JP2005249125A - Synchronizer for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a synchronizer for a transmission capable of effectively reducing load in two-stage connection after termination of synchronization in gear shift. <P>SOLUTION: In this synchronizer for a transmission wherein a coupling spline tooth 3a pushes out a first baulk ring spline tooth 6a at the termination of synchronization, and then is engaged with a first clutch gear spline tooth 7a formed on a first clutch gear 7 to complete the gear shift, a positioning mechanism 16 is mounted for determining the positional relationship of a first baulk ring 6 and the first clutch gear 7 before the coupling spline tooth 3a pushes out the first baulk rink spline tooth 6a, the positioning of the first baulk ring 6 and the first clutch gear 7 by the positioning mechanism 15 is performed on the basis of a position where a phase is shifted in the circumferential direction by the pushing-out amount P/2 of the first baulk ring spline tooth 6a by the coupling spline tooth 3a when the coupling spline tooth 3a is engaged with the first clutch gear spline tooth 7a by the movement of the coupling spline tooth 3a after the termination of synchronization. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a transmission synchronization apparatus that includes a coupling sleeve, baux ring, and clutch gear, and that achieves a smooth speed change by a rotation synchronization action at the time of speed change in which a coupling sleeve coupled to the synchronization side is moved manually or by an actuator. About.

In the conventional transmission synchronizer, the coupling sleeve pushes bokeling (= synchronizer ring) by operating the shift lever. When the bake ring is pushed, a synchronous friction torque is generated between the boke ring cone surface and the clutch gear cone surface. By generating the friction torque, the rotational speeds of the coupling sleeve (synchronous side) and the clutch gear (synchronized side) coincide (the synchronization action is completed). By eliminating the rotation difference, the coupling spline teeth and the clutch gear spline teeth mesh with each other, and the shift is completed (see, for example, Patent Documents 1 and 2).
JP-A-6-33952 Japanese Utility Model Publication No. 6-8824

  However, in the conventional transmission synchronizer, after the synchronization action is completed, the coupling spline teeth and the clutch spline teeth are not in contact with each other in a state where the phases of the bokeling spline teeth and the clutch gear spline teeth are not matched. When pressed separately, the coupling spline tooth chamfer is in contact with the clutch gear spline tooth chamfer, so when the coupling sleeve passes the clutch gear, the coupling spline teeth and the clutch gear spline tooth chamfers There was a problem that a two-stage load was generated due to the collision.

  The present invention has been made paying attention to the above-described problem, and an object of the present invention is to provide a transmission synchronization device that can effectively suppress a two-stage load after completion of synchronization at the time of shifting.

In order to achieve the above object, according to the present invention, the chamfers of the coupling spline teeth and the bauxing spline teeth come into contact with each other by pushing the bauxing as the coupling sleeve moves, so that the bokeh cone surface and the clutch gear cone Synchronization is started by the generation of friction torque with the surface, and when the synchronization is completed, the coupling spline teeth push the bokeling spline teeth separately, and then mesh with the clutch gear spline teeth formed on the clutch gear to change the speed. In the completed transmission synchronizer,
A positioning mechanism is provided between the baux ring and the clutch gear to determine the positional relationship between the coupling spline teeth before the coupling spline teeth push the bokeling spline teeth,
The positioning of the baux ring and the clutch gear by the positioning mechanism is performed in the circumferential direction at least when the bokeling spline teeth are pushed by the coupling spline teeth when meshing with the clutch gear spline teeth by the movement of the coupling spline teeth after synchronization is completed. The phase was shifted to the position.

  Therefore, in the transmission synchronizer of the present invention, at the time of shifting, before the coupling spline teeth push the bokeling spline teeth, the relative positional relationship between the bokeling and the clutch gear is at least the coupling spline. The teeth are fixed at a position shifted in the circumferential direction by an amount by which the bokeh spline teeth are displaced. For this reason, when the bauxing spline teeth are pushed apart by the coupling spline teeth that move after the synchronization is completed, the phases of the bauxing spline teeth and the clutch gear spline teeth substantially coincide, and the coupling spline teeth Through the position between the spline teeth, the meshing with the clutch gear spline teeth is completed. As a result, at the time of shifting, it is possible to effectively suppress the two-stage load caused by the collision between the coupling spline teeth and the clutch gear spline teeth chamfers after the completion of synchronization.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A best mode for realizing a transmission synchronization apparatus according to the present invention will be described below based on a first embodiment and a second embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall cross-sectional view illustrating a transmission synchronization apparatus according to a first embodiment. As shown in FIG. 1, the transmission synchronizer of Embodiment 1 includes a main shaft 1, a synchro hub 2, a coupling sleeve 3, an insert key 4, a spring 5, a first baux ring 6, A first clutch gear 7, a first gear 8, a first bearing 9, a second baux ring 10, a second clutch gear 11, a second gear 12, a second bearing 13, a gear bush 14, A first positioning mechanism 15 and a second positioning mechanism 16 are provided.

  The main shaft 1 is, for example, a shaft member to which a rotational driving force from an engine is input, and a synchronous sync hub 2 is splined to the main shaft 1. Further, the first gear 8 and the second gear 12 on the synchronized side are rotatably supported with respect to the main shaft 1 at both side positions of the synchro hub 2. A first bearing 9 is interposed between the first gear 8 and the main shaft 1, and a gear bush 14 and a second bearing 13 are interposed between the second gear 12 and the main shaft 1. It is disguised.

  The coupling sleeve 3 is a speed change operation load input member splined to the synchro hub 2. Coupling spline teeth 3a having chamfers at both ends are formed on the inner surface of the sleeve, and on the outer surface of the sleeve, A fork groove 3b into which the shift fork S (see FIGS. 4 to 8) is fitted is formed.

  The insert key 4 is a friction torque generating member that generates a synchronous friction torque by pressing the first boke ring 6 or the second boke ring 10 at the time of shifting. The insert key 4 has a trapezoidal protrusion 4a at the center of the outer periphery, and the coupling sleeve 3 Are fitted to trapezoidal grooves 3c formed at several positions on the inner surface of the sleeve while receiving a biasing force in the outer diameter direction by the spring 5. The insert key 4 extends to both sides along the coupling spline teeth 3a, and both end portions of the insert key 4 are key grooves 6c and 10c formed in the first balk ring 6 and the second boke ring 10, respectively. It is arranged at the position.

  The first baux ring 6 is a synchronizing member disposed between the coupling sleeve 3 and the first clutch gear 7, and has a chamfer facing the chamfer of the coupling spline teeth 3a at the outer peripheral position. It has baux ring spline teeth 6a, has a first boke ring cone surface 6b with an uneven surface at an inner peripheral position, and has a first key groove 6c at a position corresponding to the insert key 4.

  The first clutch gear 7 is a synchronizing member provided integrally with the first gear 8 by press-fitting or the like, and has a chamfer opposed to the chamfer of the coupling spline teeth 3a at the outer peripheral position. Spline teeth 7 a are provided, and a first clutch gear cone surface 7 b is provided at a support position of the first boke ring 6.

  The second baux ring 10 is a synchronizing member disposed between the coupling sleeve 3 and the second clutch gear 11, and has a chamfer facing the chamfer of the coupling spline teeth 3a at the outer peripheral position. It has baux ring spline teeth 10a, has a second boke ring cone surface 10b with an uneven surface at an inner peripheral position, and has a second key groove 10c at a position corresponding to the insert key 4.

  The second clutch gear 11 is a synchronizing member provided integrally with the second gear 12 by press fitting or the like, and has a chamfer opposed to the chamfer of the coupling spline teeth 3a at the outer peripheral position. It has spline teeth 11a, and has a second clutch gear cone surface 11b at the support position of the second baux ring 10.

  The first positioning mechanism 15 is provided between the first baux ring 6 and the first clutch gear 7, and the positions of the first positioning mechanism 15 before the coupling spline teeth 3a push the first boke ring spline teeth 6a apart from each other. The second positioning mechanism 16 is provided between the second baux ring 10 and the second clutch gear 11, and the coupling spline teeth 3a push the second boke ring spline teeth 10a. This is a mechanism for determining the mutual positional relationship before dividing.

  A detailed configuration of the positioning mechanisms 15 and 16 will be described with reference to FIGS. Since both positioning mechanisms 15 and 16 adopt the same configuration, only the first positioning mechanism 15 will be described here.

  As shown in FIG. 2 (a), the first boke ring 6 and the first clutch gear 7 are positioned by the first positioning mechanism 15 by the movement of the coupling spline teeth 3a after the completion of synchronization. When meshed with the teeth 7a, the phase is shifted in the circumferential direction by an amount P / 2 by which the first bauxing spline teeth 6a are displaced by the coupling spline teeth 3a.

  As shown in FIGS. 3B and 3C, the first positioning mechanism 15 includes three holes 15a provided at equal intervals on the circumference of the first clutch gear cone surface 7b, and FIG. ), (c), coil springs 15b (springs) and balls 15c incorporated in the holes 15a, and balking screw land oil grooves 15d (provided at a plurality of locations on the circumference of the first balking cone surface 6b) Ball groove).

  As shown in FIGS. 2 (c) and 2 (d), the ball 15c of the first positioning mechanism 15 is incorporated only by being placed on the upper end position of the coil spring 15b. The structure is configured to rotate on the first balking cone surface 6b.

  As shown in FIG. 2 (d), the ball groove of the first positioning mechanism 15 is a bokeling screw land oil groove 15d having a trapezoidal circumferential cross-section and an arcuate surface R at the groove end. The bake ring screw land oil groove 15d has a shallow angle (about 30 °) to facilitate the entry of the ball 15c with respect to the rotational direction of the first boke ring 6, and it is difficult to separate the ball 15c with respect to the opposite direction. In order to achieve this, the angle is deep (about 90 °).

  Then, as shown in FIG. 2 (b), a protrusion 6d having a ball receiving inclined surface extending from the first bokeling cone surface 6b is provided on the first bokeling 6 side, and on the first clutch gear 7 side, A groove 7d is provided for receiving the protrusion 6d when shifting is completed.

  As shown in FIG. 3 (a), the first positioning mechanism 15 embeds a bottomed cylindrical vibration damping material 15e in holes 15a provided at three locations on the circumference of the first clutch gear cone surface 7b. A coil spring 15b and a ball 15c are incorporated in the vibration isolator 15e. The coil spring 15b and the ball 15c are in a rubber mount state by the vibration isolating material 15e.

  Next, the operation will be described.

[Speed change synchronization]
The synchronization operation by the transmission synchronization device of the first embodiment will be described with reference to FIGS. Here, an example of shifting in which the coupling sleeve 3 is moved to the right in FIG. 1, the rotation of the main shaft 1 and the first gear 8 is synchronized, and the main shaft 1 and the first gear 8 are rotated together will be described. .

(a) Before synchronization FIGS. 4 (a) and 4 (b) show a neutral state before synchronization. The synchronization side (coupling sleeve 3) rotates at the engine speed, and the synchronized side (first clutch gear 7). ) Is rotating at the vehicle side rotational speed. The first baux ring 6 rotates at the same speed as the synchronous side, and the first boke ring cone surface 6b is not in contact with the first clutch gear cone surface 7b. The ball 15c of the first positioning mechanism 15 is not in contact with the first balking cone surface 6b.

(b) During synchronization When the coupling sleeve 3 is moved to the right in FIG. 4 (a) by the shift lever operation or actuator operation from the neutral state before the synchronization, the state shown in FIG. 5 (a) is shown. As described above, when the insert key 4 pushes the first baux ring 6 and the first boke ring cone surface 6b and the first clutch gear cone surface 7b come into contact with each other due to the movement of the first boke ring 6, the first boke ring 6 is As shown in FIG. 5B, the chamfer of the coupling spline teeth 3a and the chamfer of the first bauxing spline teeth 6a face each other. This state is called “index state”.
Further, when the coupling sleeve 3 advances, the chamfers of the coupling spline teeth 3a and the first bauxing spline teeth 6a come into contact with each other as shown in FIG. This state is called a “balk state”. When the first baux ring 6 moves in the axial direction, the ball 15c and the first boke ring cone surface 6b come into contact with each other, and the ball 15c starts to rotate as shown in FIG. 6 (b). When there is a difference in rotation between the first baux ring 6 and the first clutch gear cone surface 7b, the ball 15c continues to rotate by the first boke ring cone surface 6b.
Then, due to the synchronous friction torque generated between the first bokeling cone surface 6b and the first clutch gear cone surface 7b, the rotational speed difference between the first bokeling 6 and the first clutch gear 7 is reduced. When the rotation speed difference disappears and the rotation speeds of the first baux ring 6 and the first clutch gear 7 coincide with each other, the synchronization is completed.

(c) When the synchronization is completed after the synchronization is completed and there is no difference in the rotational speed between the first baux ring 6 and the first clutch gear 7, as shown in FIG. As shown in FIGS. 7 (a) and 7 (b), the baffling screw land oil groove 15d formed on the surface 6b is positioned on the chamfer of the first clutch gear spline teeth 7a by the coupling spline teeth 3a. The first baux ring 6 is fixed at a position shifted in the circumferential direction by an amount P / 2 by which the boke ring spline teeth 6a are displaced.
Thereafter, when the coupling spline teeth 3a of the coupling sleeve 3 are moved away from the first bauxing spline teeth 6a as shown in FIG. 8 (a), they are preliminarily displaced as shown in FIG. 8 (b). The phases of the first bokeling spline teeth 6a and the first clutch gear spline teeth 7a, whose phases are shifted in the circumferential direction by the amount P / 2, coincide with each other.
Therefore, even if the coupling spline teeth 3a that have moved after the end of synchronization reach the first clutch gear spline teeth 7a, the chamfers do not collide with each other, and the position between the adjacent first clutch gear spline teeth 7a, 7a is determined. It slips through as it is to complete the engagement with the first clutch gear spline teeth 7a. As a result, the two-stage load caused by the collision between the coupling spline teeth 3a and the first clutch gear spline teeth 7a can be effectively suppressed after the synchronization is completed at the time of shifting.

[Operation load characteristics during shifting]
The operation load characteristics in the manual transmission that shifts by manual operation with respect to the shift lever will be described with reference to FIG.
When shifting is started by operating the shift lever at time t0 in FIG. 9, the coupling sleeve 3 and the insert key 4 move from the neutral state to the right in FIG. 1, and the operation load gradually increases, approaching the time t1. Then, a shift check ball provided at an intermediate position of the shift operation mechanism to which the shift operation force is transmitted rides up against the spring biasing force, and the maximum shift check load is applied at time t1 when the ride is carried. Thereafter, the operation load decreases until time t2, but when the insert key 4 closes the clearance with the key groove 6c of the first baux ring 6 and starts contact, the insert key load increases. When the first balk ring 6 moves to the right in FIG. 1 due to the increase in the insert key load, the first boke ring cone surface 6b and the first clutch gear cone surface 7b come into contact with each other, and at time t3, Rotation synchronization is started to bring the rotation closer to the rotation speed on the synchronization side.

  After the start of synchronization, the coupling sleeve 3 moves to contact the chamfer of the coupling spline teeth 3a and the chamfer of the first bauxing spline teeth 6a, thereby preventing the movement of the coupling sleeve 3, and the contact force at that time Depending on the size, a friction torque is generated between the first balking cone surface 6b and the first clutch gear cone surface 7b, and synchronization in the boke state is performed. In this synchronization with the chamfers in contact with each other, it is necessary to generate a friction torque until the relative rotational speed of the synchronized side and the synchronized side is reduced from the relative rotational speed at the start of shifting to zero. Shows a trapezoidal characteristic, synchronization ends at time t4 when the operating load decreases and the relative rotational speed becomes zero.

  When the synchronization is completed, the friction torque disappears, the blocking force of the coupling sleeve 3 is also released, the coupling sleeve 3 can be moved, the coupling spline teeth 3a push the first bauxing spline teeth 6a apart, At the time t5, the coupling spline teeth 3a pass through between the adjacent first clutch gear spline teeth 7a, 7a and do not generate a two-stage load, and the shifting operation is performed while the stopper load is applied at the time t6. Ends.

  Therefore, for example, conventionally, after the synchronization action is completed, when the coupling spline teeth push the bauxing spline teeth, the chamfer of the coupling spline teeth comes into contact with the chamfer of the clutch gear spline teeth. When the coupling sleeve passes through the clutch gear, a collision between the coupling spline teeth and the clutch gear spline teeth chamfers causes a two-stage load as shown by the dotted line characteristics in FIG. It was.

On the other hand, in the first embodiment, the positional relationship between the first baux ring 6 and the first clutch gear 7 is determined before the coupling spline teeth 3a separate the first boke ring spline teeth 6a. A positioning mechanism 15 is provided, and the positioning of the first baux ring 6 and the first clutch gear 7 by the positioning mechanism 15 is performed when meshing with the first clutch gear spline teeth 7a by the movement of the coupling spline teeth 3a after the synchronization is completed. Since the phase is shifted in the circumferential direction by an amount P / 2 by which the first bauxing spline teeth 6a are displaced by the coupling spline teeth 3a, the coupling spline teeth after completion of synchronization as shown by the solid line characteristics in FIG. Effectively use double load due to collision between chamfers of 3a and first clutch gear spline teeth 7a It can be obtained. That is, the hatched portion in FIG. 9 serves as a reduction in operating force.
Although explanation is omitted, the same shift synchronization action as that at the time of shifting to move the coupling sleeve 3 in the left direction in FIG. 1 is performed.

Next, the effect will be described.
In the transmission synchronizer of the first embodiment, the effects listed below can be obtained.

  (1) The chamfers of the coupling spline teeth 3a and the first bauxing spline teeth 6a are brought into contact with each other by pushing the first bauxing 6 with the movement of the coupling sleeve 3, and the first bauxing cone surface 6b Synchronization is started by the generation of friction torque with the first clutch gear cone surface 7b. When the synchronization is completed, the coupling spline teeth 3a push the first bokeling spline teeth 6a apart, and then the first clutch gear. In the synchronizer of the transmission that meshes with the first clutch gear spline teeth 7 a formed on the gear 7 and completes the gear shift, the coupling spline teeth 3 a are provided between the first boke ring 6 and the first clutch gear 7. A positioning mechanism 15 is provided for determining the positional relationship before the ring spline teeth 6a are pushed and separated. The first boke ring 6 and the first clutch gear 7 are positioned by the coupling mechanism 15 when the coupling spline teeth 3a are engaged with the first clutch gear spline teeth 7a by the movement of the coupling spline teeth 3a after the synchronization is completed. Since the phase is shifted in the circumferential direction by the amount P / 2 that the 1 bokeling spline tooth 6a is pushed away, the chamfers of the coupling spline tooth 3a and the first clutch gear spline tooth 7a collide with each other after the synchronization is completed. The two-stage load due to can be effectively suppressed.

  (2) The positioning mechanism 15 includes three holes 15a provided on the circumference of the first clutch gear cone surface 7b, coil springs 15b and balls 15c incorporated in the holes 15a, and the first balking cone surface 6b. And the ball groove provided at three locations on the circumference, the ball 15c urged by the coil spring 15b is fixed by fitting with the groove so that the relative positional relationship between the first baux ring 6 and the first clutch gear 7 is obtained. The coil spring 15b can be fixed with an appropriate fixing force that can be set by the urging force of the coil spring 15b.

  (3) Since the ball 15c of the positioning mechanism 15 is structured to rotate on the first bokeling cone surface 6b as the first bokeling 6 rotates, the friction caused by the positioning mechanism 15 can be reduced and synchronized. Excellent in ensuring the durability of the device.

  (4) Since the ball groove of the positioning mechanism 15 is a bokering screw land oil groove 15d having a trapezoidal circumferential cross-sectional shape, both the cone surfaces 6b and 7b are lubricated without forming a new ball groove. Therefore, the bokeling screw land oil groove 15d formed in advance on the first bokeling cone surface 6b can be used as a ball groove, and the ball 15c can be lubricated by supplying oil.

  (5) The baux ring screw land oil groove 15d of the positioning mechanism 15 has a groove end portion having an arcuate surface R, and has a shallow angle with respect to the rotation direction of the first boke ring 6 and a deep angle with respect to the opposite direction. The arc surface R can reduce the resistance when the ball 15c enters or gets over, and the ball 15c can easily enter the bokeling screw land oil groove 15d during positioning. The ball 15c can be prevented from being easily detached from the ring screw land oil groove 15d, and positioning can be performed reliably.

  (6) A projection 6d having a ball receiving slope extending from the first bokeling cone surface 6b is provided on the first bokeling 6 side, and a groove 7d for receiving the projection 6d when shifting is completed on the first clutch gear 7 side. Therefore, by providing the projection 6d, it is possible to prevent the ball 15c from coming off from the first baux ring 6, and to reduce wear because the first boke ring cone surface 6b and the ball 15c do not contact each other. It is excellent in terms of durability. Furthermore, since the first bokeh cone surface 6b and the ball 15c do not come into contact with each other, it is possible to reduce the vibration generated on the first bokeh cone surface 6b.

  (7) The positioning mechanism 15 has the vibration isolator 15e embedded in the three holes 15a provided on the circumference of the first clutch gear cone surface 7a, and the coil spring 15b and the ball 15c are incorporated in the vibration isolator 15e. The vibration generated by the coil spring 15b can be reduced from being transmitted to the first clutch gear 7. Further, it is possible to reduce the generation of abnormal noise due to the resonance of the coil spring 15b.

  The second embodiment is an example in which the bokeling and the clutch gear are positioned when the bokeling moves to a predetermined position.

  That is, as shown in FIG. 11, the ball groove 15f of the positioning mechanism 15 does not engage with the ball 15c at the position before the synchronization of the first balk ring 6, as shown in FIG. It is a groove that engages with the ball 15c at the movement position when the synchronization of the bake ring 6 is completed. The ball groove 15f is formed separately from the bokeling screw land oil groove 15d with respect to the first bokeling cone surface 6b. Oil also flows into the ball groove 15f and functions as an oil groove. Since other configurations are the same as those of the first embodiment, the same reference numerals are given to the same configurations, and description thereof is omitted.

  With respect to the synchronization action, when the synchronization is completed and the difference in the rotational speed between the first baux ring 6 and the first clutch gear 7 is eliminated, as shown in FIG. At the moving position, the ball 15c is positioned by being fitted into the ball groove 15f formed on the first balking cone surface 6b. As in the first embodiment, the first baux ring 6 and the first clutch gear 7 are positioned with respect to the chamfer of the first clutch gear spline teeth 7a by the coupling spline teeth 3a. The phase is shifted in the circumferential direction by an amount P / 2 that can be displaced. Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In addition to the effects (1), (2), (3), (6), and (7) of the first embodiment, the transmission synchronizer of the second embodiment can obtain the following effects. it can.

  (8) Since the ball groove 15f of the positioning mechanism 15 is a groove that engages with the ball 15c at the movement position when the synchronization of the first baux ring 6 is completed, the ball groove 15f is synchronized using the stroke of the first boke ring 6. Due to the reliable positioning of the first baux ring 6 and the first clutch gear 7 at the time of completion, it is possible to achieve a two-stage load suppression.

  The transmission synchronizer of the present invention has been described based on the first and second embodiments. However, the specific configuration is not limited to these embodiments, and each claim of the claims is described below. Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In Examples 1 and 2, as an example of the positioning mechanism, a ball urged by a spring provided on the clutch gear side and a ball groove provided on the boke ring side are shown. For example, a ball provided on the clutch gear side It may be an example of a ball and a ball urged by a spring provided on the side of the baux ring, or before the coupling spline teeth push the bokeh spline teeth between the boke ring and the clutch gear. As long as the positioning mechanism determines the mutual positional relationship to a predetermined positional relationship, the specific configuration is not limited to the first and second embodiments, and various positioning mechanisms may be employed.

  The transmission synchronization device of the present invention can be applied as a synchronization device for a manual transmission that shifts a shift lever by manual operation by a driver, and has a control-type clutch between the shift lever and the engine. The present invention can also be applied as a synchronizer for a transmission called a so-called automatic MT that changes speed by an actuator while the clutch is disengaged.

1 is an overall cross-sectional view illustrating a transmission synchronization device according to a first embodiment. FIG. 4 is a plan view (a), a cross-sectional view (b), a cross-sectional view of a positioning mechanism (c), and a view in the direction of arrow A (d) showing the main part of the transmission synchronization device of the first embodiment. FIG. 3 is a cross-sectional view of a positioning mechanism (a), a front view of a first clutch gear (b), and a cross-sectional view (c) of a first clutch gear in the synchronization device of the first embodiment. It is sectional drawing and a top view explaining the neutral state of the gear shift synchronous action in the synchronizing device of Example 1. It is sectional drawing and a top view explaining the boke state of the gear shift synchronous action in the synchronizing device of Example 1. It is sectional drawing and the top view explaining the synchronous friction torque generation | occurrence | production state of the transmission synchronous action in the synchronizing device of Example 1. FIG. FIG. 6 is a cross-sectional view and a plan view illustrating a synchronization completion state of a shift synchronization action in the synchronization device of the first embodiment. It is sectional drawing and the top view explaining the shift completion state of the shift synchronous action in the synchronizing device of Example 1. FIG. It is an operation load characteristic figure at the time of gear shifting in the synchronizing device of Example 1. It is principal part sectional drawing which shows the state before the gear shift in the synchronizing device of Example 2. It is principal part sectional drawing which shows the synchronization completion state in the synchronizing device of Example 2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Main shaft 2 Synchro hub 3 Coupling sleeve 3a Coupling spline tooth | gear 4 Insert key 5 Spring 6 1st baux ring 6a 1st baux ring spline tooth | gear 6b 1st bauxing cone surface 6d Protrusion 7 1st clutch gear 7a 1st clutch Gear spline teeth 7b 1st clutch gear cone surface 7d groove 8 1st gear 9 1st bearing 10 2nd balk ring 11 2nd clutch gear 12 2nd gear 13 2nd bearing 14 gear bush 15 1st positioning mechanism 15a hole 15b coil spring (Spring)
15c ball 15d bake ring screw land oil groove (ball groove)
15e Anti-vibration material 15f Ball groove 16 Second positioning mechanism

Claims (8)

By pushing the baux ring as the coupling sleeve moves, the chamfers of the coupling spline teeth and the baux ring spline teeth come into contact with each other, and friction torque is generated between the boke ring cone surface and the clutch gear cone surface. When the synchronization is started and the synchronization is completed, the coupling spline teeth push the bokeling spline teeth separately, and then mesh with the clutch gear spline teeth formed on the clutch gear to complete the gear shift,
A positioning mechanism is provided between the baux ring and the clutch gear to determine the positional relationship between the coupling spline teeth before the coupling spline teeth push the bokeling spline teeth,
The positioning of the baux ring and the clutch gear by the positioning mechanism is performed in the circumferential direction at least when the bokeling spline teeth are pushed by the coupling spline teeth when meshing with the clutch gear spline teeth by the movement of the coupling spline teeth after synchronization is completed. A transmission synchronizer characterized by having a position shifted in phase. The transmission synchronizer according to claim 1,
The positioning mechanism includes a plurality of holes provided on the circumference of the clutch gear cone surface, a spring and a ball incorporated in the hole, a ball groove provided at a plurality of locations on the circumference of the bokeling cone surface, A transmission synchronizer. The transmission synchronizer according to claim 2,
The transmission synchronizer is characterized in that the ball of the positioning mechanism rotates on the bokeling cone surface with the rotation of the bokeling. The transmission synchronizer according to claim 2 or 3,
2. The transmission synchronizer according to claim 1, wherein the ball groove of the positioning mechanism is a bake ring screw land oil groove having a trapezoidal circumferential cross section. The transmission synchronizer according to claim 4,
The baux ring screw land oil groove of the positioning mechanism has an arc surface at the groove end, and has a shallow angle with respect to the rotation direction of the boke ring and a deep angle with respect to the opposite direction. The transmission synchronizer according to claim 2 or 3,
The synchronizing device for a transmission according to claim 1, wherein the ball groove of the positioning mechanism is a groove that engages with the ball at a movement position at the time when the bokeling is synchronized. The transmission synchronizer according to any one of claims 2 to 6,
2. A transmission synchronizer comprising: a protrusion having a ball receiving slope extending from a boke ring cone surface on the boke ring side; and a groove on the clutch gear side for receiving the protrusion when a shift is completed. The transmission synchronizer according to any one of claims 2 to 7,
The transmission synchronization device according to claim 1, wherein the positioning mechanism includes a vibration isolating material embedded in holes provided at a plurality of locations on a circumference of the clutch gear cone surface, and a spring and a ball are incorporated in the vibration isolating material.

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