JP2014055628A - Synchronizer for manual transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress generation of gear coming-out force due to a relative angle between a hub sleeve and a gear piece in a synchronizer for a manual transmission.SOLUTION: A synchronizer for a manual transmission includes a clutch hub, a hub sleeve, a gear piece, and a synchronizer ring. The gear piece is provided integrally on one side as a clutch hub side of a speed change gear. At a gear piece-side end of the hub sleeve, a sleeve-side engagement part is provided which has an inner hole having a diameter larger than an inner tooth spline of the hub sleeve and a predetermined axial length. A gear-side engagement part which has a shaft part having a diameter larger than an outer tooth spline of the gear piece and a predetermined axial length is provided between the gear piece and the speed change gear. The sleeve-side engagement part and the gear-side engagement part are set to be opposed nearly to each other in a state in which the inner tooth spline of the hub sleeve and the outer tooth spline of the gear spline engage with each other axially by a predetermined amount.

Description

  The present invention relates to a synchronization device for a manual transmission, and more particularly to a gear drop prevention structure in a synchronization device for a manual transmission.

  The manual transmission synchronizer includes a clutch hub that rotates integrally with the transmission shaft, and an internal spline that is slidably engaged with an external spline formed on the outer periphery of the clutch hub in the axial direction. The internal gear spline integrally formed on one side of the formed hub sleeve and the clutch hub side of the transmission gear that is positioned on one side in the axial direction of the clutch hub and rotatably supported by the transmission shaft A gear piece formed on the outer periphery with an external spline that can mesh with the clutch hub and the gear piece, and the hub sleeve is shifted in the axial direction to obtain a frictional engagement force so as to achieve the speed change. Some have a synchronizer ring that synchronizes the rotation of the gear with the rotation of the hub sleeve.

JP 2010-236569 A

  In the manual transmission synchronizer described in the above-mentioned Patent Document 1, the generation of a gear pull-out force due to the relative angle between the hub sleeve and the gear piece (this phenomenon is generally known). A configuration that can be suppressed is described.

  Incidentally, in the manual transmission synchronizer described in Patent Document 1, the gear piece and the transmission gear (gear) are formed as separate members, and the gear piece is externally fitted to the transmission gear (gear), and the regulation is performed. The member is assembled so as to be movable relative to a transmission gear (gear). Further, a gap between the gear piece and the transmission gear (gear) that allows the gear piece to be inclined relative to the transmission gear (gear) when the transmission gear (gear) is inclined with respect to the transmission shaft. Is formed. For this reason, the number of parts of the synchronization device is increased.

The present invention has been made to solve the above-described problems,
A clutch hub that rotates integrally with the transmission shaft; a hub sleeve formed with an internal spline that is slidably engaged in an axial direction with an external spline formed on the outer periphery of the clutch hub; and the clutch An outer spline that is integrally provided on one side, which is located on one side in the axial direction of the hub and is rotatably supported by the speed change shaft, on the clutch hub side and can be meshed with the inner spline. And a gear piece formed between the clutch hub and the gear piece, and the hub sleeve is shifted in the axial direction to obtain a frictional engagement force to rotate the transmission gear to rotate the hub sleeve. In a synchronization device for a manual transmission having a synchronizer ring synchronized with
At the gear piece side end portion of the hub sleeve, a sleeve side engagement portion having an inner hole having a diameter larger than an internal spline of the hub sleeve and a predetermined axial length is provided.
Between the gear piece and the transmission gear, there is provided a gear side engagement portion having a shaft portion having a diameter larger than the external spline of the gear piece and having a predetermined axial length,
When the internal spline of the hub sleeve and the external spline of the gear piece mesh with each other by a predetermined amount in the axial direction, the sleeve side engaging portion and the gear side engaging portion are set so as to face each other. It is characterized by being.

  In the manual transmission synchronizer according to the present invention, the hub sleeve is shifted from the neutral position to the shift position, and the internal spline of the hub sleeve and the external spline of the gear piece mesh with each other by a predetermined amount (shift completion). In the state), the sleeve side engaging portion provided in the hub sleeve and the gear side engaging portion provided between the gear piece and the transmission gear are close to each other. For this reason, when the hub sleeve and the gear piece are inclined so as to be relatively inclined, the sleeve side engaging portion and the gear side engaging portion are engaged with each other by a slight inclination, and the hub sleeve and the gear piece are relatively Tilting is restricted. Therefore, it is possible to suppress the relative angle between the hub sleeve and the gear piece (which is caused by the above-described tilting) to be small, and it is possible to suppress the occurrence of the gear disconnection force due to the above-described relative angle. The occurrence of gear loss during driving in the machine can be suppressed.

  In the manual transmission synchronizer according to the present invention, the hub sleeve is provided with the sleeve side engaging portion, and the gear side engaging portion is provided between the gear piece and the transmission gear. Can be provided integrally with the gear). For this reason, in the present invention, the relative angle between the hub sleeve and the gear piece can be kept small without increasing the number of parts of the synchronization device, and the generation of the gear pull-out force due to the above-described relative angle is inexpensive. It can be suppressed by the configuration.

  In carrying out the above-described present invention, the gear side engaging portion may be formed in a conical shape having a small diameter on the gear piece side and a large diameter on the transmission gear side. In this case, compared with the case where the gear side engaging portion is cylindrical, it is possible to reduce the above-described relative angle and improve the penetration property of the hub sleeve into the gear piece.

It is principal part sectional drawing which showed one Embodiment of the synchronizing device of the manual transmission by this invention. FIG. 2 is a cross-sectional view of a main part when the synchronization device shown in FIG. It is sectional drawing to which the principal part of the synchronizer shown in FIG. 2 was expanded.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 show an embodiment of a manual transmission synchronizer according to the present invention. In the manual transmission shown in FIG. 1, a casing (both not shown) is rotatable through a bearing. A transmission gear (gear) 12 is assembled to the supported transmission shaft 11 via a bearing 13. The transmission gear 12 is rotatably supported in a state where movement in the axial direction is restricted with respect to the transmission shaft 11. A synchronization device 20 is provided on the right side of the transmission gear 12 in FIG.

  The synchronization device 20 includes a clutch hub 21, a hub sleeve 22, a gear piece 23, and a synchronizer ring 24. The clutch hub 21 is provided on the right side of the transmission gear 12 in FIG. 1, and movement in the axial direction is restrained by an annular flange portion 11 a provided on the transmission shaft 11 and a snap ring 14 assembled to the transmission shaft 11. Has been. The clutch hub 21 is splined to the transmission shaft 11 so as to rotate integrally with the transmission shaft 11. The hub sleeve 22 is assembled to the outer periphery of the clutch hub 21, and an inner tooth that is slidably engaged in an axial direction with an external spline 21 a formed on the outer periphery of the clutch hub 21. Splines 22a are formed. Further, on the outer periphery of the hub sleeve 22, a circumferential groove 22 b is formed in which a part of the shift fork (not shown) is slidably engaged.

  The gear piece 23 is integrally provided on one side (the right side in FIG. 1) of the transmission gear 12 that is the clutch hub side, and an external spline 23a that can mesh with the internal spline 22a of the hub sleeve 22 is provided on the outer periphery thereof. Is formed. The synchronizer ring 24 is disposed between the clutch hub 21 and the gear piece 23, and the hub sleeve 22 extends in the axial direction from the position (neutral position) shown in FIG. 1 to the position (shift position) shown in FIG. 2. By shifting, a frictional engagement force is obtained between the transmission gear 12 and the hub sleeve 22 (specifically, a tapered cone portion formed between the gear piece 23 and the synchronizer ring 24), and the transmission gear 12 rotates. Can be synchronized with the rotation of the hub sleeve 22. The tapered cone portion is configured by a conical shaft portion 23 b of the gear piece 23 and a conical hole portion 24 b of the synchronizer ring 24.

  The synchronization device 20 includes a known shifting key (not shown). The shifting keys are slidably provided in the axial direction at three locations in the circumferential direction on the outer peripheral portion of the clutch hub 21. When no external force is applied, the shifting key is urged radially outward by a pair of springs 25 that apply an urging force in the radial direction, and an upper portion thereof is applied to the inner peripheral portion of the hub sleeve 22. It is comprised so that it may be accommodated in the formed recessed part 22d.

  In the synchronization device 20, when the hub sleeve 22 is in the neutral position, the internal spline 22a of the hub sleeve 22 is engaged (engaged) only with the external spline 21a of the clutch hub 21, as shown in FIG. However, in the state shifted to the left transmission gear side in FIG. 1, as shown in FIG. 2, the internal splines 22 a of the hub sleeve 22 are connected to the external teeth of the clutch hub 21, the synchronizer ring 24, and the gear piece 23. The splines 21a, 24a, and 23a are configured to be meshed simultaneously.

  Further, in this synchronizing device 20, when the hub sleeve 22 moves from the neutral position shown in FIG. 1 to the shift position shown in FIG. Then, it is pushed in the axial direction to engage with the synchronizer ring 24 and push the synchronizer ring 24 toward the gear piece 23 in the axial direction. As a result, a frictional engagement force is obtained at the tapered cone portions (23 b, 24 b) formed between the gear piece 23 and the synchronizer ring 24, and the rotation of the transmission gear 12 is synchronized with the rotation of the hub sleeve 22.

  By the way, in this embodiment, the sleeve side engaging part 22c is provided in the gear piece side edge part (illustration left end part) of the hub sleeve 22. FIG. The sleeve side engaging portion 22c has an inner hole 22c1 having a larger diameter than the internal spline 22a of the hub sleeve 22 and a predetermined axial length, and is formed in an annular shape (cylindrical shape). In this embodiment, a gear-side engagement portion 23 c is provided between the gear piece 23 and the tooth portion 12 a of the transmission gear 12. The gear side engaging portion 23c has a shaft portion 23c1 having a diameter larger than that of the external spline 23a of the gear piece 23 and a predetermined axial length. The gear piece side (right side in the drawing) has a small diameter and the transmission gear side (left side in the drawing) has a large diameter. It is formed in a conical shape with a diameter.

  In this embodiment, the hub sleeve 22 is in the shift position shown in FIG. 2, and the internal spline 22a of the hub sleeve 22 and the external spline 23a of the gear piece 23 are engaged with each other by a predetermined amount in the axial direction. The sleeve side engaging portion 22c of the hub sleeve 22 and the gear side engaging portion 23c of the gear piece 23 are set so as to face each other in the radial direction with a slight gap S (see FIG. 3).

  In this embodiment configured as described above, the hub sleeve 22 is shifted from the neutral position in FIG. 1 to the shift position in FIG. 2, and the internal spline 22a of the hub sleeve 22 and the external spline 23a of the gear piece 23 are connected to the shaft. 2A and 2B, the sleeve side engaging portion 22c provided in the hub sleeve 22 and the gear side engaging portion 23c provided between the gear piece 23 and the transmission gear 12 are engaged with each other in a state where a predetermined amount is engaged in the direction (shift completed state). As shown in FIG.

  Therefore, when the hub sleeve 22 and the gear piece 23 are tilted so as to be relatively inclined, the sleeve side engaging portion 22c and the gear side engaging portion 23c are engaged (contacted) with a slight tilt. The relative tilting of the hub sleeve 22 and the gear piece 23 is restricted. Therefore, it is possible to suppress the relative angle between the hub sleeve 22 and the gear piece 23 (which is caused by the above-described tilting), and it is possible to suppress the occurrence of the gear pull-out force due to the above-described relative angle. Occurrence of gear loss at the time of driving in the manual transmission can be suppressed.

  Further, in the synchronization device 20 of this embodiment, the hub sleeve 22 can be implemented by providing the sleeve side engaging portion 22c and providing the gear side engaging portion 23c between the gear piece 23 and the transmission gear 12. . For this reason, in this embodiment, the relative angle between the hub sleeve 22 and the gear piece 23 can be kept small without increasing the number of parts of the synchronization device 20, and the gear pull-out force caused by the above-described relative angle can be reduced. Generation can be suppressed with an inexpensive configuration.

  Further, in the synchronization device 20 of this embodiment, the gear side engaging portion 23c is formed in a conical shape having a small diameter on the gear piece side (right side in the drawing) and a large diameter on the transmission gear side (left side in the drawing). For this reason, compared with the case where the gear side engaging part (23c) is made into a cylindrical shape, it is possible to reduce the above-mentioned relative angle and improve the penetration property of the hub sleeve 22 into the gear piece 23.

  In the above-described embodiment, the single cone sync is adopted as the synchronizer ring 24, but a multi cone sync (for example, triple cone sync or double cone sync) can be adopted as the synchronizer ring (24). Various modifications are possible.

  Further, in the above-described embodiment, the present invention is implemented in an embodiment in which the gear piece 23 is integrally formed on one side which is the clutch hub side of the transmission gear 12, but in the present invention, the gear piece (23) The gear (12) is composed of a separate member, and these are connected so as to be integrally rotatable (in this case as well, the gear piece is integrally provided on one side which is the clutch hub side of the transmission gear). ) It is possible to implement the embodiment in the same manner or with appropriate modifications. When the gear piece (23) is formed of a member different from the transmission gear (12), the gear piece (23) may tilt with respect to the transmission gear (12). Although it is desirable to provide the gear side engaging portion (23c) in the transmission gear, the transmission gear (12) may be provided with the gear side engaging portion (23c).

  DESCRIPTION OF SYMBOLS 11 ... Transmission shaft, 12 ... Transmission gear, 20 ... Synchronizer, 21 ... Clutch hub, 21a ... External spline, 22 ... Hub sleeve, 22a ... Internal spline, 22b ... Circumferential groove, 22c ... Sleeve side engaging part 23 ... Gear piece, 23a ... External tooth spline, 23b ... Conical shaft part, 23c ... Gear side engagement part, 24 ... Synchronizer ring, 24a ... External tooth spline, 24b ... Conical hole part

Claims (2)

A clutch hub that rotates integrally with the transmission shaft; a hub sleeve formed with an internal spline that is slidably engaged in an axial direction with an external spline formed on the outer periphery of the clutch hub; and the clutch An outer spline that is integrally provided on one side, which is located on one side in the axial direction of the hub and is rotatably supported by the speed change shaft, on the clutch hub side and can be meshed with the inner spline. And a gear piece formed between the clutch hub and the gear piece, and the hub sleeve is shifted in the axial direction to obtain a frictional engagement force to rotate the transmission gear to rotate the hub sleeve. In a synchronization device for a manual transmission having a synchronizer ring synchronized with
At the gear piece side end portion of the hub sleeve, a sleeve side engagement portion having an inner hole having a diameter larger than an internal spline of the hub sleeve and a predetermined axial length is provided.
Between the gear piece and the transmission gear, there is provided a gear side engagement portion having a shaft portion having a diameter larger than the external spline of the gear piece and having a predetermined axial length,
When the internal spline of the hub sleeve and the external spline of the gear piece mesh with each other by a predetermined amount in the axial direction, the sleeve side engaging portion and the gear side engaging portion are set so as to face each other. Manual transmission synchronizer. The synchronization device for a manual transmission according to claim 1,
The gear side engaging portion is a synchronization device for a manual transmission formed in a conical shape having a small diameter on the gear piece side and a large diameter on the transmission gear side.

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