JP2010242886A - Synchronizer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a highly reliable synchronizer for preventing generation of drag torque of a synchronizer ring during idling of a transmission gear, for preventing biting of the synchronizer ring after completion of synchronization, for preventing increase of manufacturing costs, and for carrying out miniaturization by a simple configuration. <P>SOLUTION: The synchronizer ring 13 is composed of an outer synchronizer ring 41 having a cone face 41a with a diameter contracted consequentially toward a clutch hub 6 side, formed on an inner peripheral surface, and an inner synchronizer ring 43 having a cone face 43a with a diameter contracted consequentially toward a clutch hub 6 side so as to abut on the cone face 41a formed on an outer peripheral surface and a cone face 43b facing a cone face 11 of a gear piece part 9, and elastically deformable so that a diameter is expanded or contracted in a radial direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a 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 quickly and easily shift gears 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 spline of the ring is scraped by the spline of the hub sleeve, and then the gear shift is completed by scraping the spline of 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 addition, as described above, when the synchronization of the transmission gear and the hub sleeve is completed and the gear piece portion in which the hub sleeve is integrally attached to the transmission gear is scraped, the cone surface of the synchronizer ring faces the cone surface. There is a case where the so-called biting occurs in close contact with the cone surface of the gear piece portion.

  When the bite occurs in this way, the synchronizer ring does not rotate with respect to the gear piece. Therefore, the synchronizer ring becomes a resistance when the spline of the husfreeb separates the spline of the gear piece portion, and the chamfer of the hub sleeve spline becomes the gear piece. May come into a locked state where it cannot touch any further and contact with the spline chamfer of the part, and shifting may not be performed smoothly.

  In order to prevent the drag torque of the synchronizer ring from being generated as in the former, the clutch hub is attached to the rotating shaft and has a spline on the outer periphery, and the spline is fitted to the outer periphery of the clutch hub. A hub sleeve slidably attached to the clutch, 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 formed integrally with the transmission gear. And a piece of a cone member provided on a spline of the clutch hub and a piece member for energizing the synchronizer ring in a direction away from the cone surface of the transmission gear. (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 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.

  In order to prevent the occurrence of biting after the latter synchronization is completed, either the cone surface of the synchronizer ring or the gear piece portion is inclined in two stages, and one cone surface is formed by an elastic material layer. Some have been formed (for example, see Patent Document 3).

  In this synchronization device, the frictional contact area between the synchronizer ring and the gear piece portion is increased by compressive deformation of the elastic material layer when the synchronous operation is performed, and the elastic material layer is restored when the synchronous operation is completed. Thus, the frictional contact area between the synchronizer ring and the gear piece portion can be greatly reduced. For this reason, the cone surface of the synchronizer ring can be prevented from biting into the cone surface of the gear piece portion, and the hub sleeve spline is connected to the gear piece portion after the synchronization operation is completed while ensuring a large braking capacity for the synchronization operation. It is possible to smoothly move to a position where it meshes with the spline.

JP 2007-292151 A JP 200476764 A JP-A-1-242826

  However, in the conventional synchronizers described in Patent Documents 1 and 2, since the piece member and the spring member that urge the synchronizer ring in the direction of separating from the cone surface of the transmission gear are provided, the synchronizer It was necessary to add a new component. 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.

  Further, in the synchronization device described in Patent Document 3, the biting of the synchronizer ring can be prevented, but the drag torque of the synchronizer ring cannot be prevented.

  In order to prevent dragging of the synchronizer ring, a piece member and a spring member as described in Patent Documents 1 and 2 are required, and thus it is necessary to add a new component to the synchronization device. For this reason, there has been a problem that the manufacturing cost of the synchronization device increases and the synchronization device becomes larger.

  The present invention has been made to solve the above-described conventional problems, and with a simple configuration, can prevent the occurrence of drag torque of the synchronizer ring during the idle rotation of the transmission gear, and the synchronization. An object of the present invention is to provide a highly reliable synchronizer that can prevent biting of the synchronizer ring after completion, can prevent an increase in manufacturing cost, and can be downsized.

  In order to achieve the above object, the synchronization device according to the present invention includes: (1) a clutch hub that rotates integrally with the rotation shaft, and a transmission gear that is loosely fitted to the rotation shaft so as to be rotatable relative to the rotation shaft. A hub sleeve having an inner peripheral tooth that is movably provided along an axial direction of the rotating shaft and is spline-fitted to an outer peripheral portion of the clutch hub; and a hub sleeve provided in the transmission gear, A gear piece portion having outer peripheral teeth that can be fitted to the inner peripheral teeth, and the hub sleeve and the gear piece portion are interposed between the inner peripheral teeth of the hub sleeve and the outer peripheral teeth of the gear piece portion. At the time, a synchronizer ring that synchronizes the rotation of the hub sleeve and the transmission gear by being pressed against the cone surface formed on the outer peripheral portion of the gear piece portion by the hub sleeve; The synchronizer ring includes an outer synchronizer ring having a first cone surface that is reduced in diameter toward the clutch hub, and an outer synchronizer ring that is formed on an inner peripheral surface, so as to contact the first cone surface. A second cone surface having a diameter reduced toward the clutch hub side is formed on the outer peripheral surface, and a third cone surface facing the cone surface of the gear piece portion is formed on the inner peripheral surface, and the radial direction The inner synchronizer ring is elastically deformable so that the diameter of the outer synchronizer ring can be expanded or reduced in diameter, and when not synchronized, the outer synchronizer ring is elastically deformed so that the inner synchronizer ring expands radially outward. The third cone surface of the inner synchronizer ring and the gear piece are pressed outward in the radial direction. A gap is defined with the cone surface of the portion, and at the time of synchronization, the inner synchronizer ring is elastically deformed so as to shrink radially inward, thereby pressing the cone surface of the gear piece portion It is composed of

  With this configuration, when asynchronous, the inner synchronizer ring is elastically deformed so as to expand radially outward, thereby pressing the outer synchronizer ring radially outward and the third cone surface and gear piece of the inner synchronizer ring A gap is defined between the inner cone synchronizer ring and the third cone surface of the inner synchronizer ring from the cone surface of the gear piece portion, so that the drag torque is applied to the synchronizer ring. It can be prevented from occurring. For this reason, it can prevent that the drive efficiency of a transmission deteriorates and can improve a fuel consumption.

  Further, at the time of synchronization, the inner synchronizer ring is elastically deformed so as to shrink radially inward, thereby pressing the cone surface of the gear piece portion, so that a synchronous load is generated and the transmission gear and hub sleeve having a rotational difference are generated. Can be synchronized.

  Further, when the transmission gear and the hub sleeve are not synchronized when the synchronization is completed, the pressing force does not act on the synchronizer ring from the hub sleeve, so that the outer peripheral teeth of the hub sleeve are within the gear piece portion integrally attached to the transmission gear. When scraping the peripheral teeth, the third cone surface of the inner synchronizer ring can be separated from the cone surface of the gear piece portion, and the third cone surface of the inner synchronizer ring bites into the cone surface of the gear piece portion. Can be prevented.

  For this reason, since it is possible to prevent drag torque from being generated in the inner synchronizer ring without adding any components, it is possible to prevent biting and thus increase the manufacturing cost of the synchronization device. Can be prevented, and the synchronization device can be downsized.

  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.

  According to the present invention, with a simple configuration, it is possible to prevent the dragging torque of the synchronizer ring from being generated at the time of idle rotation of the transmission gear, and it is possible to prevent the synchronizer ring from biting after completion of synchronization, It is possible to provide a highly reliable synchronization device that can prevent an increase in manufacturing cost and can be reduced in size.

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 front view of an inner synchronizer ring. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a principal part cross-section part of a synchronizer. 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, 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 synchronizing device which concerns on this invention, and is sectional drawing of the manual transmission which has a synchronizing device which shows the state of the synchronizing device at the time of a synchronization. It is a figure which shows one Embodiment of the synchronizing device which concerns on this invention, and is sectional drawing of the manual transmission which has a synchronizing device which shows the state of the synchronizing device after completion | finish of a synchronization. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a front view of the inner synchronizer ring of another shape. It is a figure which shows one Embodiment of the synchronizer which concerns on this invention, and is a front view of the inner synchronizer ring of another shape. It is sectional drawing of a pin type synchronizer. It is sectional drawing of the pin type synchronizer which shows the state at the time of a synchronization.

Hereinafter, embodiments of a synchronization device according to the present invention will be described with reference to the drawings.
1-11 is a figure which shows one Embodiment of the synchronizer 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 rotation 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 rotation 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.

  Gear piece portions 9 and 10 are spline-fitted to the transmission gears 7 and 8, and the gear piece portions 9 and 10 rotate integrally with the transmission gears 7 and 8. 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 interposed between the hub sleeve 15 and the gear piece portions 9 and 10 of the transmission gears 7 and 8, and the gear piece portions 9 and 10 and the gear piece portions 9 and 10 are moved as the hub sleeve 15 moves in the axial direction. This is a component for synchronizing the rotation with the clutch hub 6.

  The synchronizer rings 13 and 14 are composed of outer synchronizer rings 41 and 42 and inner synchronizer rings 43 and 44 provided inside the outer synchronizer rings 41 and 42.

  Cone surfaces (first cone surfaces) 41 a and 42 a are formed on the inner peripheral surfaces of the outer synchronizer rings 41 and 42. The cone surfaces 41 a and 42 a are reduced in diameter toward the clutch hub 6 side. .

  Cone surfaces (second cone surfaces) 43a and 44a are formed on the outer peripheral surfaces of the inner synchronizer rings 43 and 44, and the clutch hub 6 is in contact with the cone surfaces 41a and 42a. The diameter is reduced toward the side.

  Further, cone surfaces (third cone surfaces) 43b and 44b are formed on the inner peripheral surfaces of the inner synchronizer rings 43 and 44. The cone surfaces 43b and 44b are formed on the cone surfaces 11 and 10 of the gear piece portions 9 and 10, respectively. 12 to face. For this reason, the inner synchronizer rings 43 and 44 and the gear piece portions 9 and 10 are slidable through the cone surfaces 11, 12, 43 b and 44 b.

  Further, as shown in FIG. 2, the inner synchronizer rings 43 and 44 are made of an elastic member such as rubber formed in a C shape, and can be elastically deformed so as to expand or contract in the radial direction. It has become.

  In the present embodiment, the outer peripheral portions of the outer synchronizer rings 41 and 42 are in contact with the clutch hub 6, and the cone surfaces 41a and 42a of the outer synchronizer rings 41 and 42 and the cone surfaces 43a and 44a of the inner synchronizer rings 43 and 44 are contacted. Are in contact with each other, so that the mounting positions of the inner synchronizer rings 43 and 44 are determined.

  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 the spline 19 formed on the inner peripheral portion of the hub sleeve 15 meshes with the spline 18 of the clutch hub 6. Yes.

  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 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. .

  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.

  Splines 41b and 42b are formed on the outer periphery of the outer synchronizer rings 41 and 42, and the spline 19 of the hub sleeve 15 can pass through the splines 41b and 42b.

FIG. 4 is a plan view of the synchronization device 30 viewed from the direction indicated by the arrow A in FIG. In FIG. 4, the splines 20 of the gear piece portion 9 are arranged in a line, and each has a constant interval.
The spline 20 has a chamfer 20a whose tip is thinly formed so that it can be fitted into the spline 19 of the mating hub sleeve 15.

  The spline 41b of the outer synchronizer ring 41 is provided between the spline 20 of the gear piece portion 9 and the spline 19 of the hub sleeve 15, and is arranged at a position spaced apart from the spline 20 of the gear piece portion 9. .

  Further, chamfers 41c and 19a are formed on the opposing surfaces of the spline 41b of the outer synchronizer ring 41 and the spline 19 of the hub sleeve 15 so that the hub sleeve 15 can be fitted to the spline 41b of the outer synchronizer ring 41, respectively. ing.

  In the present embodiment, the inner synchronizer rings 43, 44 are not synchronized when the splines 41b, 42b of the outer synchronizer rings 41, 42 and the splines 19 of the hub sleeve 15 are not engaged (before synchronization and after completion of synchronization). By elastically deforming so as to expand radially outward, the outer synchronizer rings 41, 42 are pressed radially outward to cause the inner synchronizer rings 43, 44 and the cone surfaces 11, 12 of the gear piece portions 9, 10 to A gap S is defined between them (see FIG. 3). That is, the inner synchronizer rings 43 and 44 of the present embodiment are formed larger than the outer diameters of the cone surfaces 11 and 12 of the gear piece portions 9 and 10 in the natural state.

  Further, at the time of synchronization where the splines 41b, 42b of the outer synchronizer rings 41, 42 and the splines 19 of the hub sleeve 15 are engaged, the inner synchronizer rings 43, 44 are elastically deformed so as to be radially reduced in diameter, The cone surfaces 11 and 12 of the gear piece portions 9 and 10 are pressed.

Next, the synchronization operation will be described.
Before synchronization, that is, when asynchronous, as shown in FIGS. 1, 3, and 4, the hub sleeve 15 is in a neutral position, and the transmission gear 7 and the gear piece portion 9 are idle with respect to the hub sleeve 15. is doing.

  At this asynchronous time, the inner synchronizer ring 43 is elastically deformed so as to expand radially outward, thereby pressing the outer synchronizer ring 41 radially outward and the cone surface 43b of the inner synchronizer ring 43 and the gear piece portion 9. Since the clearance S is defined between the cone surface 11 and the cone surface 11 (see FIG. 3), the cone surface 43 b of the inner synchronizer ring 43 can be separated from the cone surface 11 of the gear piece portion 9 when the transmission gear 7 rotates. It is possible to prevent drag torque from being generated in the synchronizer ring 13. For this reason, it is possible to prevent the drive efficiency of the manual transmission 1 from deteriorating and improve fuel efficiency.

  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 7, the hub sleeve 15 is moved in a direction approaching the transmission gear 7 from the state shown in FIG. Thereby, the spline 41b of the outer synchronizer ring 41 and the spline 19 of the hub sleeve 15 come into contact with each other. The state at this time is shown in FIG.

  In addition, although many splines 41b of the outer synchronizer ring 41 are provided along the circumferential direction of the outer synchronizer ring 41, only three splines 41b are illustrated in FIGS. Show.

  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 7 side. As a result, the spline 19 of the hub sleeve 15 moves from the position shown in FIG. 5 to the spline 20 of the gear piece portion 9. At this time, the plurality of splines 19 of the hub sleeve 15 scrape the splines 41 b of the outer synchronizer ring 41.

  Thus, the outer synchronizer ring 41 causes the inner synchronizer ring 41 until the spline 19b of the hub sleeve 15 scrapes the spline 41b of the outer synchronizer ring 41 after the spline 41b of the outer synchronizer ring 41 contacts the spline 19 of the hub sleeve 15. Since the ring 43 is pressed radially inward, the inner synchronizer ring 43 is elastically deformed so as to shrink radially inward, thereby pressing the cone surface 11 of the gear piece portion 9 and generating a synchronous load. Thus, the rotation of the transmission gear 7 having the rotation difference and the hub sleeve 15 can be synchronized.

  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 toward the transmission gear 7, the spline 19 of the hub sleeve 15 enters between the splines 20 of the gear piece portion 9 as shown in FIG. 7.

  In this state, after the spline 19 of the hub sleeve 15 passes through the spline 41b of the outer synchronizer ring 41, the spline 19 of the hub sleeve 15 and the spline 20 of the gear piece portion 9 rotate together, and the gear piece from the hub sleeve 15 rotates. Power is transmitted to the part 9. This completes the shift operation. As a result, the rotating shaft 2 and the transmission gear 7 rotate integrally. The state at this time is shown in FIG.

As shown in FIGS. 7 and 9, the pressing force does not act on the outer synchronizer ring 41 of the synchronizer ring 13 from the hub sleeve 15 in the asynchronous state when the synchronization of the transmission gear 7 and the hub sleeve 15 is completed. When the spline 19 separates the splines 20 of the gear piece portion 9, the cone surface 43b of the inner synchronizer ring 43 can be separated from the cone surface 11 of the gear piece portion 9, and the cone surface 43b of the inner synchronizer ring 43 is separated from the gear piece portion. 9 can be prevented from biting into the cone surface 12.
The synchronous operations shown in FIGS. 4 to 7, 8, and 9 are the same operations on the transmission gear 8 side and the synchronizer ring 14 side.

  As described above, in the present embodiment, the outer synchronizer rings 41 and 42 in which the cone surfaces 41a and 42a whose diameters are reduced toward the clutch hub 6 are formed on the inner peripheral surface of the synchronizer rings 13 and 14 and the cone surface. Cone surfaces 43a and 44a having diameters reduced toward the clutch hub 6 so as to come into contact with 41a and 42a are formed on the outer peripheral surface, and the cone surface 43b facing the cone surfaces 11 and 12 of the gear piece portions 9 and 10 is formed. , 44b are formed on the outer peripheral surface and elastically deformable inner synchronizer rings 43, 44 so as to expand or contract in the radial direction. When asynchronous, the inner synchronizer rings 43, 44 are radially outward. By dragging elastically so as to expand the diameter, the inner synchronizer rings 43 and 44 are dragged Can be prevented, and the drive efficiency of the manual transmission 1 can be prevented from deteriorating to improve fuel efficiency, and the cone surfaces 43b, 44b of the inner synchronizer rings 43, 44 are connected to the gear piece portion 9, Biting into the ten cone surfaces 11 and 12 can be prevented.

  Further, at the time of synchronization, the inner synchronizer rings 43 and 44 are elastically deformed so as to be radially inwardly compressed, thereby pressing the cone surfaces 11 and 12 of the gear piece portions 9 and 10, thereby generating a synchronous load, The rotations of the transmission gears 7 and 8 having the rotation difference and the hub sleeve 15 can be synchronized.

  For this reason, since it is possible to prevent drag torque from being generated in the synchronizer rings 13 and 14 without adding any components, it is possible to prevent biting, and the manufacturing cost of the synchronization device 30 increases. 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. .
In the present embodiment, the gear piece portions 9 and 10 are configured separately from the transmission gears 7 and 8, but not limited thereto, the transmission gears 7 and 8 and the gear piece portions 9 and 10 are integrated. Also good.

  In addition, the inner synchronizer rings 43 and 44 of the present embodiment are formed in a C-shape, but the present invention is not limited to this, and as shown in FIG. You may comprise the divided | segmented ring 45a-45c and elastic members 45d, such as a spring which connects the split rings 45a-45c. Even in this case, the natural state of the inner synchronizer ring 45 is formed to be larger than the outer peripheral diameters of the cone surfaces 11 and 12 of the gear piece portions 9 and 10.

  Further, as shown in FIG. 11, the inner synchronizer ring 46 is composed of split rings 46a to 46c in which an annular elastic member is divided into three equal parts, and the split rings 46a to 46c are connected to the outer synchronizer rings 41 and 42 and the gear piece portion. You may interpose between 9 and 10. In this case, the force of moving the split rings 46a to 46c radially outward by the centrifugal force accompanying the rotation of the rotary shaft 2 acts, so that the inner synchronizer ring 46 and the cone surfaces 11 of the gear piece portions 9, 10 A gap S can be defined between the two.

(Pin type synchronization device)
Next, a pin type synchronizer having a synchronizer ring will be described with reference to FIGS. 12 and 13 are cross-sectional views of the main part of the pin-type synchronization device. In FIGS. 12 and 13, the synchronization device is vertically symmetric with respect to the axis 52 of the rotation shaft 51, and the illustration below the axis 52 is omitted.

  In FIG. 12, a hub sleeve 53 is attached to the rotating shaft 51, and the hub sleeve 53 is spline-fitted to a spline portion 51a formed on the outer peripheral portion of the rotating shaft 51 so as to rotate together with the rotating shaft 51. ing.

  The rotation shaft 51 is provided with transmission gears 54 and 55 so as to freely rotate. The transmission gears 54 and 55 rotate relative to the rotation shaft 51. That is, in the state shown in FIG. 12, the rotational force of the rotating shaft 51 is not transmitted to the transmission gears 54 and 55, and the transmission gears 54 and 55 are idled.

  Cutout portions 54a and 55a are formed in the transmission gears 54 and 55, and spline portions 54b and 55b are formed on the bottom surfaces of the notch portions 54a and 55a. A hub sleeve is formed on the spline portions 54b and 55b. The spline part 53a formed in the inner peripheral surface of 53 is spline-fitted.

  Cone surfaces 54c and 55c, which are tapered surfaces inclined with respect to the rotation shaft 51, are provided on the upper surfaces of the notches 54a and 55a, and the notches 54a and 55a are opposed to the cone surfaces 54c and 55c. Synchronizer rings 56 and 57 are provided. The synchronizer rings 56 and 57 are components for synchronizing the rotations of the transmission gears 54 and 55 and the rotary shaft 51 with the movement of the hub sleeve 53 in the axial direction.

  The synchronizer rings 56 and 57 are constituted by outer synchronizer rings 58 and 59 and inner synchronizer rings 60 and 61 provided inside the outer synchronizer rings 58 and 59.

  Cone surfaces 58a and 59a are formed on the outer peripheral surfaces of the outer synchronizer rings 58 and 59, and cone surfaces 58b and 59b are formed on the inner peripheral surfaces of the outer synchronizer rings 58 and 59. The cone surfaces 58a , 58b, 59a, 59b are enlarged in diameter toward the hub sleeve 53 side.

  Cone surfaces 60a and 61a are formed on the outer peripheral surfaces of the inner synchronizer rings 60 and 61. The cone surfaces 60a and 61a are increased in diameter toward the hub sleeve 53 so as to come into contact with the cone surfaces 58b and 59b. ing. The inner synchronizer rings 60 and 61 are connected to the hub sleeve 53 via a rod 64.

  Further, the outer synchronizer rings 58 and 59 are formed in a C shape made of an elastic member such as rubber as in FIG. 2, and are elastically deformable so as to expand or contract in the radial direction. Yes.

  An annular pin groove 53b is formed on the outer periphery of the hub sleeve 53, and a pin 62 is fitted in the pin groove 53b. A cable 63 connected to a shift lever (not shown) is attached to the pin 62, and the hub sleeve 53 is slid in the axial direction by the pin 62.

  In this synchronization device, when the spline portion 53a of the hub sleeve 53 is not engaged with the transmission gears 54, 55, the cone surfaces 58a, 59a of the outer synchronizer rings 58, 59 and the cone surfaces 54c, 55c of the transmission gears 54, 55 are used. A gap S is defined between the two.

Next, the synchronization operation will be described.
Before the synchronization, that is, at the time of non-synchronization, the hub sleeve 53 is in the neutral position, and the transmission gears 54 and 55 are idling (swinging) with respect to the hub sleeve 53.

  At the time of asynchronous, a gap S is formed between the cone surfaces 58a and 59a of the outer synchronizer rings 58 and 59 and the cone surfaces 54c and 55c of the transmission gears 54 and 55. Further, drag torque can be prevented from being generated in the synchronizer rings 56 and 57. For this reason, it can prevent that the drive efficiency of a manual transmission deteriorates, and can improve a fuel consumption.

  On the other hand, when the rotation of the hub sleeve 53 and the transmission gear 54 (the same applies to the transmission gear 55) is synchronized, the hub sleeve 53 is moved in a direction approaching the transmission gear 54 via the pin 62 by the cable 63.

  As a result, as shown in FIG. 13, the cone surface 60a of the inner synchronizer ring 60 slides along the cone surface 58b of the outer synchronizer ring 58 to push the outer synchronizer ring 58 outward in the radial direction.

  At this time, by pressing the cone surface 58a of the outer synchronizer ring 58 against the cone surface 54c of the transmission gear 54, a synchronous load is generated, and the rotation of the transmission gear 54 and the hub sleeve 53 having a rotational difference can be synchronized.

  Even in the synchronizer having such a configuration, it is possible to prevent drag torque from being generated in the synchronizer rings 56 and 57 without adding components, which increases the manufacturing cost of the synchronizer. And the size of the synchronization device can be reduced.

  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.

  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 synchronization device according to the present invention has a simple configuration, can prevent the dragging torque of the synchronizer ring from being generated when the transmission gear is idle, and bite the synchronizer ring after the synchronization is completed. This is effective in providing a highly reliable synchronizer that can prevent the increase in manufacturing cost and can be reduced in size, and is provided in a manual transmission. This is useful as a synchronizer that synchronizes the speed change gear mounted on the shaft so as to be relatively rotatable with the rotational speed of the rotating shaft.

1 Manual transmission (transmission)
2 Rotating shaft 6 Clutch hub 7, 8 Transmission gear 9, 10 Gear piece portion 11, 12 Cone surface 13, 14 Synchronizer ring 15 Hub sleeve 30 Synchronizer 41, 42 Outer synchronizer ring 41a, 42a Cone surface (first cone surface)
43, 44 Inner synchronizer ring 43a, 44a Cone surface (second cone surface)
43b, 44b Cone surface (third cone surface)

Claims (1)

A clutch hub that rotates integrally 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 inner peripheral teeth that are spline-fitted to the outer peripheral portion of the clutch hub, and a gear piece portion that is provided on the transmission gear and has outer peripheral teeth that can be fitted to the inner peripheral teeth of the hub sleeve on the outer peripheral portion; A cone surface interposed between the hub sleeve and the gear piece portion and formed by the hub sleeve on the outer peripheral portion of the gear piece portion when the inner peripheral teeth of the hub sleeve and the outer peripheral teeth of the gear piece portion are engaged with each other. In the synchronizer including the synchronizer ring that synchronizes the rotation of the hub sleeve and the transmission gear by being pressed by
The synchronizer ring has an outer synchronizer ring having a first cone surface that is reduced in diameter toward the clutch hub side, and an outer synchronizer ring that is formed on the inner peripheral surface. A second cone surface that is reduced in diameter as it goes is formed on the outer peripheral surface, and a third cone surface that is opposed to the cone surface of the gear piece portion is formed on the inner peripheral surface, and the diameter is increased or decreased in the radial direction. Consists of elastically deformable inner synchronizer ring,
At the time of non-synchronization, the inner synchronizer ring is elastically deformed so as to expand radially outward so that the outer synchronizer ring is pressed radially outward to press the third cone surface of the inner synchronizer ring and the A gap is defined between the gear piece portion and the cone surface, and at the time of synchronization, the inner synchronizer ring is elastically deformed so as to shrink radially inward, thereby pressing the cone surface of the gear piece portion. A synchronizer.

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