JP2010071361A - Synchronizing device of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a highly reliable synchronizing device of a transmission capable of preventing manufacturing costs from increasing and capable of reducing the size of the transmission device, by restraining the generation of trailing torque of a synchronizer ring at idle rotation time of transmission geers by a simple constitution. <P>SOLUTION: By providing a slope inclined plane 100c on the rear surface 23b of the spline 23 of the synchronizer ring 14, the synchronizer ring 14 is so energized to the separated direction F from the cone surface of the transmission gear by receiving a reaction force of the lubrication oil O to contact the slope inclined plane 100c. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a transmission synchronization device, and more particularly, to a synchronization device that is provided in a manual transmission and that synchronizes a transmission gear that is attached to a rotation shaft so as to be relatively rotatable with a rotation speed of the rotation shaft.

  In general, a manual transmission has a plurality of speed change gear trains, and the power of the internal combustion engine is converted according to the driving conditions by switching the speed steps with a shift lever and engaging the gears of each step. Take out and drive the drive wheel.

Such a manual transmission is provided with a synchronizing device in order to perform speed change quickly and easily when shifting by changing the meshing state of the gears.
This synchronizer generates a synchronous load when the hub sleeve presses the synchronizer ring, synchronizes the rotation of the transmission gear and the hub sleeve having a difference in rotation, and when the synchronization of the transmission gear and the hub sleeve is completed, the synchronizer The ring is scraped by the hub sleeve, and then the gear shift is completed by scraping the gear piece portion integrally attached to the transmission gear.

  In such a synchronizer, the tapered cone surface of the synchronizer ring and the cone surface of the gear piece portion opposed to the cone surface are separated from each other except when the transmission gear is engaged and during the synchronous operation. And is relatively rotated. At this time, the synchronizer ring is loosely fitted between the transmission gear and the hub sleeve, and is allowed to be displaced to some extent in the radial direction.

  For this reason, the synchronizer ring may be shaken in the radial direction, and the gap between the cone surface of the gear piece portion and the cone surface of the synchronizer ring is kept constant over the circumferential direction of the synchronizer ring. It becomes difficult.

  For this reason, during the relative rotation of the synchronizer ring and the gear piece portion, this vibration causes partial contact between the cone surface of the synchronizer ring and the cone surface of the gear piece portion, causing the drag of the synchronizer ring to generate unnecessary friction. May end up.

  If the frictional resistance increases due to the drag torque of the synchronizer ring in this way, the driving efficiency of the manual transmission is deteriorated, and as a result, the fuel consumption may be deteriorated.

  In order to prevent the dragging torque of the synchronizer ring from being generated in this way, a clutch hub that is attached to the rotary shaft and has splines on the outer periphery, and a spline fit on the outer periphery of the clutch hub, and in the axial direction A hub sleeve that is slidably mounted, a synchronizer ring that rotates with the clutch hub and has a tapered cone surface on the inner periphery, and a cone surface of the synchronizer ring that is formed integrally with the transmission gear and that is formed on the outer periphery. A transmission synchronizer comprising an opposing tapered cone surface and a piece member provided on a spline of the clutch hub and energizing the synchronizer ring in a direction away from the cone surface of the transmission gear is known. (For example, refer to Patent Document 1).

  In addition, a spring member is provided that biases the cone surface of the synchronizer ring in a direction to separate the cone surface of the transmission gear from the cone surface of the transmission gear with respect to the outer peripheral surface corresponding to the back surface of the inner peripheral surface on which the tapered cone surface of the synchronizer ring is formed. A transmission synchronization device is also known (see, for example, Patent Document 2).

These simultaneous devices can reduce drag torque caused by friction between the synchronizer ring and the cone surface of the transmission gear when the transmission gear is idle (such as neutral) with a simple configuration.
JP 2007-292151 A JP 200476764 A

  In such a conventional transmission synchronizer, since a piece member and a spring member that bias the synchronizer ring cone surface away from the cone surface of the transmission gear are provided, a new component is added to the synchronizer. Needed to be added. For this reason, there existed a problem that the manufacturing cost of a synchronizer will increase and a synchronizer will become large.

  Further, since the synchronizer rotates at a high rotational speed, there is a possibility that abnormal noise may be generated from the piece member or the spring member due to centrifugal force, rotational fluctuation, vibration, or the like of the synchronizer, or the piece member or the spring member may be damaged. There is a risk that the reliability of the synchronization device may be reduced.

  The present invention has been made to solve the above-described conventional problems, and prevents the occurrence of drag torque of the synchronizer ring when the transmission gear rotates with a simple configuration, thereby increasing the manufacturing cost. It is an object of the present invention to provide a highly reliable transmission synchronization device that can prevent downsizing and can be miniaturized.

  In order to achieve the above object, a transmission synchronization device according to the present invention includes (1) a clutch hub that rotates together with a rotating shaft, and a transmission gear that is loosely fitted to the rotating shaft so as to be rotatable relative to the rotating shaft. A hub sleeve that is provided movably along the axial direction of the rotary shaft, and has a hub sleeve spline that is spline-fitted to the outer peripheral portion of the clutch hub on the inner peripheral portion, and is provided in the transmission gear. A gear piece portion having a gear spline that can be fitted to the hub sleeve spline is formed on an outer peripheral portion, and the gear piece portion is provided between the hub sleeve and the transmission gear, and is moved in the axial direction of the hub sleeve. The sink has a cone surface that is in sliding contact with the cone surface, and is formed with a synchronizer ring spline through which the hub sleeve spline can pass on the outer periphery. A synchronizer ring, wherein the synchronizer ring is in contact with the synchronizer ring at an arbitrary portion of the synchronizer ring that contacts the lubricant as the synchronizer ring rotates. A structure is provided in which a taper portion is provided that urges the synchronizer ring to be separated from the cone surface of the transmission gear by receiving a reaction force of the lubricating oil.

  With this configuration, the synchronizer ring is separated from the cone surface of the transmission gear by receiving the reaction force of the lubricating oil that contacts the synchronizer ring at any part of the synchronizer ring that contacts the lubricating oil as the synchronizer ring rotates. Since the urging tapered portion is provided, the synchronizer ring can be separated from the cone surface of the gear piece portion by using the lubricating oil that contacts the tapered portion when the transmission gear is idle. For this reason, it is possible to prevent drag torque from being generated in the synchronizer ring without adding any components, and it is possible to prevent deterioration in drive efficiency of the transmission and improve fuel efficiency.

Thus, since it is possible to prevent drag torque from being generated in the synchronizer ring without adding components, it is possible to prevent the manufacturing cost of the synchronization device from increasing and Miniaturization can be achieved.
In addition, since it is not necessary to add a component, there is no occurrence of abnormal noise or damage due to the additional component at the time of high rotation of the synchronization device as in the prior art, and the reliability of the synchronization device can be improved.

(1) In the transmission synchronizer of (1), (2) the taper portion is configured to be formed on the synchronizer ring spline.
With this configuration, since the tapered portion is formed in the synchronizer ring spline to which lubrication is necessary and the lubricating oil is directly supplied, it is possible to prevent the configuration of the synchronizer from becoming complicated.

  According to the present invention, it is possible to prevent the drag torque of the synchronizer ring from being generated during the idle rotation of the transmission gear with a simple structure, thereby preventing an increase in manufacturing cost and reducing the size. A highly reliable transmission synchronization device can be provided.

Embodiments of a transmission synchronization apparatus according to the present invention will be described below with reference to the drawings.
FIGS. 1-10 is a figure which shows one Embodiment of the synchronizer of the transmission which concerns on this invention.
First, the configuration will be described.
In FIG. 1, a manual transmission 1 as a transmission is a power transmission device that converts the rotational speed and rotational torque of an internal combustion engine and transmits them to drive wheels in accordance with the running state of a vehicle such as an automobile. The manual transmission 1 is not only a so-called remote control type manual transmission 1 in which a shift lever operated by a vehicle driver and the manual transmission 1 are separated from each other and are connected by a cable, a link, or the like. A so-called direct control type manual transmission 1 in which a shift lever is directly attached to the manual transmission 1 may be used.

  In the remote control method, the position of the shift lever is not particularly limited, and a column shift type in which the shift lever is attached to the steering column, a floor shift type in which the shift lever is attached to the floor, etc. can be adopted. It is.

  FIG. 1 shows a constant-mesh manual transmission 1. Further, as the manual transmission 1, the present invention can be applied to a semi-automatic transmission or a fully automatic transmission that performs a shift by moving a select lever by an actuator or the like.

  The manual transmission 1 includes a rotating shaft 2, and the rotating shaft 2 rotates about an axis 3 indicated by a one-dot chain line by transmitting a rotational force from the internal combustion engine. A lubricating oil passage 4 for supplying lubricating oil is provided in the rotating shaft 2, and the lubricating oil passage 4 extends in one direction along the rotating shaft 2, and a part thereof branches and rotates. The shaft 2 extends outward in the radial direction. In the lubricating oil passage 4, lubricating oil is supplied in the direction indicated by the arrow.

  A gear 5 is connected to the rotary shaft 2 so that the gear 5 and the rotary shaft 2 rotate together. A clutch hub 6 is attached to the rotating shaft 2, and the clutch hub 6 is spline-fitted to the rotating shaft 2 so as to rotate together with the rotating shaft 2. The method for fixing the clutch hub 6 to the rotating shaft 2 is not limited to spline fitting, and other methods may be used.

  The rotary shaft 2 is provided with transmission gears 7 and 8 so as to freely rotate. The transmission gears 7 and 8 rotate relative to the rotary shaft 2. That is, in the state shown in FIG. 1, the rotational force of the rotating shaft 2 is not transmitted to the transmission gears 7 and 8, and the transmission gears 7 and 8 are idle.

  At this time, since the inner peripheral portions of the transmission gears 7 and 8 slide with respect to the rotating shaft 2, in order to reduce the friction during the sliding, as shown by the arrow from the lubricating oil passage 4, the rotating shaft Lubricating oil is supplied to the friction surface between 2 and the transmission gears 7 and 8.

  The transmission gears 7 and 8 are integrally provided with gear piece portions 9 and 10, and the transmission gears 7 and 8 and the gear piece portions 9 and 10 rotate integrally. The gear piece portions 9, 10 are not fixed to the clutch hub 6 in the state shown in FIG. For this reason, the transmission gears 7 and 8 can freely rotate with respect to the clutch hub 6.

  The gear piece portions 9 and 10 are provided with cone surfaces 11 and 12 which are tapered surfaces inclined with respect to the rotating shaft 2, and synchronizer rings 13 and 14 are fitted on the cone surfaces 11 and 12.

  The synchronizer rings 13 and 14 are provided between the hub sleeve 15 and the transmission gears 7 and 8, and synchronize the rotation of the gear piece portions 9 and 10 and the clutch hub 6 as the hub sleeve 15 moves in the axial direction. The cone surfaces 16 and 17 which are a taper surface are provided in the inner peripheral part.

  The cone surfaces 16 and 17 of the synchronizer rings 13 and 14 are in contact with the cone surfaces 11 and 12 of the gear piece portions 9 and 10, and the synchronizer rings 13 and 14 and the gear piece portions 9 and 10 are connected to the cone surfaces 11, 12, 16. , 17 for frictional sliding.

  A spline 18 is formed on the outer periphery of the clutch hub 6, and a hub sleeve 15 is fitted on the outer periphery of the clutch hub 6. The hub sleeve 15 is slidable (slidable) in the direction of the axis 3 of the rotary shaft 2, and a spline 19 as a hub sleeve spline formed on the inner peripheral portion of the hub sleeve 15 is a spline of the clutch hub 6. 18 meshes.

  The clutch hub 6 slidably holds a hub sleeve 15, and the hub sleeve 15 can be slid into either the transmission gear 7 or the transmission gear 8.

  An annular shift fork groove 15a is formed on the outer periphery of the hub sleeve 15, and a shift fork (not shown) is fitted into the shift fork groove 15a. The hub sleeve 15 is axially moved by the shift fork. It is designed to be slid.

  Further, splines 20 and 21 as gear splines are formed on the outer peripheral portions of the gear piece portions 9 and 10, and the splines 20 and 21 can be fitted to the splines 19 formed on the inner peripheral portion of the hub sleeve 15. It has become.

  In the present embodiment, the clutch hub 6, the transmission gears 7 and 8, the gear piece portions 9 and 10, the synchronizer rings 13 and 14, and the hub sleeve 15 constitute the synchronization device 30.

  Further, splines 22 and 23 as synchronizer ring splines are formed on the outer peripheral portions of the synchronizer rings 13 and 14, and the spline 19 can pass through the splines 22 and 23.

  As shown in FIG. 2, the synchronizer ring 14 (the synchronizer ring 13 has the same configuration as the synchronizer ring 14 and is not shown) is formed in an annular shape, and the spline 23 is formed in the circumferential direction of the synchronizer ring 14. Are formed at equal intervals.

  FIG. 3 is a plan view of the synchronization device 30 as seen from the direction indicated by the arrow A in FIG. In FIG. 3, the splines 21 of the gear piece portion 10 are arranged in a line, and each has a constant interval. The spline 21 is formed with a thin tip so that the spline 21 can be fitted to the spline 19 of the mating hub sleeve 15.

  The spline 23 of the synchronizer ring 14 is provided between the spline 21 of the gear piece portion 10 and the spline 19 of the hub sleeve 15 and is disposed at a position spaced apart from the spline 21 of the gear piece portion 10.

  On the other hand, the lubricant oil is supplied to each of the splines 18, 19, 20, 21, 22, and 23 of the clutch hub 6, the gear piece portions 9 and 10, the synchronizer rings 13 and 14, and the hub sleeve 15 of the present embodiment. The lubricating oil stored in the bottom surface of the transmission case (not shown) of the manual transmission 1 is scraped up by the rotation of the transmission gear of the manual transmission 1 so that each spline 18, 19, 20 , 21, 22 and 23.

  This lubricating oil is applied to the clutch hub 6, the gear piece portions 9, 10, the synchronizer rings 13, 14, and the hub sleeve 15 by centrifugal force due to the rotation of the clutch hub 6, gear piece portions 9, 10, synchronizer rings 13, 14 and hub sleeve 15. Focusing on the spline 23 of the synchronizer ring 14, as shown in FIG. 4A, it flows along the rotational direction R of the synchronizer ring 14.

  As shown in FIG. 4B, inclined surfaces 100 a and 100 b are formed on the chamfer portion 23 a of the spline 23 facing the hub sleeve 15, and the inclined surfaces 100 a and 100 b have an inclination angle with respect to the axis 3. The chamfer 23a is formed so as to be α.

  Further, an inclined surface 100c constituting a taper portion is formed on the back surface portion 23b of the spline facing the gear piece portion 10, and the inclined surface 100c has an inclination angle of the inclined surface 100c with respect to the axis 3 as θ. The back surface portion 23b is formed.

  In the present embodiment, as shown in FIG. 4C, by providing the inclined surface 100c on the back surface portion 23b of the spline 23, the synchronizer ring 14 receives the reaction force of the lubricating oil O contacting the inclined surface 100c. The spline 22 is formed with the same inclined surfaces 100a, 100b, and 100c as the spline 23, although not shown in the figure. ing.

  If the inclination angle θ of the inclined surface 100c is 45 °, the synchronizer ring 14 is most easily separated from the cone surface 12 of the transmission gear 8, and the synchronizer ring 14 increases as the inclination width X of the inclined surface 100c increases. Is most easily separated from the cone surface 12 of the transmission gear 7.

  If the relationship between the inclination angles α and θ is 45 ° <θ <α, or the inclination width W of the inclined surfaces 100a and 100b and the inclination width X of the inclined surface 100c are W <X, the synchronizer ring 14 Can be separated from the cone surface 12 of the transmission gear 7.

Next, the synchronization operation will be described.
Before synchronization, as shown in FIGS. 1 and 3, the hub sleeve 15 is in a neutral position, and the transmission gear 8 and the gear piece portion 10 are idle (free-spinning) with respect to the hub sleeve 15.

  FIG. 5 is a plan view of the synchronization device 30 during synchronization. In order to synchronize the rotation of the hub sleeve 15 and the transmission gear 8, the hub sleeve 15 is moved in a direction approaching the transmission gear 8 from the state shown in FIG. As a result, the spline 23 of the synchronizer ring 14 and the spline 19 of the hub sleeve 15 come into contact with each other.

  In addition, although many splines 23 of the synchronizer ring 14 are provided along the circumferential direction of the synchronizer ring 14 as shown in FIG. 2, for convenience of explanation, in FIG. 5 to FIG. Only one is shown.

  FIG. 6 is a plan view of the synchronization device 30 after being pushed. Referring to FIG. 6, when the synchronization operation is further advanced, hub sleeve 15 moves to transmission gear 8 side. As a result, the spline 19 of the hub sleeve 15 moves from the position shown in FIG. 5 to the spline 21 of the gear piece portion 10. At this time, the splines 23 of the synchronizer ring 14 scrape between the plurality of splines 19 of the hub sleeve 15.

  FIG. 7 is a cross-sectional view of the synchronization device 30 after the shift is completed. When the hub sleeve 15 is pushed further from the position shown in FIG. 6 in a direction approaching the transmission gear 8, the spline 19 of the hub sleeve 15 enters between the splines 21 of the gear piece portion 10 as shown in FIG.

  In this state, after the spline 19 of the hub sleeve 15 passes through the spline 23 of the synchronizer ring 14, the spline 19 of the hub sleeve 15 and the spline 21 of the gear piece portion 10 rotate together to rotate from the hub sleeve 15 to the gear piece portion. Power is transmitted to 10. This completes the shift operation. As a result, the rotating shaft 2 and the transmission gear 8 rotate integrally. 5 to 7 is the same operation on the transmission gear 7 side and the synchronizer ring 13 side.

On the other hand, as shown in FIGS. 1 and 3, when the transmission gears 7, 8 are idle, such as during neutral, the synchronizer rings 13, 14 and the gear piece portions 9, 10 are relatively rotated during the relative rotation. The cone surfaces 16 and 17 of the 14 and the cone surfaces 11 and 12 of the gear piece portions 9 and 10 may partially come into contact with each other to cause dragging of the synchronizer rings 13 and 14.
In the present embodiment, the inclined surface 100 c is provided on the back surface portion 23 b of the spline 23, so that the synchronizer ring 14 is separated from the cone surface 12 of the transmission gear 7 by receiving the reaction force of the lubricating oil O contacting the inclined surface 100 c. Since the urging force is applied in the direction F, the synchronizer rings 13 and 14 are connected to the cone surfaces 11 of the gear piece portions 9 and 10 using the lubricating oil O contacting the inclined surface 100c when the transmission gears 7 and 8 are idle. , 12 can be separated. For this reason, it is possible to prevent drag torque from being generated in the synchronizer rings 13 and 14 without adding any components, and it is possible to prevent the drive efficiency of the manual transmission 1 from deteriorating and improve fuel efficiency. Can be made.

  As described above, in the present embodiment, it is possible to prevent drag torque from being generated in the synchronizer rings 13 and 14 without adding components, and thus the manufacturing cost of the synchronization device 30 is increased. This can be prevented, and the size of the synchronization device 30 can be reduced. Further, since there is no need to add a component, there is no occurrence of abnormal noise or damage due to the additional component when the synchronization device 30 rotates at a high speed as in the prior art, and the reliability of the synchronization device 30 can be improved. .

  Here, as shown in FIG. 8, a general synchronizer ring spline 24 has a portion where the lubricating oil O contacts with the rotation of the synchronizer ring spline 24 in the rotation direction R substantially in the direction of the axis 3. Due to the parallelism, the synchronizer ring 14 cannot be biased in the direction F in which the synchronizer ring 14 is separated from the cone surface 12 of the transmission gear 7.

  Further, in the present embodiment, the inclined surface 100c is formed on the splines 22 and 23 of the synchronizer rings 13 and 14 to which the lubricating oil is required and lubrication oil is directly supplied, so that the configuration of the synchronization device 30 becomes complicated. Can be prevented.

  In the present embodiment, the gear piece portions 9, 10 are integrated with the transmission gears 7, 8. However, the present invention is not limited to this, and as shown in FIG. 9, the gear piece portion separate from the transmission gears 7, 8. 31 and 32 are provided, and the spline provided on the inner periphery of the gear piece portions 31 and 32 is spline-fitted to the transmission gears 7 and 8 so that the gear piece portions 31 and 32 are integrally rotated with the transmission gears 7 and 8. You may do it.

When the gear pieces 31 and 32 are provided separately from the transmission gears 7 and 8 as described above, the spline 35 or spline 36 as the gear spline formed on the outer periphery of the gear piece 31 or 32 is connected to the hub sleeve 15. By meshing with the spline 19, the rotary shaft 2 and the transmission gear 7 or the rotary shaft 2 and the transmission gear 8 can be integrally rotated.
The gear piece portions 31 and 32 are provided with cone surfaces 33 and 34 which are tapered surfaces inclined with respect to the rotating shaft 2, and the synchronizer rings 13 and 14 are fitted on the cone surfaces 33 and 34. .

  In the present embodiment, the inclined surface 100c as the tapered portion is formed on the splines 22 and 23. However, the present invention is not limited to this, and the synchronizer ring spline of the synchronizer ring 26 is used as shown in FIG. You may provide between the spline 25 to comprise.

  In other words, the spline 25 is thinned out to provide a protruding piece 41 at a position where the spline 25 should be originally formed, and the protruding piece 41 is inclined at a predetermined angle, for example, 45 ° with respect to the shaft center 3 so that the lubricating oil O The opposing surface 41a of the projecting piece 41 in contact may be a tapered portion that receives a reaction force of the lubricating oil O contacting the projecting piece 41 and urges the synchronizer ring 26 in a direction F that separates the cone ring 11 from the cone surface 11 of the transmission gear 7. Good.

  The embodiment disclosed this time is illustrative in all respects and is not limited to this embodiment. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims for patent.

  As described above, the transmission synchronizer according to the present invention prevents the occurrence of drag torque of the synchronizer ring during the idle rotation of the transmission gear with a simple configuration, thereby preventing an increase in manufacturing cost. The transmission gear has the effect of providing a highly reliable transmission synchronizer that can be reduced in size and can be reduced in size, and is provided in a manual transmission and attached to a rotary shaft so as to be relatively rotatable. Is useful as a synchronizer or the like that synchronizes with the rotational speed of the rotating shaft.

It is a figure showing one embodiment of a synchronizing device concerning the present invention, and is a sectional view of a manual transmission provided with a synchronizing device. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a perspective view of a synchronizer ring. It is a figure which shows one Embodiment of the synchronizing device which concerns on this invention, and is the principal part top view of the synchronizing device seen from the arrow A direction of FIG. It is a figure which shows one Embodiment of the synchronizing device which concerns on this invention, (a) is a principal part block diagram of a synchronizer ring, (b) is the direction of the lubricating oil which acts on the spline of a synchronizer ring, and lubricating oil The figure which shows the direction which a spline moves by reaction force, (c) is a figure which shows the angle and inclination width of the inclined surface of the chamfer part of a spline of a synchronizer ring, and a back surface part. It is a figure which shows one Embodiment of the synchronizing device which concerns on this invention, and is a principal part top view of the synchronizing device at the time of a synchronization. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a principal part top view of the synchronizer after pushing apart. It is a figure which shows one Embodiment of the synchronizing device which concerns on this invention, and is a principal part top view of the synchronizing device after a shift completion. It is a figure which shows one Embodiment of the synchronizer concerning this invention, and is a figure which shows the direction of the lubricating oil which acts on the spline of the conventional synchronizer ring used for the comparison. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is sectional drawing of the manual transmission provided with the synchronizer of another shape. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a figure which shows the spline of the synchronizer ring of another shape.

Explanation of symbols

1 Manual transmission (transmission)
2 Rotating shaft 6 Clutch hub 7, 8 Speed change gear 9, 10 Gear piece part 11, 12, 16, 17 Cone surface 13, 14, 26 Synchronizer ring 15 Hub sleeve 19 Spline (hub sleeve spline)
20, 21 Spline (Gear Spline)
22, 23, 25 Spline (Synchronizer ring spline)
30 Synchronizer 31, 32 Gear piece part 35, 36 Spline (Gear spline)
41a Opposing surface (tapered part)
100c inclined surface (tapered part)

Claims (2)

A clutch hub that rotates together with the rotating shaft, a transmission gear that is loosely fitted to the rotating shaft so as to be rotatable relative to the rotating shaft, and a movable gear that is movable along the axial direction of the rotating shaft. A hub sleeve having a hub sleeve spline formed on the outer peripheral portion of the clutch hub, and a gear piece portion provided on the transmission gear and having a gear spline that can be fitted to the hub sleeve spline on the outer peripheral portion; And a cone surface provided between the hub sleeve and the transmission gear and in sliding contact with the cone surface of the gear piece portion as the hub sleeve moves in the axial direction, and the hub sleeve spline passes through an outer peripheral portion. Synchronizer ring with possible synchronizer ring splines and supply of lubricating oil to the synchronizer ring The synchronizer for a transmission which,
The synchronizer ring is separated from the cone surface of the transmission gear by receiving a reaction force of the lubricating oil that contacts the synchronizer ring at an arbitrary portion of the synchronizer ring that contacts the lubricating oil as the synchronizer ring rotates. A transmission synchronizer comprising a taper portion for biasing to the transmission. 2. The transmission synchronizer according to claim 1, wherein the tapered portion is formed in the synchronizer ring spline.

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