on the first intermediate shaft so as to be relatively rotatable;
A first final drive gear fixed to the first intermediate shaft;
A second intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the second group of gears provided on the second intermediate shaft and constantly meshing with at least one of the drive gears of the second group of gears;
A second relay gear which is a free-wheeling gear which is provided on the second intermediate shaft so as to be relatively rotatable and is always meshed with the first relay gear;
A second final drive gear fixed to the second intermediate shaft;
A third intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
At least one driven gear of the third group of gears provided on the third intermediate shaft and constantly meshing with at least one of the drive gears of the third group of gears;
A third relay gear fixed to the third intermediate shaft and constantly meshing with the first relay gear;
An output shaft that is rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft, and that forms the power transmission system with the drive wheels;
A final driven gear fixed to the output shaft and always meshed with each of the first final driving gear and the second final driving gear;
One of the driven gear and the driving gear that are always meshed is an idler gear that is provided so as to be relatively rotatable with respect to the shaft on which the gear is provided, and the driven gear and the driving gear that are always meshed with each other. The other of them is a fixed gear fixed to the shaft provided with the gear,
An idler gear corresponding to a selected one of the plurality of forward gears is detachably connected to a shaft provided with the idler gear, and the first relay gear A switching device that releasably connects one relay gear selected from the second relay gear to a shaft on which the relay gear is provided,
The switching device is
In order to establish a neutral state, all the idle gears corresponding to the plurality of forward gears are maintained so as to be rotatable relative to the shaft on which the idle gears are provided, and the first relay gear The second intermediate gear is connected to the second intermediate shaft, while maintaining relative rotation with respect to the first intermediate shaft,
In order to establish one of the plurality of forward gears, an idle gear corresponding to the gear is connected to a shaft provided with the idle gear, and the first relay gear Maintaining the relative rotation with respect to the first intermediate shaft, maintaining the second relay gear connected to the second intermediate shaft,
In order to establish the reverse gear, the idle gear corresponding to the specific gear, which is one of the gears of the third group, is connected to the shaft provided with the idle gear. The first relay gear is coupled to the first intermediate shaft, and the second relay gear is configured to be rotatable relative to the second intermediate shaft.
The switching device reaches the release region where the connection is released from the engagement region where the second relay gear is connected to the second intermediate shaft, and the second relay gear is used as the second intermediate shaft. Extraction operation for shifting to a state in which relative rotation is possible, and rotation of the first relay gear and the first intermediate shaft from a release region in which the first relay gear is in a state of relative rotation with respect to the first intermediate shaft A state in which the first relay gear and the first intermediate shaft are connected by reaching the first engagement region where the first relay gear and the first intermediate shaft are engaged via the first synchronization region Corresponding to the specific shift stage from the release region in which the idle gear corresponding to the specific shift stage is in a state of being rotatable relative to the shaft on which the idle gear is provided. The rotation of the idle gear and the shaft provided with the idle gear is the same. The idle gear corresponding to the specific shift speed reaches the second engagement area where the idle gear corresponding to the specific gear and the shaft provided with the idle gear are engaged. A second entering operation for shifting to a state in which the rotating gear and the shaft provided with the idle gear are connected, and the start of the operation of the first synchronizing region and the second synchronizing region is performed An operation mechanism section to be executed during operation or after the end of the extraction operation;
A vehicle manual transmission comprising:
The operation mechanism section starts the operation of the first synchronization region after reaching the second engagement region, or starts the operation of the second synchronization region after reaching the first engagement region. The vehicle manual transmission according to claim 1.
The switching device is
The first drive unit, the second drive unit, and the third drive unit are supported with respect to the housing so as to move in the first axial direction which is the axial direction by a select operation and to rotate around the first axis by a shift operation. And a shift and select shaft provided in order from the first side to the second side at different positions in the first axial direction and the fourth drive unit,
A first fork shaft having a first head supported by the housing and movable to a neutral position and a shift position in a second axial direction orthogonal to the first axial direction of the shift and select shaft;
A second fork having a second head supported by the housing so as to be movable between a neutral position and a shift position in the second axial direction at a position on the second side parallel to the first fork shaft. A shaft,
A third fork having a third head supported by the housing so as to be movable between a neutral position and a shift position in the second axial direction at a position on the second side parallel to the second fork shaft. A shaft,
A fourth fork having a fourth head supported by the housing so as to be movable between a neutral position and a shift position in the second axial direction at a position on the second side in parallel with the third fork shaft. A shaft,
A fifth fork having a fifth head supported by the housing so as to be movable between a neutral position and a shift position in the second axial direction at a position on the second side in parallel with the fourth fork shaft. A shaft,
Locked to the first fork shaft, the idle gear of the first stage gear stage can be rotated relative to the shaft on which the idle gear is provided at the neutral position, and at the shift position. A first sleeve for connecting the idle gears of the first group of gears to a shaft provided with the idle gears;
Locked to the second fork shaft, the idle gears of the second group of gears can be rotated relative to the shaft on which the idle gear is provided at the neutral position, and at the shift position A second sleeve that connects the idle gears of the second group of shift stages to a shaft on which the idle gear is provided;
Locked to the third fork shaft, the idle gears of the third group of gears can be rotated relative to the shaft on which the idle gear is provided at the neutral position, and at the shift position A third sleeve that connects the idle gears of the third group of gears to the shaft on which the idle gear is provided;
Locked by the fourth fork shaft, the first relay gear is rotatable relative to the first intermediate shaft at the neutral position, and the first relay gear is moved to the first intermediate shaft at the shift position. A fourth sleeve connected to the
Locked to the fifth fork shaft, the second relay gear is connected to the second intermediate shaft at the neutral position, and the second relay gear is relative to the second intermediate shaft at the shift position. A fifth sleeve that is rotatable,
With
A first select position at which the first drive unit can engage the first drive unit with the shift and select shaft by the select operation in order to establish one of the first gear positions. The first drive unit is engaged with the first head by the shift operation to move the first fork shaft from the neutral position to the shift position of the shift stage,
In order to establish one of the second group of gears, the shift & select shaft is positioned on the second side of the first select position by the select operation, and the first drive unit Is moved to the second select position where it can be engaged with the second head, and then the first drive unit is engaged with the second head by the shift operation and the second fork shaft is moved from the neutral position. Move to the shift position of the gear,
The shift & select shaft is positioned on the second side of the second select position by the select operation to establish one of the third group of shift stages, and the second drive unit Is moved to the third select position where it can be engaged with the third head, and then the second drive unit is engaged with the third head by the shift operation and the third fork shaft is moved from the neutral position. Move to the shift position of the gear,
In order to establish the reverse gear, the shift & select shaft is positioned on the second side of the third select position by the select operation, and the second drive unit is engaged with the third head. And the third driving part can be engaged with the fourth head and the fourth driving part can be engaged with the fifth head, and then moved to a fourth select position, and then the pulling operation by the shift operation. The fourth drive unit engages with the fifth head to move the fifth fork shaft from the neutral position to the shift position, and the third drive unit in the first entering operation by the shift operation Engages with the fourth head to move the fourth fork shaft from the neutral position to the shift position, and the second drive unit engages with the third head in the second entering operation by the shift operation. And by moving the third fork shaft in said shift position of said specific shift speed from the neutral position,
The operation mechanism section includes a second cam, a third cam, and a fourth cam, wherein the second drive section, the third drive section, and the fourth drive section are fixed to the shift and select shaft, respectively. Have
In the fourth select position of the shift and select shaft, the cam surface of the second cam is engageable with the third head, the cam surface of the third cam is engageable with the fourth head, The cam surface of the fourth cam is engageable with the fifth head,
Based on the shapes of the cam surface of the second cam, the cam surface of the third cam, and the cam surface of the fourth cam, the extraction operation, the first insertion operation, and the second insertion operation are executed. The vehicle manual transmission according to claim 1 or 2.
4. The vehicle manual operation according to claim 1, wherein the third group shift stage is a lower shift stage than the first group shift stage and the second group shift stage. 5. transmission.