Vehicle transmission

Abstract

To provide a vehicular transmission that can dispose a parking lock mechanism therein while suppressing increase in size of the vehicular transmission.SOLUTION: An automatic transmission 2 includes: a manual shaft 48 rotating with operational force. The manual shaft 48 extends along a reverse idler gear 23B in a direction orthogonal to an axial direction of a reverse shaft 23 and is disposed in a manual shaft storage chamber 61 between the reverse idler gear 23B and a partition wall 5A.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle transmission. [Background technology]

[0002] BACKGROUND ART For example, a transmission device described in Patent Document 1 is known as a vehicle transmission equipped with a parking lock mechanism.

[0003] The transmission described in Patent Document 1 includes a parking mechanism that fixes an output member having a plurality of driven gears that mesh with a drive gear of an input member to a housing.

[0004] The parking mechanism is rotatably supported on the housing and includes a locking member that moves between a restricting position where it engages with a parking gear fixed to the output member to restrict rotation of the output member, and a restricting release position where it disengages from the parking gear to allow rotation of the output member.

[0005] In addition, the parking mechanism has a rod member that is attached to the housing so as to be movable in the axial direction and has a cam surface that comes into sliding contact with the locking member.By moving the rod member in the axial direction, the locking member pressed by the cam surface engages with the parking gear, and the rod member passes through the reversing gear in the direction of the rotation axis between the input portion to which axial input is applied and the cam surface.

[0006] The end of the rod member is attached to an operating lever, and the operating lever is connected to a rotating shaft that is rotated by operating the shift lever.

[0007] The locking member is arranged on the side of the second rear case that supports the output member relative to the reversing gear and the partition wall that supports the reversing gear, and the rotating shaft portion is arranged on the opposite side of the locking member relative to the reversing gear and the partition wall, in the space of the transmission case below the output member. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-101949 Summary of the Invention [Problem to be solved by the invention]

[0009] In the transmission described in Patent Document 1, the rotating shaft is long and a relatively large operating lever is attached to the rotating shaft, so it is necessary to secure a large space in the transmission case below the output member on the opposite side of the locking member from the reversing gear and partition wall, and to place the rotating shaft in that space.

[0010] This requires a large installation space for arranging the rotary shaft, which may result in an increase in the size of the transmission.

[0011] The present invention has been made in light of the above-mentioned circumstances, and aims to provide a vehicle transmission in which a parking lock mechanism can be installed while preventing the vehicle transmission from becoming larger. [Means for solving the problem]

[0012] The present invention relates to a transmission case having a partition wall separating a clutch chamber and a transmission chamber, a transmission shaft housed in the transmission chamber so as to be supported by the partition wall and interlocking with a drive wheel, a reverse shaft housed in the transmission chamber so as to be supported by the partition wall and formed with an axial length shorter than that of the transmission shaft, a reverse gear provided on the reverse shaft and transmitting a driving force to a gear member provided on the transmission shaft, and a parking lock mechanism housed in the transmission chamber, wherein the parking lock mechanism is a lock mechanism that locks the parking gear provided on the transmission shaft and the The transmission shaft includes a parking pole that engages with the parking gear to restrict rotation of the transmission shaft, a manual shaft that rotates with an operating force, and an operating member that operates the parking pole to move between an engagement position where the parking pole engages with the parking gear and a release position where the engagement is released, and the manual shaft extends along the reverse gear in a direction perpendicular to the axial direction of the reverse shaft and is positioned in the space between the reverse gear and the partition wall. [Effects of the Invention]

[0013] As described above, according to the present invention, it is possible to arrange a parking lock mechanism while preventing the vehicle transmission from becoming large. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a perspective view of a vehicle transmission according to an embodiment of the present invention, showing a state in which the left case and some of the components have been cut away at a predetermined plane. [Figure 2] FIG. 2 is a diagram showing a vehicle transmission according to one embodiment of the present invention, and is a cross-sectional view taken along a horizontal plane including the axis of the input shaft. [Figure 3] FIG. 3 is a diagram showing a vehicle transmission according to one embodiment of the present invention, and is a cross-sectional view taken along a plane including a counter shaft and a reverse shaft. [Figure 4] FIG. 4 is a perspective view of a vehicle transmission according to one embodiment of the present invention, with the left case and parking cover removed. [Figure 5] FIG. 5 is a diagram showing a transmission mechanism of a vehicle transmission according to one embodiment of the present invention, excluding a transmission case, and is a front view of the transmission mechanism. [Figure 6] FIG. 6 is a plan view of a transmission mechanism of a vehicle transmission according to one embodiment of the present invention, excluding a transmission case. [Figure 7] FIG. 7 is a side view of a transmission mechanism of a vehicle transmission according to one embodiment of the present invention, excluding a transmission case. DETAILED DESCRIPTION OF THE INVENTION

[0015] a reverse shaft housed in the transmission chamber so as to be supported by the partition wall and formed with an axial length shorter than that of the transmission shaft; a reverse gear provided on the reverse shaft and transmitting driving force to a gear member provided on the transmission shaft; and a parking lock mechanism housed in the transmission chamber. The parking lock mechanism is configured to include a parking gear provided on the transmission shaft, a parking pawl that engages with the parking gear to restrict rotation of the transmission shaft, a manual shaft that rotates by operating force, and an operating member that operates the parking pawl to move between an engagement position where the parking pawl engages with the parking gear and a release position where the engagement is released. The manual shaft extends along the reverse gear in a direction perpendicular to the axial direction of the reverse shaft and is disposed in the space between the reverse gear and the partition wall.

[0016] As a result, the vehicle transmission according to one embodiment of the present invention can accommodate a parking lock mechanism while preventing the vehicle transmission from becoming too large. [Example]

[0017] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle transmission according to an embodiment of the present invention will now be described with reference to the accompanying drawings. 1 to 7 are diagrams showing a vehicle transmission according to one embodiment of the present invention.

[0018] In Figures 1 to 7, the up, down, front, back, left and right directions are based on the vehicle transmission when installed in the vehicle, and the front and back direction of the vehicle is the front-to-rear direction, the left and right direction of the vehicle (vehicle width direction) is the left and right direction, and the up and down direction of the vehicle (vehicle height direction) is the up and down direction.

[0019] First, the configuration will be described. An engine 1 serving as an internal combustion engine and an automatic transmission 2 connected to the engine 1 are provided in an engine room (not shown) of a vehicle. The automatic transmission 2 of this embodiment constitutes a vehicle transmission.

[0020] The automatic transmission 2 is configured as an AMT (Automated Manual Transmission). The automatic transmission 2 includes a transmission case 3, which includes a left case 4 and a right case 5.

[0021] Flange portions 4F and 5F are formed on the mating surfaces of the left case 4 and the right case 5, and the left case 4 and the right case 5 are integrated by fastening the flange portions 4F and 5F with bolts not shown.

[0022] As shown in Figure 2, the left case 4 houses a transmission mechanism 6 (see Figures 6 and 7), and the right case 5 houses a friction clutch 7. As shown in Figure 3, the left case 4 and the right case 5 house a differential device 10, which is disposed behind the transmission mechanism 6.

[0023] As shown in Figures 2 and 3, a partition wall 5A is provided in the light case 5, and the transmission case 3 is divided by the partition wall 5A into a clutch chamber 8A that houses the friction clutch 7 and a transmission chamber 8B that houses the transmission mechanism 6.

[0024] The left case 4 is provided with an annular wall 4A that surrounds the speed change mechanism 6 in the vertical and front-to-rear directions, and a side wall 4B is provided at the left end of the annular wall 4A.

[0025] The automatic transmission 2 inputs the driving force of the engine 1 to the transmission mechanism 6 via the friction clutch 7, changes the speed in the transmission mechanism 6 by the operation of a synchronizer described later, and transmits the changed rotation (rotational speed) to drive wheels (not shown) via a differential device 10 and a drive shaft (not shown).

[0026] As shown in FIG. 2, the transmission mechanism 6 is housed in the left case 4 and includes an input shaft 21, a counter shaft 22, and a reverse shaft 23 that extend parallel to one another.

[0027] The input shaft 21 can be connected to a crankshaft (not shown) of the engine 1 via a friction clutch 7 , and driving force is transmitted from the engine 1 to the input shaft 21 via the friction clutch 7 .

[0028] As shown in FIG. 7, the counter shaft 22 is disposed obliquely below and rearward of the input shaft 21, and the reverse shaft 23 is disposed obliquely below and frontward of the input shaft 21.

[0029] The counter shaft 22 and the reverse shaft 23 are disposed at approximately the same height, and when viewed in the axial direction of the input shaft 21, an imaginary line L connecting the axis (shaft center) 21a of the input shaft 21, the axis 22a of the counter shaft 22, and the axis 23a of the reverse shaft 23 forms a triangle. The counter shaft 22 in this embodiment constitutes a transmission shaft.

[0030] This allows the counter shaft 22 and the reverse shaft 23 to be installed below the input shaft 21 as close as possible, thereby reducing the installation space for the input shaft 21, the counter shaft 22 and the reverse shaft 23 relative to the transmission case 3.

[0031] 2, a bearing support portion 5a having an opening 5h is formed in the partition wall 5A, and the input shaft 21 is installed in the clutch chamber 8A and the transmission chamber 8B through the opening 5h. The friction clutch 7 side of the input shaft 21 is rotatably supported by the bearing support portion 5a via a ball bearing 9A.

[0032] The side wall 4B faces the partition wall 5A in the axial direction of the input shaft 21 and the reverse shaft 23, and a bearing support portion 4a is formed on the side wall 4B. The left end of the input shaft 21 is rotatably supported by the bearing support portion 4a via a ball bearing 9B.

[0033] As shown in FIG. 3, the partition wall 5A is formed with a bearing support portion 5b and a support portion 5c, and the side wall 4B is formed with a bearing support portion 4b.

[0034] The right end of the countershaft 22 is rotatably supported by the bearing support 5b via a roller bearing 9C, and the left end of the countershaft 22 is rotatably supported by the bearing support 4b via a ball bearing 9D. The countershaft 22 penetrates the side wall 4B, and a parking gear 42 (described later) is attached to the left end of the countershaft 22 that protrudes leftward beyond the ball bearing 9D.

[0035] The left case 4 is provided with a middle wall 4C, which is disposed between the partition wall 5A and the side wall 4B in the axial direction of the reverse shaft 23. The middle wall 4C protrudes rearward from the annular wall 4A located on the front side of the left case 4 and is formed along the up-and-down direction.

[0036] The middle wall 4C is formed to the right of an opening in the left case 4 for mounting a shift and select shaft 31, which will be described later. A support portion 4c is formed in the middle wall 4C, and the left end of the reverse shaft 23 is supported by the support portion 4c. The right end of the reverse shaft 23 is supported by the support portion 5c.

[0037] As shown in Figures 2, 5 and 6, input shaft 21 has a first-speed input gear 21A, a second-speed input gear 21B, a third-speed input gear 21C, a fourth-speed input gear 21D, a fifth-speed input gear 21E, a sixth-speed input gear 21F and a reverse input gear 21G.

[0038] The first-speed input gear 21A is arranged on the engine 1 side, and the reverse input gear 21G, second-speed input gear 21B, third-speed input gear 21C, fourth-speed input gear 21D, fifth-speed input gear 21E, and sixth-speed input gear 21F are arranged in the axial direction of the input shaft 21, moving away from the engine 1.

[0039] The input gears are formed so that their outer diameters gradually increase from the first-speed input gear 21A, which is the lowest speed, to the sixth-speed input gear 21F, which is the highest speed.

[0040] The first-speed input gear 21A, the reverse input gear 21G, and the second-speed input gear 21B are fixed to the input shaft 21, and the third-speed input gear 21C, the fourth-speed input gear 21D, the fifth-speed input gear 21E, and the sixth-speed input gear 21F are arranged to be rotatable relative to the input shaft 21.

[0041] The counter shaft 22 has a first-speed counter gear 22A, a second-speed counter gear 22B, a third-speed counter gear 22C, a fourth-speed counter gear 22D, a fifth-speed counter gear 22E, a sixth-speed counter gear 22F, a reverse counter gear 22G, and a final drive gear 22H.

[0042] The final drive gear 22H is located on the engine 1 side, and the reverse counter gear 22G, first-speed counter gear 22A, second-speed counter gear 22B, third-speed counter gear 22C, fourth-speed counter gear 22D, fifth-speed counter gear 22E, and sixth-speed counter gear 22F are arranged in this order as they move away from the engine 1 in the axial direction of the counter shaft 22.

[0043] Counter gears 22A to 22F are always meshed with input gears 21A to 21F that constitute the same gear stage, and are formed with gradually smaller outer diameters from the 1st-speed counter gear 22A, which is the lowest gear stage, to the 6th-speed counter gear 22F, which is the highest gear stage. As a result, the gear ratio of the lowest gear stage is the largest, and the gear ratio of the highest gear stage is the smallest.

[0044] The reverse shaft 23 is formed to be shorter than the axial lengths of the input shaft 21 and the counter shaft 22. Specifically, the axial length of the reverse shaft 23 is about one-third of the axial length of the input shaft 21 and the axial length of the counter shaft 22.

[0045] Reverse idler gears 23A and 23B are provided on the reverse shaft 23. The reverse idler gear 23A meshes with the reverse input gear 21G, and the reverse idler gear 23B meshes with the reverse counter gear 22G. In this embodiment, the reverse idler gear 23B constitutes a reverse gear, and the reverse counter gear 22G constitutes a gear member.

[0046] The reverse idler gear 23A is provided to be relatively rotatable on the reverse shaft 23 via a needle bearing, and the reverse idler gear 23B is provided to be relatively rotatable on the reverse shaft 23 via a needle bearing.

[0047] The countershaft 22 is provided with a synchronizer 24 for first and second speeds, and the sleeve of the synchronizer 24 is movable in the axial direction of the countershaft 22.

[0048] The input shaft 21 is provided with a synchronizer 25 for 3rd / 4th speed and a synchronizer 26 for 5th / 6th speed, and the sleeves of the synchronizers 25 and 26 are movable in the axial direction of the input shaft 21.

[0049] The reverse shaft 23 is provided with a reverse synchronizer 27, and the sleeve of the synchronizer 27 is movable in the axial direction of the reverse shaft 23.

[0050] When the sleeve of the synchronizer 24 for first and second speeds moves toward the first speed counter gear 22A from a state in which the synchronizers 25, 26, 27 are in the neutral position, the first speed counter gear 22A is connected to the counter shaft 22 via the synchronizer 24. At this time, the driving force of the engine 1 is transmitted from the input shaft 21 to the counter shaft 22 via the first speed input gear 21A and the first speed counter gear 22A.

[0051] Furthermore, when the sleeve of the reverse synchronizer 27 moves toward the reverse idler gear 23B from a state in which the synchronizers 25, 26, 27 are in the neutral position, the reverse idler gear 23B is connected to the reverse idler gear 23A via the synchronizer 27.

[0052] At this time, the driving force of the engine 1 is transmitted from the input shaft 21 to the counter shaft 22 via the reverse input gear 21G, the reverse idler gear 23A, the reverse idler gear 23B and the reverse counter gear 22G.

[0053] Synchronizers 24 to 27 are operated by a shift and select shaft 31. As shown in FIGS. 2 and 3, the shift and select shaft 31 is inserted through an opening formed in an annular wall 4A located on the upper side of the left case 4 and is housed in the left case 4.

[0054] 4 and 7, the shift and select shaft 31 extends in the vertical direction and is disposed alongside the reverse shaft 23 on the left side of the reverse shaft 23 in the axial direction of the reverse shaft 23. In other words, the shift and select shaft 31 extends in the vertical direction so as to intersect with the axis of the reverse shaft 23, and is disposed on an extension of the axis of the reverse shaft 23 to the left.

[0055] The shift and select shaft 31 is provided so as to be movable in the axial direction (select direction) and rotatable around its axis (shift direction).

[0056] The automatic transmission 2 is provided with an electric, hydraulic or mechanical actuator (not shown).

[0057] When a shift lever (not shown) operated by the driver is moved to one of the reverse, neutral, and drive positions, the actuator operates the shift and select shaft 31 in the shift direction and the select direction based on a control signal output from an ECU (Electronic Control Unit) (not shown).

[0058] 7, a cam member 32 is provided on the lower part of the shift and select shaft 31, and the cam member 32 moves integrally with the shift and select shaft 31. The cam member 32 is provided with finger portions 32A, and the finger portions 32A are selectively fitted into a yoke for 1st and 2nd gears, a yoke for 3rd and 4th gears, a yoke for 5th and 6th gears, or a yoke for reverse, all of which are not shown.

[0059] For example, the 1st / 2nd speed yoke is connected to a 1st / 2nd speed shift shaft (not shown), and the 1st / 2nd speed shift shaft is connected to a 1st / 2nd speed shift fork.

[0060] The 1st / 2nd gear shift fork is connected to the sleeve of the 1st / 2nd gear synchronizer 24. When shifting to 1st gear, first, the actuator moves the shift and select shaft 31 in the select direction, and the finger portion 32A selectively engages with the 1st / 2nd gear yoke.

[0061] When the finger portion 32A is operated in the shift direction by the actuator at a position where it is fitted into the first / second speed shift yoke, the shift fork moves the sleeve of the first / second speed synchronizer 24 toward the first speed counter gear 22A via the first / second speed shift shaft. As a result, the first speed counter gear 22A is connected to the counter shaft 22 via the synchronizer 24.

[0062] As shown in Figures 3 and 6, the differential device 10 has a differential case 12 to which a final driven gear 11 is fixed, a pinion shaft 13, a pair of pinion gears 14A and 14B rotatably supported on the pinion shaft 13, and a pair of side gears 15A and 15B that mesh with the pinion gears 14A and 14B.

[0063] The side gears 15A and 15B are connected to left and right drive shafts (not shown), respectively. The drive shafts in this embodiment are arranged parallel to the input shaft 21 and connected to the side gears 15A and 15B.

[0064] The automatic transmission 2 of this embodiment is a transversely mounted automatic transmission 2 attached to a transversely mounted engine 1 in a FF (front engine, front drive) vehicle.

[0065] The final driven gear 11 is in mesh with a final drive gear 22H, and the differential device 10 transmits the rotation of the final drive gear 22H to the left and right drive wheels while allowing differential rotation between the left and right drive wheels.

[0066] 3, the right end of the differential case 12 is rotatably supported on the right case 5 by a tapered roller bearing 9E, and the left end of the differential case 12 is rotatably supported on the left case 4 by a tapered roller bearing 9F. This restricts the differential device 10 from being displaced in the left-right direction.

[0067] 5 and 6, the automatic transmission 2 is provided with a parking lock mechanism 41. The parking lock mechanism 41 includes a parking gear 42, a parking pole 43, a parking rod 44, a support member 45, a cam member 46, a cam spring 47, a manual shaft 48, a lever plate 49, a detent plate 50, and a detent spring 51.

[0068] As shown in FIGS. 3 and 6, the parking gear 42 is attached to the left end of the countershaft 22 to the left of the ball bearing 9D.

[0069] As shown in FIGS. 1 and 3, a parking gear accommodating chamber 33 is provided outside the side wall 4B of the left case 4, and the parking gear 42 is accommodated in the parking gear accommodating chamber 33.

[0070] The parking gear accommodating chamber 33 is formed of a space surrounded by the side wall 4B and a parking cover 34 attached to the left side surface of the side wall 4B, and is separated from the transmission chamber 8B by the side wall 4B.

[0071] As shown in FIGS. 4 and 7, a plurality of teeth 42A are provided on the outer periphery of the parking gear 42 at equal intervals in the circumferential direction.

[0072] As shown in FIGS. 1 and 3, the parking pole 43 is accommodated in the parking gear accommodating chamber 33, and is arranged side by side with the parking gear 42 in the front-rear direction (see FIG. 7).

[0073] The parking pole 43 is rotatably supported on the side wall 4B via a parking pole shaft 52 (see FIG. 3). As shown in FIGS. 4 and 7, the parking pole 43 is formed with a claw portion 43A.

[0074] 7, when the parking pole 43 rotates left (counterclockwise) around the parking pole shaft 52, the claw portion 43A meshes with the tooth portion 42A of the parking gear 42. When the parking pole 43 rotates right (clockwise) around the parking pole shaft 52, the claw portion 43A is released from meshing with the tooth portion 42A.

[0075] In this way, the parking pawl 43 rotates between an engagement position where the claw portion 43A engages with the tooth portion 42A and a release position where the claw portion 43A does not engage with the tooth portion 42A.

[0076] When the claw portion 43A meshes with the tooth portion 42A, the rotation of the parking gear 42 is restricted, and the rotation of the counter shaft 22 is restricted.

[0077] The countershaft 22 is located downstream of the input shaft 21 and the reverse shaft 23 in the drive force transmission path from the engine 1 to the differential device 10, and is linked to the drive wheels.

[0078] As a result, when the rotation of the parking gear 42 is restricted, the rotation of the counter shaft 22 and the final driven gear 11 of the differential device 10 is restricted. As a result, the rotation of the drive wheels via the drive shaft is restricted, and the vehicle is maintained in a stopped state.

[0079] The parking pole 43 is biased by a return spring (not shown) wound around the parking pole shaft 52 so that the claw portion 43A moves away from the tooth portion 42A.

[0080] 2, the parking rod 44 is housed in the left case 4. The parking rod 44 is adjacent to the input shaft 21 and the reverse shaft 23 and extends in the axial direction of the reverse shaft 23 (left-right direction).

[0081] 2, a bulging wall 5W (see FIG. 4) is formed at the front upper part of the partition wall 5A. The bulging wall 5W faces the side surface of the reverse idler gear 23B in the axial direction of the reverse shaft 23, bulges out from the partition wall 5A toward the clutch chamber 8A forward of the bearing support portion 5a, and extends in the vertical direction perpendicular to the axial direction of the reverse shaft 23.

[0082] The manual shaft 48 is disposed in a manual shaft accommodating chamber 61 between the reverse idler gear 23B and the protruding wall 5W.

[0083] 1 and 4, a through-hole 5d is formed in the upper wall 5B of the light case 5, and the upper part of the manual shaft 48 protrudes from the manual shaft accommodating chamber 61 through the through-hole 5d to the upper outside of the light case 5. In this embodiment, the manual shaft accommodating chamber 61 forms the space between the reverse gear and the partition wall.

[0084] 2, a support bottom wall 5C is formed in the manual shaft accommodating chamber 61, and the support bottom wall 5C extends above the bearing support portion 5c along the axial direction of the reverse shaft 23. The lower part of the manual shaft 48 is rotatably supported by the support bottom wall 5C.

[0085] That is, the manual shaft 48 extends along the protruding wall 5W in the vertical direction perpendicular to the axial direction of the reverse shaft 23.

[0086] In this way, the manual shaft 48 is supported by the light case 5 so that it will not tilt or fall over, with its lower part rotatably supported on the support bottom wall 5C and its upper part inserted into and supported by the through hole 5d.

[0087] One end of a cable member (not shown) is connected to the upper portion of the manual shaft 48. The other end of the cable member is connected to a shift lever operated by the driver.

[0088] The cable member transmits the movement of the shift lever when it is switched between the parking position and the non-parking position to the manual shaft 48, causing the manual shaft 48 to rotate.

[0089] In this way, the manual shaft 48 rotates relative to the light case 5 in conjunction with the operation of the shift lever.

[0090] The lever plate 49 is attached to the lower part of the manual shaft 48 and protrudes radially (horizontally) forward from the manual shaft 48. As shown in Fig. 2, the lever plate 49 is disposed in a manual shaft accommodating chamber 61 and swings within the manual shaft accommodating chamber 61 in conjunction with the rotation of the manual shaft 48. In detail, the lever plate 49 is a component that is long in the front-to-rear direction, and is disposed between the bulging wall 5W and the reverse idler gear 23B, extending forward from the manual shaft 48 along the reverse idler gear 23B.

[0091] The right end of the parking rod 44, which extends in the left-right direction, is swingably connected to the front end of the lever plate 49, and swinging the front end of the lever plate 49 in the left-right direction moves the parking rod 44 in the left-right direction. In other words, the parking rod 44 is movable in the axial direction (left-right direction) in conjunction with the lever plate 49.

[0092] 5 and 6, the cam member 46 is attached to the left end of the parking rod 44. The cam member 46 is attached to the parking rod 44, which passes through the parking rod 44 and above the parking pole 43, so as to be freely movable along the axial direction of the parking rod 44.

[0093] 3, an opening 4h is formed in the side wall 4B. A support member 45 (described later) is attached to the opening 4h from the parking gear storage chamber 33 side, and a parking rod 44 passes through the support member 45.

[0094] In other words, the left end of the parking rod 44 penetrates the side wall 4B and can enter and exit the parking gear storage chamber 33 through the opening 4h, and the cam member 46 can enter and exit the parking gear storage chamber 33 from the support member 45 through the opening 4h.

[0095] 5, a stopper portion 44a is formed on the parking rod 44, and one end of the cam spring 47 is prevented from coming off by the stopper portion 44a, and the other end abuts against the cam member 46. In other words, the cam spring 47 is disposed between the cam member 46 and the stopper portion 44a, and is provided so as to bias the cam member 46 in a direction away from the stopper portion 44a.

[0096] A tip stopper portion (not shown) is formed at the tip of the parking rod 44, and the cam member 46 is prevented from falling off the parking rod 44 by this tip stopper portion (not shown), and is located closer to the manual shaft 48 than the tip stopper portion.

[0097] The cam spring 47 biases the cam member 46 toward the left end of the parking rod 44 until the cam member 46 contacts the tip stopper portion, and the cam member 46 does not come out of the parking rod 44 by contacting the stopper portion.

[0098] The cam member 46 is formed in a tapered shape that tapers toward the parking pole 43. The tapered shape has a two-step shape in which the angle of the tapered shape increases near the center of the cam, and the angle is larger on the parking pole 43 side.

[0099] As shown in FIG. 6, the support member 45 is formed in a cylindrical shape, and a cam member 46 is inserted inside the support member 45.

[0100] 5 and 6, the support member 45 has a cylindrical portion 45A and a semicircular protrusion 45B. The cylindrical portion 45A is attached to the side wall 4B (see FIG. 3), and a cam member 46 is inserted into the cylindrical portion 45A.

[0101] The protruding portion 45B protrudes from the upper portion of the cylindrical portion 45A toward the parking pole 43 and abuts against the upper surface of the parking pole 43.

[0102] In the parking lock mechanism 41, when the shift lever is operated to the parking position, the manual shaft 48 rotates in one direction, and the rotation of the manual shaft 48 causes the lever plate 49 to swing in one direction.

[0103] At this time, the parking rod 44 is pushed by the lever plate 49 and moves toward the parking pole 43, and the cam member 46, biased by the cam spring 47, moves from the cylindrical portion 45A of the support member 45 into between the protruding portion 45B and the upper surface of the parking pole 43.

[0104] The cam member 46 is formed as a tapered cam portion that tapers toward the parking pole 43, so that as the cam member 46 enters between the protrusion 45B and the upper surface of the parking pole 43 and moves to the left, the cam member 46 pushes the front end of the parking pole 43 downward.

[0105] At this time, the parking pole 43 is rotated counterclockwise in FIG. 7 around the parking pole shaft 52 against the biasing force of the return spring.

[0106] As a result, the claw portion 43A of the parking pole 43 engages with the tooth portion 42A of the parking gear 42, restricting rotation of the parking gear 42 and restricting rotation of the counter shaft 22 and the final driven gear 11 of the differential device 10. As a result, rotation of the drive wheels via the drive shaft is restricted, and the vehicle is maintained in a stopped state.

[0107] In this state, the tapered portion with a small angle of the cam member 46 is positioned between the parking pole 43 and the protruding portion 45B of the support member 45, thereby restricting the return of the parking pole 43 and preventing the claw portion 43A from disengaging from the tooth portion 42A.

[0108] In the parking lock mechanism 41, when the shift lever is operated to a non-parking position, the manual shaft 48 rotates in the other direction, and the rotation of the manual shaft 48 causes the lever plate 49 to swing in the other direction.

[0109] At this time, the parking rod 44 moves toward the manual shaft 48 away from the parking pole 43, and the cam member 46 retreats from between the protruding portion 45B of the support member 45 and the upper surface of the parking pole 43 into the interior of the cylindrical portion 45A.

[0110] At this time, the parking pole 43 is biased by the return spring and rotates clockwise in FIG.

[0111] As a result, the claw portion 43A of the parking pole 43 separates from the tooth portion 42A of the parking gear 42, and the engagement between the claw portion 43A and the tooth portion 42A is released. As a result, the parking gear 42 is allowed to rotate, and the vehicle becomes capable of traveling.

[0112] When the engagement between the claw portion 43A and the tooth portion 42A is released, the upper surface of the parking pole 43 abuts against the protrusion 45B of the support member 45, thereby restricting the upward movement of the front portion of the parking pole 43 and restricting the rotation of the parking pole 43. The parking rod 44 and the cam member 46 of this embodiment constitute an operating member.

[0113] As shown in FIG. 4, the detent plate 50 is attached to the upper part of the manual shaft 48 so as to be positioned above the lever plate 49, and is a fan-shaped member that swings around the manual shaft 48 as the manual shaft 48 rotates.

[0114] As shown in FIG. 6, the detent plate 50 is positioned to extend in the left-right direction from the manual shaft 48 toward above the reverse idler gear 23B, and is arranged alongside the reverse idler gear 23B in the axial direction of the manual shaft 48.

[0115] That is, the detent plate 50 overlaps the reverse idler gear 23B in a top view of the automatic transmission 2, and covers the upper side of the reverse shaft 23.

[0116] The left end of the detent plate 50 swings back and forth around the manual shaft 48 above the reverse idler gear 23B as the manual shaft 48 rotates.

[0117] Engagement grooves 50A and 50B are formed on the outer periphery (left edge) of the detent plate 50. The engagement groove 50A corresponds to the parking position, and the engagement groove 50B corresponds to the non-parking position.

[0118] The fitting grooves 50A and 50B are fitted with the tip of a detent spring 51. The detent spring 51 is a spring member arranged to extend in the front-to-rear direction, and its tip is elastically deformed to the left when it comes into contact with the detent plate 50.

[0119] As shown in FIG. 4, the base end of the detent spring 51 is attached to the partition wall 5A of the light case 5 above the input shaft 21 by a bolt 62.

[0120] A roller member 51A is rotatably provided at the tip of the detent spring 51. The roller member 51A is capable of fitting into the fitting grooves 50A and 50B, and the detent spring 51 has a pressing force that presses the roller member 51A against the detent plate 50.

[0121] When the driver shifts the gear to the parking position, the manual shaft 48 rotates, causing the detent plate 50 to swing, and the roller member 51A fits into the fitting groove 50A. With the roller member 51A fitted into the fitting groove 50A, the parking pole 43 rotates and the claw portion 43A is in a meshing position where it meshes with the tooth portion 42A of the parking gear 42.

[0122] On the other hand, when the driver shifts the gear to a non-parking position, the manual shaft 48 rotates, causing the detent plate 50 to swing, and the roller member 51A fits into the fitting groove 50B. With the roller member 51A fitted into the fitting groove 50B, the parking pawl 43 abuts against the protruding portion 45B of the support member 45, and the claw portion 43A is in a release position where it is disengaged from the tooth portion 42A of the parking gear 42.

[0123] The detent plate 50 and the detent spring 51 constitute a detent mechanism, and when the driver shifts between the parking position and the non-parking position, the roller member 51A moves into and out of the mating groove 50A or the mating groove 50B, giving the driver a switching sensation (a so-called clicking sensation) when performing the shift operation.

[0124] Furthermore, when the shifting operation is completed, the roller member 51A fits into the fitting groove 50A or the fitting groove 50B, thereby positioning the manual shaft 48 in the rotational direction. The detent spring 51 of this embodiment constitutes a fitting member.

[0125] 4 and 5, the lever plate 49 and the detent plate 50 are attached to a cylindrical member 53 and are integrated with the cylindrical member 53. The manual shaft 48 is inserted through the cylindrical member 53, and the cylindrical member 53 is fixed to the manual shaft 48 by a pin or the like (not shown) and rotates integrally with the manual shaft 48.

[0126] As a result, the lever plate 49 and the detent plate 50 swing together with the manual shaft 48 at the same time.

[0127] In this way, the lever plate 49 and the detent plate 50 are attached to the manual shaft 48 integrally with the cylindrical member 53, so that the lever plate 49 and the detent plate 50 can be easily attached to the manual shaft 48.

[0128] As shown in Figure 6, a manual shaft 48 is arranged on the axial right side (one side) of the reverse shaft 23, with the reverse idler gear 23A in between, and a parking pole 43 is arranged on the axial left side (the other side) of the reverse shaft 23.

[0129] That is, the reverse idler gear 23A is disposed between the manual shaft 48 and the parking pole 43 in the axial direction of the reverse shaft 23.

[0130] As shown in FIGS. 4 to 6, the parking rod 44 has a first rod portion 44A, a bent portion 44B, and a second rod portion 44C.

[0131] The first rod portion 44A extends in the left-right direction from the lever plate 49, passing radially outside the reverse idler gears 23A, 23B (more specifically, above and in front of the reverse idler gears 23A, 23B), and reaching a position closer to the parking pole 43 than the reverse idler gears 23A, 23B. The first rod portion 44A is located to the side of the input shaft 21 at the same height as the input shaft 21 (see FIG. 5).

[0132] The bent portion 44B is connected to the first rod portion 44A, and extends obliquely from the end portion 44b (see FIGS. 5 and 6) of the first rod portion 44A toward the parking pole 43, radially inward of the reverse idler gears 23A, 23B, and passes in front of the shift and select shaft 31. In other words, the bent portion 44B and the first rod portion 44A are bent at the end portion 44b.

[0133] The second rod portion 44C is bent at the end 44c to be connected to the bent portion 44B, and extends in the left-right direction from the end 44c of the bent portion 44B (see FIGS. 5 and 6) to the cam member 46. The second rod portion 44C is located to the side of the countershaft 22 at a height position between the input shaft 21 and the countershaft 22 (see FIG. 5).

[0134] 7, when viewed in the axial direction of the reverse shaft 23, the second rod portion 44C is located at approximately the same height as the reverse shaft 23 and is disposed in front of the reverse shaft 23 with the shift and select shaft 31 sandwiched therebetween. The stopper portion 44a is provided on the second rod portion 44C.

[0135] As shown in FIG. 7, when viewed from the axial direction of the reverse shaft 23, the parking pawl shaft 52 is disposed between the reverse shaft 23 and the counter shaft 22 in the front-to-rear direction and below the input shaft 21, and the reverse shaft 23 is disposed between the cam member 46 and the parking pawl shaft 52 in the front-to-rear direction.

[0136] As shown in FIGS. 1 and 2, a through-hole 4d is formed in the middle wall 4C, and the through-hole 4d passes through in the axial direction of the reverse shaft .

[0137] The parking rod 44 extends from the lever plate 49 through the through hole 4d to the cam member 46, with an end 44b positioned in the through hole 4d.

[0138] Next, the effects of the automatic transmission 2 of this embodiment will be described. The automatic transmission 2 of this embodiment has a transmission case 3 having a partition wall 5A that separates the clutch chamber 8A and the transmission chamber 8B, a counter shaft 22 that is housed in the transmission chamber 8B so as to be rotatably supported by the partition wall 5A and that moves in conjunction with the drive wheels, and a reverse shaft 23 that is housed in the transmission chamber 8B so as to be supported by the partition wall 5A and that has an axial length shorter than that of the counter shaft 22.

[0139] The automatic transmission 2 also has a reverse idler gear 23B provided on the reverse shaft 23 to transmit driving force to a reverse counter gear 22G provided on the counter shaft 22, and a parking lock mechanism 41 housed in the transmission chamber 8B.

[0140] The parking lock mechanism 41 has a parking gear 42 provided on the counter shaft 22 and a parking pole 43 that is fitted with the parking gear 42 to restrict the rotation of the counter shaft 22 .

[0141] In addition, the parking lock mechanism 41 has a manual shaft 48 that rotates when operated, and a parking rod 44 and a cam member 46 that operate the parking pole 43 so that the parking pole 43 moves between an engagement position where the parking pole 43 engages with the parking gear 42 and a release position where the engagement is released.

[0142] The manual shaft 48 extends along the reverse idler gear 23B in a direction perpendicular to the axial direction of the reverse shaft 23, and is disposed in a manual shaft accommodating chamber 61 between the reverse idler gear 23B and the partition wall 5A.

[0143] This allows the manual shaft 48 to be disposed in the dead space of the transmission case 3, thereby preventing an increase in size of the transmission case 3. As a result, the parking lock mechanism 41 can be disposed while preventing an increase in size of the automatic transmission 2.

[0144] Specifically, the manual shaft 48 rotates together with the lever plate 49 and the detent plate 50, and therefore requires a large installation space.

[0145] Since the reverse shaft 23 has a shorter axial length than the input shaft 21 and the counter shaft 22, if the manual shaft 48 is placed in the space to the left of the reverse shaft 23, the outer diameter of the transmission case 3 will be increased to accommodate the manual shaft 48, and the automatic transmission 2 will become larger.

[0146] In the automatic transmission 2 of this embodiment, a bulging wall 5W that bulges toward the clutch chamber 8A is provided on the partition wall 5A facing the reverse idler gear 23B, thereby creating a large manual shaft accommodating chamber 61 between the reverse idler gear 23B and the partition wall 5A, and the manual shaft 48 is arranged in the manual shaft accommodating chamber 61.

[0147] In other words, the clutch chamber 8A has more space than the transmission chamber 8B in which the transmission mechanism 6 having a large number of parts is arranged, so by providing a bulging wall 5W that bulges out toward the clutch chamber 8A on the partition wall 5A facing the reverse idler gear 23B, the dead space can be utilized to provide a manual shaft accommodating chamber 61, and the manual shaft 48 is arranged in the manual shaft accommodating chamber 61.

[0148] This allows a long manual shaft 48 to be arranged without increasing the outer diameter of the transmission case 3, and since the installation space for the manual shaft 48 does not increase, an increase in the installation space for the parking lock mechanism 41 is suppressed, and an increase in the size of the automatic transmission 2 is suppressed.

[0149] Furthermore, the automatic transmission 2 of this embodiment has a lever plate 49 that is attached to the manual shaft 48 and swings in conjunction with the rotation of the manual shaft 48, thereby moving the parking rod 44 in the axial direction.

[0150] The right end of the parking rod 44 is attached to a lever plate 49, and is movable axially in conjunction with the swing of the lever plate 49. A cam member 46 is provided at the left end of the parking rod 44, and rotates the parking pole 43 between an engaged position and a released position.

[0151] The lever plate 49 is disposed along the front-rear direction in the manual shaft accommodating chamber 61 between the reverse idler gear 23B and the partition wall 5A (the protruding wall 5W).

[0152] This ensures a sufficient space for swinging the lever plate 49 in the manual shaft accommodating chamber 61, and allows the parking rod 44 to move axially by the required amount.

[0153] That is, although the manual shaft accommodating chamber 61 is a narrow space in the left-right direction, space can be easily secured in the front-rear direction, so that space can be secured to allow the lever plate 49, which is long in the front-rear direction, to swing sufficiently, and the required amount of movement of the parking rod 44 can be easily secured.

[0154] In the automatic transmission 2 of this embodiment, the lever plate 49 is arranged along the fore-and-aft direction (along the side of the reverse idler gears 23A, 23B), so that the lever plate 49 can be arranged in a narrow space and the arm length that determines the amount of movement of the parking rod 44 can be sufficiently secured.

[0155] Furthermore, according to the automatic transmission 2 of this embodiment, the input shaft 21 to which the driving force is transmitted from the engine 1 and the counter shaft 22 to which the driving force is transmitted from the input shaft 21 are housed in the transmission chamber 8B.

[0156] The left case 4 of the transmission case 3 has a side wall 4B that faces the partition wall 5A in the axial direction of the countershaft 22.

[0157] The right axial ends of the input shaft 21 and the counter shaft 22 are rotatably supported by the partition wall 5A, and the left axial ends of the input shaft 21 and the counter shaft 22 are rotatably supported by the side wall 4B, and the parking pole shaft 52 is also rotatably supported.

[0158] A parking gear 42 is provided on the left end of the counter shaft 22, which is to the left of the side wall 4B, and in the left-right direction, a manual shaft 48 is arranged on the right side with a reverse idler gear 23A in between, and a parking pole 43 is arranged on the left side.

[0159] This allows the parking gear 42 to be attached to the left end of the countershaft 22 at a position away from the manual shaft 48, while the manual shaft 48 is disposed on the partition wall 5A side.

[0160] As a result, even if the automatic transmission 2 is made smaller by placing the manual shaft 48 in the manual shaft accommodating chamber 61, which is dead space, it is possible to employ a parking lock mechanism 41 that is as reliable as the conventional one, and it is possible to prevent an increase in the manufacturing cost of the parking lock mechanism 41.

[0161] Furthermore, according to the automatic transmission 2 of this embodiment, the parking rod 44 is configured to include a first rod portion 44A that extends from the lever plate 49, passes through the outer periphery of the reverse idler gears 23A, 23B, and is closer to the parking pole 43 than the reverse idler gears 23A, 23B, a bent portion 44B that is connected to the first rod portion 44A, bent from the end 44b of the first rod portion 44A, and extends radially inward of the reverse idler gears 23A, 23B, and a second rod portion 44C that is connected to the bent portion 44B and extends from the end 44c of the bent portion 44B to the cam member 46.

[0162] This allows the bent portion 44B and the second rod portion 44C, other than the first rod portion 44A arranged around the reverse idler gears 23A and 23B, to be positioned radially inward of the reverse idler gears 23A and 23B when viewed from the axial direction as shown in Figure 7.

[0163] This prevents the installation space for the parking rod 44 from increasing, thereby preventing the outer diameter of the transmission case 3 from increasing, and more effectively prevents the automatic transmission 2 from becoming larger in size.

[0164] Furthermore, according to the automatic transmission 2 of this embodiment, the parking pole 43 is rotatably supported by the side wall 4B via the parking pole shaft 52.

[0165] When viewed from the axial direction of the reverse shaft 23, the parking pawl shaft 52 is disposed between the reverse shaft 23 and the counter shaft 22 in the front-to-rear direction and below the input shaft 21, and the reverse shaft 23 is disposed between the cam member 46 and the parking pawl shaft 52 in the front-to-rear direction.

[0166] This allows the parking pole 43 to be arranged compactly, and the automatic transmission 2 to be made smaller.

[0167] Specifically, when viewed in the axial direction of the reverse shaft 23, the input shaft 21 is positioned above the imaginary line L1 connecting the axis 21a of the reverse shaft 23 and the axis 22a of the counter shaft 22, so that space can be secured to place the parking pole 43 without increasing the size of the automatic transmission 2.

[0168] In addition, since the parking pole shaft 52 can be arranged near the highly rigid bearing support portion 4a that supports the input shaft 21 via the ball bearing 9B and the highly rigid bearing support portion 4b that supports the counter shaft 22 via the ball bearing 9D, the support rigidity of the parking pole 43 can be increased.

[0169] Furthermore, as shown in FIG. 7, when viewed from the axial direction of the reverse shaft 23, the parking pole 43 can be extended toward the reverse shaft 23 where there is relatively more space to arrange the reverse idler gears 23A, 23B, thereby preventing the automatic transmission 2 from becoming larger and making it easy to ensure space for arranging the parking pole 43.

[0170] In addition, as shown in FIG. 7, the front end of the parking pole 43 extends forward of the reverse shaft 23 when viewed in the axial direction, and the tip of the parking pole 43 can be operated by a cam member 46.

[0171] This reduces the offset between the first rod portion 44A and the second rod portion 44C of the parking rod 44 in the radial direction of the reverse idler gears 23A and 23B, i.e., reduces the amount of bending of the ends 44b and 44c.

[0172] Therefore, when the parking rod 44 is moved in the axial direction, the parking pole 43 can be reliably and stably operated by the cam member 46, and the reliability of the parking lock mechanism 41 can be improved.

[0173] Furthermore, according to the automatic transmission 2 of this embodiment, the left case 4 is disposed between the partition wall 5A and the side wall 4B in the axial direction of the reverse shaft 23 and has a middle wall 4C that supports the left end of the reverse shaft 23 in the axial direction.

[0174] The middle wall 4C has a through hole 4d penetrating in the axial direction of the reverse shaft 23, and the parking rod 44 extends from the lever plate 49 to the cam member 46 through the through hole 4d.

[0175] As a result, even when the manual shaft 48 is disposed in the manual shaft accommodating chamber 61, the parking rod 44 can be installed from the lever plate 49 to the cam member 46 while the middle wall 4C ensures sufficient support rigidity for the reverse shaft 23.

[0176] Furthermore, the automatic transmission 2 of this embodiment has a detent plate 50 that is attached to the manual shaft 48 and swings with the rotation of the manual shaft 48, and a detent spring 51 that fits into the fitting grooves 50A, 50B of the detent plate 50 to position the manual shaft 48 in the rotational direction.

[0177] The detent plate 50 is located above the reverse idler gear 23B and is arranged alongside the reverse idler gear 23B in the axial direction of the manual shaft 48.

[0178] This allows the detent plate 50, which has a large installation area extending in the left-right direction from the manual shaft 48, to be arranged without interfering with the reverse idler gear 23B.

[0179] Furthermore, in consideration of ease of assembly and assembly procedures, the detent spring 51 is attached to the partition wall 5A, and the roller members 51A are fitted into the fitting grooves 50A and 50B of the detent plate 50 in the left-right direction.

[0180] Therefore, in order to arrange the detent plate 50, a relatively wide space is required on the axial perpendicular plane of the manual shaft 48. However, by utilizing the space above the reverse idler gear 23B, the detent plate 50 can be arranged while preventing the automatic transmission 2 from becoming larger.

[0181] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0182] 1...engine (internal combustion engine), 2...automatic transmission (vehicle transmission), 3...transmission case, 4B...side wall, 4C...middle wall, 4d...through hole, 5A...partition wall, 8A...clutch chamber, 8B...transmission chamber, 21...input shaft, 22...counter shaft (transmission shaft), 22G...reverse counter gear (gear member), 23...reverse shaft, 23B...reverse idler gear (reverse gear), 41...parking lock mechanism, 42...parking gear, 43...parking pole, 44...parking rod (operating member), 44A...first rod portion, 44B...bent portion, 44C...second rod portion, 46...cam member (operating member), 48...manual shaft, 49...lever plate, 50...detent plate, 51...detent spring (fitting member), 52...parking pole shaft, 61...manual shaft accommodating chamber (space between reverse gear and partition wall)

Claims

1. a transmission case having a partition wall separating a clutch chamber and a transmission chamber; a transmission shaft accommodated in the transmission chamber so as to be rotatably supported by the partition wall and interlocked with drive wheels; a reverse shaft that is housed in the transmission chamber so as to be supported by the partition wall and has an axial length shorter than that of the transmission shaft; a reverse gear provided on the reverse shaft and transmitting a driving force to a gear member provided on the transmission shaft; a parking lock mechanism housed in the transmission chamber, The parking lock mechanism is a parking gear provided on the transmission shaft; a parking pole that is fitted with the parking gear to restrict rotation of the transmission shaft; a manual shaft that rotates by operating force; and an operating member that operates the parking pole so that the parking pole moves to an engagement position where the parking pole engages with the parking gear and a release position where the engagement is released, The manual shaft a partition wall extending along the reverse gear in a direction perpendicular to the axial direction of the reverse shaft and disposed in a space between the reverse gear and the partition wall;

2. a lever plate attached to the manual shaft and swinging in conjunction with rotation of the manual shaft to move the operating member in the axial direction; The operating member includes a parking rod having one end attached to the lever plate and axially movable in conjunction with the swing of the lever plate; a cam member provided at the other end of the parking rod for rotating the parking pole between the engagement position and the release position; 2. The vehicle transmission according to claim 1, wherein the lever plate is disposed between the reverse gear and the partition wall.

3. an input shaft to which driving force is transmitted from an internal combustion engine and a counter shaft to which driving force is transmitted from the input shaft and which constitutes the transmission shaft are housed in the transmission chamber; the transmission case has a side wall facing the partition wall in the axial direction of the transmission shaft, one end of the input shaft and one end of the counter shaft are rotatably supported by the partition wall, the other ends of the input shaft and the counter shaft are rotatably supported by the side wall, and the parking pole is rotatably supported by the side wall; The parking gear is provided on the other end of the counter shaft on the side wall side, 3. The vehicle transmission according to claim 2, wherein the manual shaft is disposed on one axial side of the reverse shaft, and the parking pawl is disposed on the other axial side of the reverse shaft, with the reverse gear sandwiched therebetween.

4. 4. The vehicle transmission according to claim 2, wherein the parking rod includes a first rod portion that passes through the outer periphery of the reverse gear from the lever plate and extends toward the parking pole side of the reverse gear, a bent portion that is connected to the first rod portion, bent at an end of the first rod portion, and extends radially inward of the reverse gear, and a second rod portion that is connected to the bent portion and extends from the end of the bent portion to the cam member.

5. The parking pole is rotatably supported on the side wall via a parking pole shaft, When viewed in the axial direction of the reverse shaft, the parking pawl shaft is disposed between the reverse shaft and the counter shaft and below the input shaft, 4. The vehicle transmission according to claim 3, wherein the reverse shaft is disposed between the cam member and the parking pole shaft.

6. the transmission case has a middle wall that is disposed between the partition wall and the side wall in the axial direction of the reverse shaft and rotatably supports the other end of the reverse shaft, the middle wall has a through hole that penetrates in the axial direction of the reverse shaft, 4. The vehicle transmission according to claim 3, wherein the parking rod extends from the lever plate through the through hole to the cam member.

7. a detent plate attached to the manual shaft and swinging in response to rotation of the manual shaft; a fitting member that fits onto an outer periphery of the detent plate to position the manual shaft in a rotational direction, 7. The vehicle transmission according to claim 1, wherein the detent plate is located above the reverse gear and is arranged alongside the reverse gear in the axial direction of the manual shaft.

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