JP3515951B2 - Shifting operation device for rough terrain vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear shift operation device for an all-terrain vehicle equipped with a continuously variable transmission mechanism such as a belt converter and a gear type transmission mechanism from the upstream side of power.

[0002]

2. Description of the Related Art In this type of rough terrain vehicle, a gear-type speed change mechanism, which is provided with a continuously variable speed change mechanism, is usually used for forward and high speed
It is configured so that it can be switched to low speed forward, neutral, and reverse.It is set to high speed forward during normal running, and automatically shifts by the continuously variable transmission mechanism during running. If necessary, the vehicle is once stopped, and the vehicle is driven by switching to low speed or reverse.

Japanese Unexamined Patent Publication No. 8-337131 discloses a gear shift operation device for an all-terrain vehicle which can switch between high speed forward, low speed forward, neutral and reverse by a single shift operating lever. Or JP-A-2-20307
There is one described in Japanese Patent No.

10 and 11 show the former rough terrain vehicle. As shown in FIG. 10, a single shift operating lever 101 is supported by an engine 102, and the shape of the shift operating lever is the engine. After protruding rightward from the right side surface of 102, it is formed in an L shape so as to stand up. As shown in FIG. 11, the shift operation lever 101 is provided with a first lever mechanism 105 for switching between forward, neutral and reverse, and a second lever mechanism 106 for switching between high forward speed and low forward speed. There is. Double lever mechanism 1
05 and 106 are formed so as to protrude toward the center portion of the left and right width of the engine 102, and rods 107 and 108, respectively.
Alternatively, the wires are connected. That is, although the shift operation lever 101 is one, the two lever mechanisms 105,
The shift fork for switching between forward, neutral and reverse, and the shift fork for switching between high forward speed and low forward speed are respectively connected via 106 and two rods 107 and 108. Further, an H-shaped shift guide groove as shown in FIG. 10 is formed on the side of the vehicle body in the gate 109 for guiding the operation of the shift operation lever 101.

FIG. 12 shows the latter rough terrain vehicle, in which a single shift operating lever 201 is arranged on the side of the engine 202, and the shape of the shift operating lever 201 projects outward in the left-right direction. It has a bent shape. A cam drum (change drum) 206 is housed in the upper part of the mission case 205 as a shift fork driving member that is interlockingly connected to the shift operation lever 201. By rotating the cam drum 206, two shift forks are provided. Is configured to move.

[0006]

In any of the conventional examples, a single shift operation lever can be used to switch between forward high speed, low forward speed, neutral and reverse.
In the former case of 1, the shift operation lever 101 is the engine 10
Since it is attached to No. 2 and is arranged so as to project to the right, the space around the rider's foot is limited, the rider's foot hits the shift operation lever 201, and the riding comfort is reduced. Further, it is necessary to operate the shift operation lever back and forth and up and down along the H-shaped shift guide groove provided on the side of the vehicle body, which is not good in operability.

A rod 10 connecting the shift operating lever 101 and a shift fork in the mission case.
Since 7 and 108 are arranged on the center side of the left and right width of the engine 102, it takes time to assemble the rods 107 and 108 and adjust the length.

Moreover, since two rods 107 and 108 for switching between high-speed forward and low-speed forward and for switching between forward, neutral, and reverse must be arranged, the arrangement of the rods 107 and 108 is required. A large space is needed for this, and it becomes difficult to place various equipment such as an air cleaner on the center side of the engine.

In the latter gear change operation device for an all-terrain vehicle shown in FIG. 12, the cam drum 206 is arranged in the mission case 205, so that a large space is required for the cam drum, and the mission case 205 becomes large in size. Since the configuration is such that one cam drum 206 moves and operates two shift forks, the mission case 205
The internal structure becomes complicated and the cost becomes high. Further, since the shift operation lever 101 is located at a lower position laterally of the vehicle body,
Space around the legs is limited.

[0010]

SUMMARY OF THE INVENTION An object of the present invention is to simplify the operating force transmission mechanism from the shift operating lever to the shift fork when a single shift operating lever is used to switch between high speed forward, low speed forward, neutral and reverse. The purpose is to secure the space around the rider's feet, reduce the number of parts, reduce the weight, and improve the assemblability by effectively arranging the space of the traveling vehicle. It also aims to improve operability.

[0011]

In order to solve the above-mentioned problems, a gear shifting operation device for an all-terrain vehicle according to claim 1 of the present invention is provided.
Equipped with a continuously variable transmission mechanism and a gear type transmission mechanism from the power upstream side,
The gear type speed change mechanism allows switching of at least forward high speed, low forward speed, neutral and reverse by a single shift fork, and a shift extending upward above the engine near the left and right sides of the steering handle. One change lever shaft provided with an operation lever and interlockingly connected to the shift fork is provided at the rear end of the engine at the end on the same side as the shift operation lever arranging side so as to project upward. The outer change lever part provided at the upper end and the shift operating lever are interlockingly connected via a single linear connecting rod arranged along the side surface of the engine, and the gate for guiding the operation of the shift operating lever is connected to the front and rear. Forming a shift guide groove extending in a predetermined direction, and engaging forward and backward low speed, forward high speed, neutral and reverse engaging portions at left and right predetermined positions of the shift guide groove. It is formed on one side. As a result, the shift operation force transmission mechanism from the shift operation lever to the shift fork can be simplified and arranged compactly, and a wide space around the rider's feet can be secured, so that a comfortable ride can be obtained. Further, the number of parts such as the cam drum and the connecting rod can be reduced, and the weight can be reduced. Further, the shift operability can be improved, and the space around the gate can be kept compact.

According to a second aspect of the present invention, in the gear shift operating device for an all-terrain vehicle according to the first aspect, the shift operating lever is provided in the middle of the guide groove between the forward high speed engaging portion and the forward low speed engaging portion. Forms an intermediate stopper that temporarily stops in the neutral state. As a result, when switching from the high speed forward state to the low speed forward state, it is possible to shift to the low speed forward state by a smooth operation.

According to a third aspect of the present invention, in the gear shift operating device for an all-terrain vehicle according to the first or second aspect, the shift operating lever is supported by a spherical support mechanism so as to be rotatable forward and backward and left and right. At the same time, the shift guide groove is urged by the spring toward the side where each engaging portion is formed, which makes it possible to make the structure of the supporting portion of the shift operating lever compact and to shift the shift operating lever to each shift speed with a simple structure. Can be locked and held in the step position.

[0014]

[0015]

[0016]

[0017]

1 is a plan view of an all-terrain four-wheeled vehicle to which the present invention is applied, which includes a pair of left and right front wheels 1 and a pair of left and right rear wheels 2, and front and rear wheels 1. A bar-shaped steering handle 4 is disposed on the front side between the upper and the lower sides of the seats 2, and a seat 6 is disposed on the rear side of the handle 4 with a cover 5 interposed therebetween. Is step 7
Is provided. An air cleaner 10 is arranged in the cover 5, and an engine 12 extending below the front portion of the seat 6 is mounted below the air cleaner 10.

For the sake of convenience of explanation, the left and right directions as viewed from the rider are defined as the left and right directions of the rough terrain vehicle, as described as "left" and "right" in FIG. A shift operation lever 15 for performing a shift operation between the forward high speed, the low forward speed, the neutral speed, and the reverse speed is arranged in the right side wall of the cover 5 and below the right side portion of the handle 4. . On the upper surface of the right rear end of the crankcase portion 12a of the engine 12, a single change lever shaft 2 protruding upward is provided.
1 and the outer change lever portion 23a provided at the upper end of the change lever shaft 21 and the shift operating lever 15 are arranged in a single linear connecting rod 20 along the right side surface of the engine 12. Are linked together.

FIG. 2 is a front view, and front fenders 8 are arranged on the front wheels 1, respectively.

FIG. 3 is a view from the direction of arrow III in FIG. 1 (side view seen from the right side). A V-shaped two-cylinder engine is mounted as the engine 12, and a V-belt is provided on the right side of the crankcase portion 12a. A continuously variable transmission mechanism 27 is arranged (FIG. 1), and the V
The belt type continuously variable transmission mechanism 27 is used for the output shaft 2 of the engine 12.
8, a drive pulley 30 and a rear driven shaft 31a
Driven pulley 32 provided on the
It is composed of a V-belt 33 wound around the pulleys 30 and, as is well known, due to fluctuations in the rotational torque,
The sheave interval constituting the No. 2 is automatically adjusted to automatically shift continuously.

The shift operation lever 15 has a lower end portion arranged above the engine 12 and extends upward in a straight line, and a gate 16 provided on the upper surface of the right side wall of the cover 5.
The grip 15 a of the operation lever 15 is located between the handle 4 and the upper surface of the cover 5 and protrudes upward through the shift guide groove 17. The connecting rod 20 extends obliquely downward on the right side of the engine 12 from the shift operating lever 15 to the outer change lever portion 23a of the rear change lever shaft 21.

FIG. 6 is a sectional development view of the inside of the crankcase portion 12a taken along a plane passing through each transmission shaft core, and clearly shows the structure of the gear type transmission mechanism. Crank case part 1
In 2a, an input speed change shaft 31, which is integrally formed with a driven shaft 31a of the driven pulley 32, first and second intermediate speed change shafts 41 and 42, and an output shaft 43 are arranged in parallel. In addition, the propeller shaft 44 is arranged at a right angle to the output shaft 43 and horizontally. A forward high speed gear 50 and a low forward speed gear 51 are arranged in parallel near the driven pulley 32 side of the input speed change shaft 31, that is, near the right bearing 46, and a reverse gear near the left bearing 47. 52 is arranged, and one shift sleeve 54 is spline-fitted in a central portion in the axial direction so as to be movable in the axial direction.

The reverse gear 52 has a dog claw 52a on its right end face.
And a transmission shaft 31 for input through a needle bearing
Is rotatably fitted in. The forward low speed gear 51 has a boss portion 51b extending to the left passing through the inner peripheral side of the forward high speed gear 50 and having a dog claw 51a at the tip thereof.
The input transmission shaft 31 is rotatably fitted through a needle bearing. The forward traveling high speed gear 50 has an inward dog claw 50a at the tip of an arm 50b extending leftward, and is rotatably fitted to the outer periphery of a boss portion 51b of the forward traveling low speed gear 51 via a needle bearing. ing. A reverse dog claw 54a capable of meshing with the dog claw 52a of the reverse gear 52 is formed on the left end surface of the shift sleeve 54, and the dog claw 50a of either the forward high speed gear 50 or the low speed gear 51 is formed on the right end surface. , 51a are also formed with L-shaped forward-moving dog claws 54b that can mesh with each other.

Both dog claws 50 for forward high speed and low forward speed
The axial distance between a and 51a should be at least 50 for both dog claws.
The dog claw 54b for advancement of the sleeve 54 is secured between a and 51a to such an extent that the dog claw 54b is once in a neutral state.

A single shift fork 60 is fitted in the outer circumferential annular groove of the shift sleeve 54, and the shift fork 60 is fixed to a shift rod 61 supported by the crankcase portion 12a so as to be movable in the left and right directions, and shifts. Rod 6
It can move in the left and right direction together with 1. The state of the shift fork 60 shown in the drawing shows a neutral state, and when the shift fork 60 moves to the left from the neutral state, the shift sleeve 5
4 the reverse dog claw 54a is the dog claw 52 of the reverse gear 52.
When it engages with a and moves to the right, first, the forward dog claw 54b of the shift sleeve 54 meshes with the dog claw 50a of the forward high speed gear 50, and then the forward dog claws 50a,
The dog claws 51a of the forward low speed gear 51 are engaged with each other via a neutral state between 50b. Ie 1
By shifting the shift fork 60 of the book in the axial direction, it is possible to switch between four shift speeds of high speed forward, low speed forward, neutral and reverse.

The first intermediate shaft 41 has a forward intermediate gear 5 which meshes with forward high speed and low speed gears 50 and 51, respectively.
5, 56 are fixed, an intermediate output gear 57 is fixed, a reverse intermediate gear 58 meshing with a reverse gear 52 and an intermediate gear 59 meshing with the intermediate output gear 57 are fixed on the second intermediate shaft 42. There is. The intermediate output gear 57 meshes with the gear 62 of the output shaft 43, and the output shaft 43 and the propeller shaft 44 are interlocked and coupled via bevel gears 63 and 64.

The propeller shaft 44 extends horizontally in the front-rear direction, and its rear end is connected to the rear axle via a final reduction mechanism,
The front end is connected to the front wheel propeller shaft via a suitable universal joint or clutch.

At the left end of the shift rod 61, four notches 65 for positioning at each shift speed are formed at predetermined intervals in the axial direction, and the notches 65 have a spring 66.
The ball 67 urged by is engaged. The notch 6
5 is for reverse positioning, neutral positioning,
It is for forward high speed positioning and forward low speed positioning. The right end portion of the shift rod 61 is the crankcase portion 1
A change pin 70 projecting into the change lever chamber 68 formed at the upper right end of the rear side 2a and protruding upward is provided. In the upper wall case 71 of the change lever chamber 68, the change lever shaft 21 is rotatably supported in an upright posture, the change lever shaft 21 projects upward, and the upper end of the change lever shaft 21 extends to the right L. The outer change lever portion 23a that is bent in a letter shape is fixed.

FIG. 7 is a vertical sectional view of the change lever chamber 68. The boss portion 23d of the inner change lever portion 23b is fixed to the lower end portion of the change lever shaft 21, and the outer periphery of the boss portion 23d is fixed to the boss portion 23d. A torsion coil spring 72 is wound around the boss portion 23d so as to be rotatable. Both ends 70a of the torsion coil spring 72 linearly extend to the change pin 70 side, and the tip end bent portion 2 of the inner change lever portion 23b.
By engaging both end edges of 3c, it is possible to rotate integrally with the inner change lever portion 23b.

FIG. 8 is a plan view showing the upper wall cover 71 of FIG. 7 removed, and an opening 73 having a large play with respect to the change pin 70 is formed in the inner change lever portion 23b. The linear end portions 72a of the torsion coil spring 72 sandwich the change pin 70 with a constant elastic force, and the change pin 70 can be moved in the left-right direction as the torsion coil spring 72 rotates. Code F
L, FH, N and R indicate the forward low speed position, the high forward speed position, the neutral position and the reverse position of the change pin 70, respectively.

FIG. 4 shows a shift operation force transmission mechanism from the shift operation lever 15 to the change lever shaft 21. The outer change lever portion 23a is provided with a spherical joint 75, and the spherical joint 75 is connected to the connecting rod 20. The rear ends are connected. A lower end portion of the shift operation lever 15 is rotatably supported by a rearward opening U-shaped support bracket 77 via a spherical support mechanism (pillow ball) 76, and the support bracket 77 is fixed to a right frame 78 of the vehicle body. ing. A rear opening V-shaped bracket 80 is welded to a middle portion of the shift operation lever 15, and the bracket 80 is rotated in a substantially upward direction via a pin 81 extending in a substantially left-right direction as shown in FIG. A joint 82 is movably supported, and the front end portion of the connecting rod 20 is connected to the joint 82 so that the rod length can be expanded and contracted. A coil spring 83 for biasing the shift operating lever 15 to the left is stretched between the left wing portion of the bracket 80 and the vehicle body frame 84 or the like.

FIG. 9 is a plan view of the gate 16 having the shift guide groove 17. The shift guide groove 17 is arranged in order from the rear side with respect to the moving groove extending in the front-rear direction, from the rear side to the reverse engaging portion 86 and the neutral position. The engaging portion 87, the forward traveling high speed engaging portion 88 and the forward traveling low speed engaging portion 89 are formed at a predetermined interval, and the engaging portions 86, 87, 88 and 89 are all projected to the left side. Is formed in. The so-called shift guide groove 17 has a straight shape as compared with the conventional H shape, but the path 90 between the reverse engagement portion 86 and the neutral engagement portion 87 and the neutral engagement portion 87 and the forward movement. Each of the paths 91 between the high speed engaging portions 88 has a shape inclined to the front right. An intermediate stopper edge 95 for temporarily stopping the shift operation lever 15 in the neutral state is formed in the middle of the path 92 between the forward high speed engaging portion 88 and the forward low speed engaging portion 89, and the stopper is formed. Bending from the edge 95 to the right side, and then inclining to the left front, the forward low speed engaging portion 8
9 is formed. Incidentally, as for the position of the shift operation lever 15 of the stopper edge 95, in FIG. 6, the forward dog claw 54b of the shift sleeve 54 is located between the forward high speed dog claw 50a and the forward low speed dog claw 51a. Corresponds to the state.

[0033]

[Operation and Operation] In FIG. 3, during the shift operation, the shift operation lever 15 is located above the engine 12 and below the right side of the handlebar 4 and is arranged in a substantially upright posture. The rider's foot is not disturbed, a sufficient space around the foot can be secured, and the rider can perform the shift operation in a substantially running posture. Also, the position of the shift operating lever 15 in the shift guide groove 17 can be easily confirmed.

The shift operation by the shift operation lever 15 is performed while the vehicle is stopped. When the shift operating lever 15 is in the neutral position and the engine 12 is in the idling operation, the V-belt type continuously variable transmission mechanism 27 is basically in the neutral state. However, FIG.
The dog claws 54a and 54b of the shift sleeve 54 of FIG.
Since it is also not meshed with a, the input speed change shaft 31 is rotating with a slight torque due to the accompanying phenomenon caused by the frictional force between the belt 33 and the driven pulley 32.

[Shifting from the neutral state to the forward and high speed state] In FIG. 9, when the shift operating lever 15 is pushed forward from the neutral position N, the shift operating lever 15 moves through the inclined path 91.
Is guided to the front right and contacts the front end convex portion 97 of the inclined path 91. By contacting the convex portion 97, it is confirmed that the front-rear direction position corresponding to the forward traveling high speed engaging portion 88 has been reached, the shift operating lever 15 is returned to the left, and the forward traveling high speed engaging portion 88 is engaged. To do. This engaged state is maintained by the elastic force of the biasing coil spring 83 shown in FIG.

By operating the shift operating lever 15 from the neutral position to the forward and high speed position as described above, the outer change lever portion 23a is pulled forward through the connecting rod 20 and the inner change lever shaft 21 through the change lever shaft 21. The lever 23b is rotated rightward (direction S1) from the neutral position N in FIG.

As the change lever portion 23b rotates, the torsion coil spring 72 also rotates in the S1 direction, and the change pin 7
Move 0 to the forward high speed position FH to the right. As a result, the shift rod 61, the shift fork 60 and the shift sleeve 54 in FIG. 6 also move to the right, and the shift sleeve 5
The forward dog claw 54b of No. 4 is engaged with the forward high speed dog claw 51a. As described above, since the input speed change shaft 31 is rotated with a small torque, the rotation of the input speed change shaft 31 allows the dog claws 54b and 50a to quickly coincide in phase with each other and mesh with each other.

During the shift operation, the dog claws 54b and 50a may come into contact with each other, but the impacts are absorbed by the torsion coil spring 72, so that they are not transmitted to the shift operating lever 15.

[Shifting from the forward high speed state to the low forward speed state] The vehicle of FIG. 3 is stopped and the V-belt type continuously variable transmission mechanism 27 is used.
Is in the neutral state and the shift operating lever 15 is in the forward high speed position, the shift sleeve 54 shown in FIG.
Dog claws 54b for forward movement and dog claws 5 for forward high speed gear 50
0a is engaged, the driven pulley 32 and the V
The accompanying rotation due to the frictional force of the belt 33 is completely braked, and the input speed change shaft 31 is completely stopped.

In FIG. 9, when the shift operating lever 15 is pushed forward from the forward high speed position FH, the shift operating lever 15 comes into contact with the stopper edge 95 in the middle of the path 92 and the shift operating lever 15 is temporarily stopped. At this time, the forward-moving dog claw 54b of the shift sleeve 54 shown in FIG. 6 is located between the dog-side claw 50a of the forward-moving high speed gear 50 and the dog claw 51a of the forward-moving low speed gear 51, and is temporarily in a neutral state. The accompanying rotation of the driven pulley 32 is restored, and a weak torque rotates the input speed change shaft 31.

After that, the shift operation lever 15 shown in FIG. 9 is released to the right from the stopper edge 95 portion and pushed forward again, so that the forward low speed engagement portion 89 is passed through the inclined path 92.
Leading to.

As a result, the forward-moving dog claw 54b of the shift sleeve 54 shown in FIG.
Engages a and enters the forward low speed state.

[Shifting from the neutral state to the reverse state] In FIG. 9, the shift operation lever 15 is once moved to the right from the neutral position N and pushed backward, so that the vehicle is guided to the left rear along the inclined path 90 and is moved backward. The engaging portion 86 is engaged.

As described above, the shift operation lever 15 shown in FIG.
4 is operated from the neutral position N to the reverse position R, the outer change lever portion 23 is moved through the connecting rod 20 of FIG.
When a is pushed backward, the inner change lever portion 23b is rotated to the left (direction S2) from the neutral position N in FIG. 8 via the change lever shaft 21.

As the change lever portion 23b rotates, the torsion coil spring 72 also rotates in the S2 direction, and the change pin 7
Move 0 to the reverse position R to the left. As a result, the shift rod 61, the shift fork 60, and the shift sleeve 54 in FIG. 6 are moved from the neutral position to the left, and the reverse dog claw 5 is moved.
4a is engaged with the reverse gear dog claw 52a.

[0046]

[Other Embodiments of the Invention] (1) The present invention can also be applied to an all-terrain six-wheeled vehicle.

(2) The illustrated embodiment has a structure in which an air cleaner is arranged in the cover between the seat and the handle, but it can also be applied to a structure in which a fuel tank is arranged.

[0048]

As described above, according to the present invention, the gear type speed change mechanism can switch at least forward high speed, low forward speed, neutral and reverse by a single shift fork, and operates at a position above the engine. A shift operation lever that extends upward is provided below the vicinity of one of the left and right sides of the steering wheel, and one change lever shaft that is interlockingly connected to the shift fork is provided at the rear end of the crankcase portion of the engine.
Also, an outer change lever portion and a shift operation lever, which are provided in an upward protruding shape at one end portion on the same left and right side as the shift operation lever arrangement side and are provided at the upper end of the change lever shaft,
Since it is interlocked and linked via a single linear connecting rod that is placed along the side of the engine and substantially parallel to the front-rear direction, the shift operating force transmission mechanism from the shift operating lever to the shift fork is simplified and compact. It is possible to secure a wide space around the rider's feet and to obtain a comfortable ride. Further, the number of parts such as the cam drum and the connecting rod can be reduced, and the weight can be reduced.

(2) When a torsion coil spring is attached to the change lever fixed to the change lever shaft and the shift fork is actuated via the torsion coil spring, the dog claws generated during the shift operation are separated from each other. The repellency phenomenon can be absorbed by the torsion coil spring and is not transmitted to the shift operation lever, so that the operability is improved.

(3) A shift guide groove extending in the front-rear direction is formed in the gate that guides the operation of the shift operation lever, and a forward low speed, a high forward speed, a neutral position, and a neutral speed are formed at predetermined positions in the front and rear direction of the shift guide groove. If the reverse engaging portions are formed on the same side on the left and right, the space around the gate can be kept compact.

(4) If an intermediate stopper for temporarily stopping the shift operation lever in the neutral state is formed in the middle of the guide groove between the forward high speed engaging portion and the low forward speed engaging portion, the forward high speed state can be achieved. From the forward speed to the low speed forward state, the neutral state is temporarily restored, and the accompanying rotation of the driven pulley is restored, and the dog clutch is smoothly connected to the forward low speed transmission gear.

(5) The shift operation lever is supported rotatably in the front-rear direction and the left-right direction via the spherical surface support mechanism, and is biased by the spring on the side where the engaging portions of the shift guide groove are formed. The structure of the supporting portion of the shift operation lever can be made compact, and the shift operation lever can be locked and held at each shift speed position with a simple structure.

(5) If the shift operating lever and the change lever shaft are connected substantially linearly, the shift operating force transmission mechanism can be made more compact.

[Brief description of drawings]

FIG. 1 is a plan view of an all-terrain vehicle to which the present invention is applied.

2 is a front view of the rough terrain vehicle of FIG. 1. FIG.

FIG. 3 is a view on arrow II in FIG. 1.

FIG. 4 is a side view of a shift operation force transmission mechanism from a shift operation lever to a change lever shaft.

5 is a sectional view taken along line VV of FIG.

FIG. 6 is a sectional development view of the gear type speed change mechanism taken along a plane passing through each speed change shaft.

7 is an enlarged cross-sectional view taken along line VII-VII of FIG.

FIG. 8 is a plan view showing the change lever chamber of FIG. 7 with an upper wall cover removed.

FIG. 9 is an enlarged plan view of a gate.

FIG. 10 is a perspective view of a conventional example.

11 is an enlarged view of a vertical section of a shift operation lever portion of FIG.

FIG. 12 is a side view of another conventional example.

[Explanation of symbols]

1 front wheel 2 rear wheels 5 cover 6 sheets 12 engine 12a Crank case part 15 Shift operation lever 16 gates 17 Shift guide groove 21 Change lever shaft 23a, 23b Change lever part 27 V belt type continuously variable transmission 50 Forward high speed gear 51 Forward low speed gear 52 Reverse gear 50a, 51a, 52a Dog claw 54 shift sleeve 54a, 54b Dog claw 60 shift forks 61 shift rod 70 Change Pin 72 torsion coil spring 76 Spherical support mechanism 83 Biasing spring 95 Intermediate stopper edge (intermediate stopper)

Front page continuation (51) Int.Cl. ⁷ identification code FI G05G 1/04 G05G 1/04 A (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 20/00-20/08 F16H 59 / 00-63/38 G05G 1/04

Claims (3)

(57) [Claims] 1. A continuously variable transmission mechanism and a gear type transmission mechanism are provided from a power upstream side, and the gear type transmission mechanism is capable of switching at least forward high speed, forward low speed, neutral and reverse by a single shift fork, and an engine. At a higher position, a shift operation lever that extends upward is provided below one of the left and right sides of the steering handle, and one change lever shaft that is interlockingly connected to the shift fork is provided at the rear end portion of the engine for shifting the shift. The outer change lever part and the shift operation lever, which are provided at the end on the same side as the operation lever side and project upwards, are provided on the upper end of the change lever shaft and the shift operation lever. Front and rear are connected to the gate that guides the operation of the shift operation lever by interlocking connection via the connecting rod
Forming a shift guide groove extending in the direction
Forward and backward forward low speed, forward forward high speed, neutral position
A gear shift operation device for an all-terrain vehicle, characterized in that front and reverse engaging portions are formed on the same side on the left and right . 2. An intermediate stopper for temporarily stopping the shift operation lever in a neutral state is formed in the middle of the guide groove between the forward high speed engaging portion and the low forward speed engaging portion. 1. A gear shift operation device for an all-terrain vehicle according to 1. 3. The shift operating lever is rotatably supported in the front-rear direction and the left-right direction via a spherical surface supporting mechanism, and is biased by a spring toward a side where each engaging portion of the shift guide groove is formed. The gear shift operation device for an all-terrain vehicle according to claim 1 or 2.