JP2000283270A - Lubricating structure of manual transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent seizure of a synchronizing device when the relative rotation with a synchronized gear is high. SOLUTION: A through-hole 40 communicating the inner peripheral surface with an outer peripheral surface 35a is formed in an inner cone 35, a through hole 41 communicating the inner peripheral surface 36b with an outer peripheral surface 36a is formed in a middle cone 36, and a through-hole 42 communicating the inner peripheral surface 34a with the outer peripheral surface is formed in an outer cone 34. The respective through-holes 40-42 are formed at equal intervals in several places on the circumference to pierce from the inner cone 35 through the middle cone 36 to the outer cone 34 in the radial direction to supply lubricating oil to the mutual sliding surfaces of the cones.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to, for example, a manual transmission having a synchronizing device for changing the transmission path of a driving force from an input shaft and transmitting the driving force to an output shaft by synchronizing the rotation speed at a certain gear. The lubrication structure of

[0002]

2. Description of the Related Art A double cone type synchronizing device is provided with a middle cone which comes into contact with an inner cone and a synchronizer ring, so that friction and inertia weight between the synchronizer ring and the inner cone are dispersed and reduced by the middle cone. Even when the relative rotation with the synchronized gear is high, the rotation speed can be easily tuned.

Japanese Unexamined Patent Application Publication No. 2-35005 discloses an output reduction type gear transmission in which a driving force input from an input shaft via a counter shaft is reduced by an output shaft and output. Discloses a structure for supplying lubricating oil to a synchronizing device. Specifically, the oil enclosed in the transmission case is scraped up by the respective gears provided integrally with the counter shaft, and the oil adheres to the synchronizing device, thereby lubricating the synchronizing device. Is what you do.

[0004]

SUMMARY OF THE INVENTION Generally, first gear,
At low speeds such as a high speed, the shift operation force tends to be large. This is because the input from the engine is decelerated and the torque is increased at a low speed, and the torque is increased, or a large equivalent moment of inertia around the axis is generated by the decelerated input.

[0005] On the other hand, as one method for reducing the operating force at the time of gear shifting, it is known to use a double cone synchro for a synchronizer.

It is also known to provide an output reduction type transmission in which a reduction gear is provided between an output shaft and a counter shaft in order to reduce the size of the transmission body.

[0007] In the output reduction type transmission, in order to perform a gear shift in the preceding stage of the output shaft, the input shaft rotating at the input speed of the engine has a countershaft in the state where the high speed stage is selected. It will rotate at a higher speed than the shaft. For example, when the vehicle is running with the engine fully open near the highest speed, the gear is rotated at a speed higher than the input rotation speed of the engine when the shift stage is in the fifth speed. On the other hand, when a low speed stage such as the first speed or the second speed is freely rotatably supported on the counter shaft, the input rotation is transmitted to the counter shaft at a reduced speed. Will rotate with a large relative speed with respect to the counter shaft. This becomes more remarkable when the vehicle is running with the engine at the maximum rotation speed and the fifth gear. This becomes more remarkable when the low-speed stage is freely rotatably supported on the input side.

Further, when the double cone synchro is used for a place where the relative rotation speed is high as described above, the middle cone has an inner peripheral surface and an outer peripheral surface with respect to the inner cone and the outer cone, respectively. Due to the sliding contact, the calorific value becomes larger than when single cone synchro is applied, and when double cone synchro is applied to such a place where the relative speed is large, there is a problem that burning may occur. Was.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and an object of the present invention is to provide a lubricating structure for a manual transmission which can prevent seizure of a synchronizer when relative rotation between a gear to be synchronized and a shaft is high. That is.

[0010]

Means for Solving the Problems To solve the above problems and achieve the object, a transmission synchronizing device of the present invention has the following arrangement. That is, the sleeve that meshes with the clutch hub that rotates with the drive shaft is slid, and the sleeve chamfer provided on the sleeve is meshed with the desired synchronized gear gear via the synchronizer ring, thereby forming a transmission path of the driving force. A lubrication structure for a manual transmission having a low-speed-stage synchronizing device to be changed, wherein a passage for supplying lubricating oil to the synchronizing device is formed in the clutch hub.

Preferably, the synchronizer includes a clutch hub that rotates with a drive shaft, a sleeve that meshes with an outer peripheral spline of the clutch hub, an inner cone that meshes with an outer peripheral surface of a boss of the clutch hub, It is a double cone type in which a middle cone is in contact with the outer peripheral tapered surface of the nacone and the synchronizer ring is in contact with the outer peripheral tapered surface of the middle cone.

[0012] Preferably, the passage is formed so as to branch from an engagement surface between the clutch hub and a drive shaft so as to communicate with synchronization devices located on both sides of the clutch hub.

Preferably, a through-hole for supplying lubricating oil in a radial direction is formed so as to penetrate the contact surfaces of the inner cone, the middle cone and the synchronizer ring.

Preferably, the diameter of the through hole is
Forming the diameter of the through hole of the inner cone the largest,
The diameter of the through hole of the synchronizer ring was formed to be the smallest, and the diameter of the through hole of the middle cone was formed smaller than the diameter of the inner cone and larger than the diameter of the synchronizer ring.

[0015] Preferably, the synchronizer is arranged at least in the first gear.

[0016]

As described above, according to the first aspect of the present invention, since the passage for supplying the lubricating oil to the synchronizing device is formed in the clutch hub, the relative position between the clutch hub and the synchronizing gear can be improved. Burn-in of the synchronizer when rotation is high can be prevented.

According to the second aspect of the present invention, the clutch hub rotates with the drive shaft, the sleeve meshes with the outer peripheral spline of the clutch hub, the inner cone meshes with the outer peripheral surface of the boss of the clutch hub, and the inner cone. The middle cone that abuts the outer peripheral taper surface and the double cone type that the synchronizer ring abuts on the outer peripheral taper surface of the middle cone provide sufficient lubrication for the inner cone, the middle cone, and the synchronizer ring. Oil can be supplied and seizure can be prevented.

According to the third aspect of the present invention, the passage is formed so as to branch from the meshing surface of the clutch hub and the drive shaft so as to communicate with the synchronizing devices located on both sides of the clutch hub. The synchronizers located on both sides of the hub can be sufficiently supplied with lubricating oil.

According to the invention of claim 4, the inner cone,
By forming a through-hole that supplies lubricating oil in the radial direction so as to penetrate each contact surface of the middle cone and the synchronizer ring, sufficient lubricating oil is applied to each contact surface of the inner cone, the middle cone, and the synchronizer ring. Can be supplied and seizure can be prevented.

According to the fifth aspect of the present invention, the diameter of the through hole is such that the diameter of the through hole of the inner cone is the largest.
By making the diameter of the through hole of the synchronizer ring the smallest and the diameter of the through hole of the middle cone smaller than the diameter of the inner cone and larger than the diameter of the synchronizer ring, the contact surface between the inner cone and the middle cone and the middle cone Lubricating oil can be sufficiently supplied to the contact surface of the synchronizer ring and the seizure can be prevented.

According to the sixth aspect of the present invention, since the synchronizer is provided at least in the first gear, lubrication can be ensured even when the relative rotation from the neutral to the first gear increases. .

[0022]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Overall Configuration of Gear Transmission] FIG. 1 is a longitudinal sectional view schematically showing an overall configuration of a gear transmission TM according to an embodiment of the present invention. FIG. 2 is a sectional view showing a detailed structure of the synchromesh device Ya. FIG. 3 is a diagram showing an end face structure of a boss portion of the clutch hub.

As shown in FIGS. 1 to 3, the transmission T
M is arranged so that the input shaft Si and the output shaft So are adjacent to each other on the same axis, and a counter axis Sc is arranged below the M in parallel with the axes Si and So.
A plurality of gear pairs 1G to 6G meshing with each other corresponding to each gear position are provided in pairs with the input shaft Si, the output shaft So, and the counter shaft Sc.

In the transmission TM, as will be described later in detail, each of the gears 4Gc and 4Go of the reduction gear pair 4G capable of transmitting the rotation of the counter shaft Sc to the output shaft So at a reduced speed is both output from the counter shaft Sc. A so-called output reduction gear type configured to rotate integrally with the shaft with the shaft So, and the reduction gear pair 4G is preferably provided at the rear end (output) of the counter shaft Sc. Side end). The transmission TM is mounted on, for example, a so-called FR-type vehicle in which the engine is installed vertically, and has five forward speeds and one reverse speed. And the output shaft So.

The input side (front end: left end in FIG. 1) of the input shaft Si of the gear transmission TM is a clutch 1
Connected to the engine output shaft (not shown) via
The output side (rear end side: right end side in FIG. 1) is combined with the input side end (front end) of the output shaft So. The output side of the output shaft So (rear end side: right end side in FIG. 1)
Is finally connected to a propeller shaft (not shown) for transmitting the driving force to the rear wheel side. The transmission TM is formed by connecting the clutch housing 4, the transmission case 5, and the extension housing 6 in the front-rear direction.
Is formed, and the case body is provided with a plurality of shaft supports 11 to 13 projecting inward from the inner wall thereof. The input shaft S is connected to these shaft supports 11 to 13.
i, bearings for rotatably supporting the output shaft So and the counter shaft Sc are respectively provided. Note that the input side of the shaft support portion 11 on the most input side is covered by a front cover 15. In addition, a shift gate chamber 19 for housing a connecting portion between the shift lever 2 and the three shift rods 17 is provided on the rear side of the shaft support 13 on the most output side, and the shift gate chamber 19 is provided with a shift gate. The upper part is covered by the control cover 16.

As described above, the transmission TM moves forward 5
It has one shift stage and one reverse stage, and six sets of speed change gear pairs 1G to 6G are provided corresponding to these shift stages. In the present embodiment, these six gear pairs 1G-6
As for G, for example, the 5-R gear unit is formed by combining the gear pair 5G for fifth speed and the gear pair 6G for reversing, and the gear unit 1-G is formed by combining the gear pair 1G for first speed and the gear pair 2G for 2nd speed.
A two-gear unit is configured. The third speed gear pair 3G is supported with a synchromesh device Yb at the rear end of the input shaft facing the output shaft So, while the synchromesh device Yb is mounted at the end of the output shaft So on the input shaft Si side. A portion is formed, and the input shaft Si and the output shaft So can be connected by the synchromesh device Yb, and the fourth speed is established at the time of connection.

These gear units are arranged in this order from the input side (front side) of the gear train, for example, a 5-R gear unit, a 1-2 gear unit, a third speed gear pair, and a synchromesh Yb. . In addition, the 5-R
In the gear unit, the reverse gear pair 6G is used. In the 1-2 gear unit, the second gear pair 2G is used in the third gear unit.
In the synchromesh Yb, the synchromesh Yb is arranged on the output side (rear side) of the gear unit. That is, the six gear pairs 1G to 3G,
5G, 6G and the synchromesh Yb are, from the input side (front side), a fifth gear pair 5G, a reverse gear pair 6G, a first gear pair 1G, a second gear pair 2G, a third gear pair 3G, They are arranged in the order of the synchromesh Yb.

In this embodiment, each of the gear pairs 1G
For 3G, 5G, 6G and synchromesh Yb, the gears (counter gears 1Gc to 6Gc) provided on the counter shaft Sc side are, for example, 3Gc for 3rd speed,
In the fourth speed, the synchromesh Yb is connected to the output shaft So while the other counter gears 1Gc are formed as a fixed gear that rotates integrally with the shaft (counter shaft Sc).
2Gc, 5Gc and 6Gc are formed as idle gears rotatable relative to a shaft (counter shaft Sc). In addition, the gear of the reverse (reverse) gear pair 6G
Conventionally, as is well known, the fixed gear 6Gi and the idle gear 6Gc mesh with each other via an idle gear (reverse idle gear: not shown), and driven by the action of the reverse idle gear. The gear rotates in a direction opposite to that of the forward gear pair.

One of the reduction gear pair 4G (counter gear 4Gc) is provided at the rear end (output side end) of the counter shaft Sc as a fixed gear that rotates integrally with the shaft Sc, while the other (counter gear 4Gc) is provided. The output gear 4Go) is the output shaft S
In the vicinity of the front end (input side end) of o, it is provided as a fixed gear that rotates integrally with the shaft So. The output gear 4Go is rotatably mounted on a rear end (output side end) of the input shaft Si via a needle bearing mounted on a front end (input side end) of the output shaft So, for example. And
It is relatively rotatable with respect to the input shaft Si. The counter gear 4Gc and the output gear 4Go form a reduction gear pair 4G having a predetermined gear ratio.

That is, each gear 4G of the reduction gear pair 4G capable of reducing and transmitting the rotation of the counter shaft Sc to the output shaft So.
c and 4Go, each of the counter shaft Sc and the output shaft So is configured to rotate integrally with the shaft.
By laying out G in this manner, a gear transmission TM of a so-called output reduction gear type is configured as described above. In the output reduction gear type transmission TM, the counter shaft Sc does not run idle in a neutral state such as when idling.

In the gear type transmission TM according to the present embodiment, the output reduction gear type is used, so that the rotational torque of the input shaft Si is transmitted to the counter shaft Sc without amplification. So, reduction gear 4
The input load to each of the transmission gears other than Gc is small. Therefore, the size of these gears has been reduced by reducing the radial dimension and the tooth width. On the other hand, with respect to the reduction gear pair 4G provided at the most output side of the gear train, the rotation of the counter shaft Sc is reduced by this gear pair 4G (the rotational torque is amplified) and transmitted to the output shaft So. In addition, higher strength and rigidity are required as compared with the conventional input reduction gear type, and the tooth width is set to be larger.

Synchromesh devices Ya to Yc are provided between the idler gears so as to selectively connect one of the front and rear idler gears so as to rotate integrally with the shaft. . In this case, the 1-2 gear unit and the 5-
As for the R gear unit, since all the counter gears are idler gears, a 1-2 speed switching synchro Ya for switching between 1st speed and 2nd speed and a 5th speed for switching between reverse speed and 5th reverse speed (reverse). The -R switching synchro Yc is provided on the counter shaft Sc. On the other hand, the third gear pair and the synchromesh device Yb switch between third gear and fourth gear because the input gear is an idle gear.
The four-speed switching synchro Yb is provided on the input shaft Si.

In the above configuration, when any of the speeds other than the fourth speed is selected by the switching operation of the shift lever 2, the idle gear of the speed is rotated so as to rotate integrally with the shaft. The counter shaft Sc is driven by rotating with the idler gear being engaged with a pair of fixed gears. And this counter axis Sc
The rotation of the output shaft S is reduced while the rotation of the
transmitted to o. On the other hand, when the shift lever 2 is switched to the fourth speed from another shift speed, the output shaft So is connected to the input shaft Si, so that the input side and the output side are directly connected. ing. [Detailed Configuration of Synchromesh Device] Next, the detailed configuration of the synchromesh device Ya shown in FIG. 1 will be described.

Although FIG. 2 shows only the cross-sectional shape of the synchromesh device Ya on the upper side with respect to the center axis of the counter shaft Sc, it is actually arranged annularly around the center axis.

As shown in FIG. 2, the synchro Ya for 1-2 speed switching according to the present embodiment includes a clutch hub 31 meshed with a counter shaft So by a spline,
A sleeve 32 meshed with the outer peripheral spline 1 and slidable in the axial direction by a shift fork (not shown), a synchronizer key 33 fitted in grooves of the clutch hub 31 and the sleeve 32, and an inner surface formed in a conical shape. An outer cone (synchronizer ring) 34, an inner cone 35 having an outer peripheral surface formed into a conical shape at the same angle as an inner peripheral surface of the outer cone 34 by meshing with an outer peripheral surface of the boss of the clutch hub 31 by a spline; Outer cone 3
4 slidably in contact with the clutch hub 3 by frictional force.
1 and a middle cone (synchronizing cone) 36 to which the driving force is transmitted. Middle corn 36
It is connected to a spline piece 38 fixed to the first-speed counter gear 1Gc on the synchronized side.

The clutch hub 31 is fitted to the counter shaft So by a keyway and rotates together. A plurality of key grooves are formed on the outer peripheral surface of the clutch hub 31, and the synchronizer key 3
3 is fitted, and the sleeve 32 is fitted thereon. On the side surface of the clutch hub 31, a concave groove is formed over the entire circumference so that the synchronizer ring 34 is fitted.

The sleeve 32 has a synchronizer key 33
Is meshed with a spline at the top. The sleeve 32 is pressed from the inside through a synchronizer key 33 by a key spring 37 provided in a concave groove of the clutch hub 31. At the center of the key groove formed on the inner surface of the sleeve 32, a groove 32a into which the projection of the key fits is formed. Further, the sleeve 32
Are formed with a plurality of sleeve chamfers 32b.

The outer cone 34 has an inner peripheral surface 34 a formed in a conical shape, and the outer peripheral surface 36 a of the middle cone 36 is gradually pushed by the synchronizer key 33 in the axial direction.
It is fixed while sliding on it, and its rotation is transmitted by the frictional force.

On the outer peripheral surface of the outer cone 34, a sleeve chamfer 34b and a synchronizer ring chamfer 34b symmetrical with respect to the axis thereof are provided.
2b. Inner cone 3
5 is joined to a groove on the side surface of the clutch hub 31 and has an outer peripheral surface 35 a formed on the inner peripheral surface 34 of the outer cone 34.
It is formed in a conical shape at the same angle as a. The middle cone 36 located between the inner cone 35 and the outer cone 34 has its inner peripheral surface 36a and outer peripheral surface 36b conically formed at the same angle as the outer peripheral surface 35a of the inner cone 35 and the inner peripheral surface 34a of the outer cone 34. Is formed. The middle cone 36 is sandwiched between the inner cone 35 and the outer cone 34 as the outer cone 34 is pushed in the axial direction by the tip of the synchronizer key 33, and the driving force is transmitted from the clutch hub 31 by the frictional force.

As described above, by using a so-called double cone type synchronizer in which the outer cone 34 and the inner cone 35 are arranged so as to sandwich the middle cone 36, the frictional force with respect to the middle cone 36 at the time of synchronization is increased. By providing the gear at the 1-2 gear, the braking force against the rotation of the hub 31 of the first-speed counter gear 1Gc increases, and the synchronous operation can be performed with a small operating force.

It should be noted that the synchro Ya for the 1-2 speed changeover Ya
On the side of the first-speed counter gear 2Gc, a synchro-constituting member having the same shape as that of the first-speed counter gear 1Gc is provided. [Supply Path of Lubricating Oil to Synchro Ya for 1-2 Speed Switching]
As shown in FIG. 2, a through hole 42 is formed in the inner cone 35 to communicate from the inner peripheral surface to the outer peripheral surface 35a, and a through hole 41 is formed in the middle cone 36 to communicate from the inner peripheral surface 36b to the outer peripheral surface 36a. Is formed, and the outer cone 34 is formed with a through hole 40 communicating from the inner peripheral surface 34a to the outer peripheral surface. Each of the through holes 40 to 42 is
From 5 are formed several places (for example, four places) at equal intervals on the circumference so as to penetrate the middle cone 36 and the outer cone 34 in the radial direction, and supply the lubricating oil to the contact surface between the cones.

As for the diameter of the through holes 40 to 42, the diameter of the through hole 42 of the inner cone 35 is largest,
The diameter of the through hole 41 of the middle cone 36 is smaller than the diameter of the through hole 42 and larger than the diameter of the through hole 40.

The counter shaft Sc is formed with a thrust oil supply hole 50 extending in the thrust direction from the input end of the counter shaft Sc along the axial center, and radially extending from the end of the oil supply hole 50 in the radial direction. An extended radial oil supply hole 51 is formed.
0 is communicated with the inner peripheral surface of the clutch hub 31 (the portion meshing with the counter shaft Sc by the spline).

Further, the clutch hub 31 is connected to the radial oil supply hole 51 so that the inner peripheral surface of the boss portion of the clutch hub 31 (the spline meshing surface with the counter shaft Sc) communicates with the radial oil supply hole 51. A first speed side oil supply hole 31a and a second speed side oil supply hole 31b branched into a first speed side sync component and a second speed sync component extend in the radial direction at a predetermined interval. The first speed side oil supply hole 31a is connected to the first speed side synchro components (the inner cone 35, the middle cone 3) through the radial oil supply hole 51.
6 and the outer cone 34). The second speed side oil supply hole 31b supplies the lubricating oil from the radial oil supply hole 51 to the second speed side synchro components (the inner cone 35, the middle cone 36, the outer cone 34, etc.). As shown in FIG. 3, grooves 31c are formed at predetermined intervals on the end surface of the boss of the clutch hub.

The through holes 40 to 42 are also used for the synchro components on the side of the second speed counter gear 2Gc and the synchro components of the synchro Yc for 5-R speed switching and the synchro Yb for 3-4 speed switching. Needless to say, it can be formed.

Further, the first speed side oil supply holes 31a, 2a
Needless to say, each of the high-speed oil supply hole 31b and the groove 31c may be provided individually or in plurality.

In the transmission case 5 and the extension housing 6 of the case body of the transmission TM, lubricating oil is stored up to a certain level (see a two-dot chain line in FIG. 1). As shown by the arrow, the thrust oil supply hole 5 extends from the input end of the counter shaft Sc.
0, and flows through the radial hub oil supply hole 51, the first speed oil supply hole 31a, the second speed oil supply hole 31b, and the clutch hub 31 and the inner cone 35 by centrifugal force generated by the rotation of the counter shaft Sc. Flows into the spline meshing surface of. The lubricating oil is supplied to the clutch hub 3
1 through the gap between the groove 31c formed at the input end of the boss portion of the clutch hub 31 and the output end of the first-speed counter gear 1Gc from the inner peripheral surface of the inner cone 35 to the through hole 42. To the contact surface between the inner cone 35 and the middle cone 36 and between the middle cone 36 and the outer cone 34.
From the outside. 2, the lubricating oil flowing into the first speed oil supply hole 31a and the second speed oil supply hole 31b due to the centrifugal force generated by the rotation of the counter shaft Sc causes the spline mesh between the inner cone 35 and the clutch hub 31. And a part thereof flows from the inner peripheral surface of the inner cone 35 to the through hole 42 similarly to the oil flowing from the groove 31c.
And is supplied to the contact surface between the inner cone 35 and the middle cone 36 and the contact surface between the middle cone 36 and the outer cone 34, and flows out of the through hole 40 to the outside.

According to the above configuration, the lubricating oil flowing into the first speed side oil supply hole 31a and the second speed side oil supply hole 31b due to the centrifugal force caused by the rotation of the counter shaft Sc is supplied to the inner cone 3
Since the lubricant flows into the spline meshing surface of the clutch hub 5 and the clutch hub 31, lubricating oil can be sufficiently supplied to the first-speed side and second-speed side synchronizing components, and the lubricating oil runs out even in the idling durability test described above, and the synchronous device is seized. Can be prevented.

The diameter of the through hole 42 of the inner cone 35 is the largest, the diameter of the through hole 40 of the outer cone 34 is the smallest, and the diameter of the through hole 41 of the middle cone 36 is smaller than the diameter of the through hole 42. By forming the lubricating oil larger than the diameter of 40, the inlet of the lubricating oil is increased to increase the amount of lubricating oil flowing in, and the outlet is reduced to reduce the amount of lubricating oil flowing out. Since sufficient lubricating oil is accumulated, it is possible to prevent running out of lubricating oil on the contact surfaces of the inner cone 35, the middle cone 36, and the outer cone 34, and the first-speed counter gear 1Gc
Contact surface between the inner cone 35 and the middle cone 36 and the middle cone 36 and the outer cone 3
The lubricating oil can be sufficiently supplied to the contact surface of No. 4 and seizure can be prevented. In particular, when a double cone type synchronizer is provided in an output reduction type gear type transmission as in the present embodiment, the first-speed counter gear 1G
c or the second speed counter gear 2Gc idles at a high relative rotational speed difference with respect to the counter shaft Sc, the first speed (1st speed counter gear 1Gc) or 2nd speed from neutral.
A sufficient amount of lubricating oil can be ensured in the synchronous operation in which the frictional force on the speed (second speed counter gear 2Gc1) is large.

[0050] The present invention provides a
Modifications or variations of the above embodiment are applicable.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view schematically showing an overall configuration of a gear transmission TM according to an embodiment of the present invention.

FIG. 2 is a sectional view showing a detailed structure of a synchromesh device Ya.

FIG. 3 is a view showing an end surface structure of a boss portion of the clutch hub.

[Explanation of symbols]

 1G: 1st speed transmission gear pair 2G: 2nd speed transmission gear pair 3G: 3rd speed transmission gear pair 4G: 4th speed transmission gear pair 4Gc: counter side reduction gear 4Go: output side reduction gear 5G: 5th speed transmission Gear pair 6G: reversing transmission gear pair 40-42: through hole Si: input shaft So: output shaft

 ────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Hideo Toyoda 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima F-term in Mazda Co., Ltd. (Reference) 3J028 EA15 EB13 EB33 EB35 FA53 FB03 FC32 FC42 FC63 GA02 HA28 HB04 3J056 AA53 BA05 BE23 CA03 GA05 3J063 AA02 AB55 AC06 BA11 CA01 CD13 CD17 CD23 CD63 XD03 XD42 XD75 XE15

Claims (6)

[Claims] The present invention is characterized in that a sleeve that meshes with a clutch hub that rotates with a drive shaft is slid, and a sleeve chamfer provided on the sleeve is meshed with a desired gear chamfer on a synchronized side via a synchronizer ring to reduce the driving force. A lubrication structure for a manual transmission having a low-speed synchronizer for changing a transmission path, wherein a passage for supplying lubricating oil to the synchronizer is formed in the clutch hub. Lubrication structure. 2. The synchronizer includes a clutch hub that rotates with a drive shaft, a sleeve that meshes with an outer peripheral spline of the clutch hub, an inner cone that meshes with an outer peripheral surface of a boss of the clutch hub, and an outer periphery of the inner cone. The lubrication structure for a manual transmission according to claim 1, wherein the middle cone is in contact with a tapered surface, and the synchronizer ring is in contact with an outer tapered surface of the middle cone. 3. The clutch according to claim 2, wherein the passage is branched from an engagement surface between the clutch hub and a drive shaft so as to communicate with synchronization devices located at both ends of the clutch hub. 3. The lubrication structure of the manual transmission according to 1 or 2. 4. A through hole for supplying lubricating oil in a radial direction so as to penetrate a contact surface of each of the inner cone, the middle cone, and the synchronizer ring. Lubrication structure for manual transmission. 5. The diameter of the through hole is such that the diameter of the through hole of the inner cone is the largest, the diameter of the through hole of the synchronizer ring is the smallest, and the diameter of the through hole of the middle cone is the same. The lubrication structure for a manual transmission according to claim 4, wherein the lubrication structure is formed to be smaller than the diameter of the inner cone and larger than the diameter of the synchronizer ring. 6. The lubrication structure for a manual transmission according to claim 1, wherein the synchronizer is disposed in at least a first gear.