JP2016223454A - Synchromesh mechanism for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a synchromesh mechanism for a vehicle which is excellent in durability.SOLUTION: A synchromesh mechanism for a vehicle comprises: a gear cone 14b which is rotationally driven by a shaft 12; and a synchronizer ring 20 having a first ring member 22 having a chamfered part 22a which is engaged with a sleeve 18 at an external peripheral side, and a second ring member 24 having a slide part 24a which is slid by the gear cone 14b at an internal peripheral side. The first ring member 22 and the second ring member 24 are constituted as different members, the second ring member 24 is fit into the internal peripheral side of the first ring member 22, and a clearance δ for allowing the relative displacement of the first ring member 22 and the second ring member 24 with respect to a direction which is vertical to an axial core C direction is formed. Therefore, even if a center of the chamfered part 22a and a center of a slide part 24a are displaced from each other, the displacement can be absorbed by the clearance δ, and the generation of wear between the members can be suppressed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle synchromesh mechanism, and more particularly to an improvement for improving the durability of an apparatus.

  As an example of a vehicle synchromesh mechanism that is provided in a vehicle manual transmission or the like and realizes rotational synchronization between a shaft and a gear, a chamfer that meshes with a coupling sleeve is provided on the outer peripheral side and is slid on a gear cone. 2. Description of the Related Art A vehicle synchromesh mechanism having a synchronizer ring in which a friction surface is provided on an inner peripheral side is known. For example, a transmission synchronization device described in Patent Document 1 is an example. According to this technique, when the coupling sleeve and the chamfer provided in the synchronizer ring start to mesh with each other, rotational synchronization between the shaft and the gear is started.

JP-A-8-68428

  In the prior art, contact between the chamfer provided on the synchronizer ring and the coupling sleeve and contact between the friction surface provided on the synchronizer ring and the gear cone are performed at the same time. Therefore, if there is a shift between the center of the chamfer and the center of the friction surface in the synchronizer ring, the chamfer or the friction surface or the like may be worn due to a single contact, and the durability of the apparatus may be reduced. was there.

  The present invention has been made against the background described above, and an object thereof is to provide a vehicle synchromesh mechanism having excellent durability.

  In order to achieve such an object, the gist of the present invention is that a gear cone that is rotationally driven by a shaft, a first ring member that has a chamfer portion meshed with a coupling sleeve on the outer peripheral side, and the gear cone. And a synchronizer ring provided with a second ring member provided on the inner peripheral side with a sliding portion that can be slid on the inner ring side, and the first ring member and the second ring member are configured as separate members, respectively. In addition, the second ring member is fitted on the inner peripheral side of the first ring member, and the first ring member and the second ring member with respect to a direction perpendicular to the axial direction of the shaft. The vehicle synchromesh mechanism is provided with a gap that allows relative displacement of the vehicle.

  If it does in this way, the 1st ring member provided with the gear cone rotated by the shaft, the chamfer part meshed with the coupling sleeve on the outer peripheral side, and the sliding part slid by the gear cone on the inner peripheral side A second synchronizer ring, and the first ring member and the second ring member are configured as separate members, respectively, on the inner peripheral side of the first ring member. The second ring member is fitted, and a gap that allows relative displacement between the first ring member and the second ring member in a direction perpendicular to the axial direction of the shaft is provided. Therefore, even when there is a deviation between the center of the chamfer part and the center of the sliding part, the gap can absorb the deviation. Can, it is possible to suppress the wear occurring between the members. That is, a vehicle synchromesh mechanism having excellent durability can be provided.

It is a figure which shows roughly the structure of the synchromesh mechanism for vehicles which is one Example of this invention. It is a view sectional view explaining in detail the composition of the 1st ring member with which the vehicle synchromesh mechanism of Drawing 1 was equipped. It is a front view explaining in detail the structure of the 1st ring member with which the synchromesh mechanism for vehicles of FIG. 1 was equipped. It is a perspective view explaining in detail the composition of the 1st ring member with which the synchromesh mechanism for vehicles of Drawing 1 was equipped. It is a view sectional view explaining in detail the composition of the 2nd ring member with which the vehicle synchromesh mechanism of Drawing 1 was equipped. It is a front view explaining in detail the structure of the 2nd ring member with which the synchromesh mechanism for vehicles of FIG. 1 was equipped. It is a perspective view explaining in detail the composition of the 2nd ring member with which the synchromesh mechanism for vehicles of Drawing 1 was equipped. It is a view sectional view explaining in detail the mode that the 1st ring member and the 2nd ring member with which the synchromesh mechanism for vehicles of Drawing 1 was equipped were mutually assembled. It is a front view explaining in detail the mode that the 1st ring member and the 2nd ring member with which the synchromesh mechanism for vehicles of Drawing 1 was equipped were mutually assembled. It is a perspective view explaining in detail the mode that the 1st ring member and the 2nd ring member with which the synchromesh mechanism for vehicles of Drawing 1 was equipped were mutually assembled. It is a figure which shows schematically the structure of the conventional vehicle synchromesh mechanism for the comparison with a present Example. It is a front view explaining in detail the structure of the synchronizer ring with which the synchromesh mechanism for vehicles of FIG. 11 was equipped.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. Regarding the drawings used in the following description, the dimensional ratios of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram schematically showing a configuration of a vehicle synchromesh mechanism 10 (hereinafter simply referred to as a synchromesh mechanism 10) according to an embodiment of the present invention. The synchromesh mechanism 10 is a synchronous meshing mechanism that is provided in a vehicle manual transmission (not shown) and that achieves rotational synchronization between the shaft 12 and the gear 14. As shown in FIG. 1, the synchromesh mechanism 10 includes a gear 14, a clutch hub 16, a coupling sleeve 18 (hereinafter simply referred to as a sleeve 18), and a synchronizer ring 20 on the shaft 12 as a rotating shaft. Be prepared for concentricity. FIG. 1 shows a cross section of the clutch hub 16, the sleeve 18, the synchronizer ring 20, and the like cut along a plane perpendicular to the axis C.

  The clutch hub 16 is provided so as to be rotated integrally with the shaft 12. For example, a spline groove is formed on the inner peripheral side of the clutch hub 16, the spline groove is spline fitted to the shaft 12, and the axial center position is determined by a snap ring (not shown). It is fixed (fixed) to the outer peripheral side of the shaft 12. On the outer peripheral side of the clutch hub 16, outer peripheral teeth 16 a for fitting with the sleeve 18 are formed. Inner peripheral teeth 18 a are formed on the inner peripheral side of the sleeve 18 to be engaged with the clutch hub 16. Then, the outer peripheral teeth 16a of the clutch hub 16 and the inner peripheral teeth 18a of the sleeve 18 are fitted together, so that the clutch hub 16 and the sleeve 18 are prevented from rotating relative to each other around the shaft center, and are relative to each other in the axial direction. It is movably fitted.

  The sleeve 18 has a concave portion 18b that is recessed toward the inner peripheral side at a substantially central portion in the width direction. A synchronizer key (not shown) is fitted into the recess 18 b of the sleeve 18. The synchronizer key is provided so as to be pressed against the sleeve 18 by the biasing force of a spring (not shown) provided between the shaft 12 (clutch hub 16). The sleeve 18 is normally positioned by the synchronizer key at a neutral position where power transmission is interrupted as will be described later, while being driven in the direction of the axis C by a shift fork shaft (not shown). Thus, it is arranged to be movable to a transmission position where power transmission is possible. The shift fork shaft is mechanically moved in the left-right direction in FIG. 1 (that is, in the direction of the axis C) by driving a switching actuator (not shown) provided in the synchromesh mechanism 10.

  The gear 14 is provided adjacent to the clutch hub 16 and is disposed so as to be relatively rotatable around the axis C with respect to the shaft 12 by a bearing or the like (not shown). The position of the direction is determined. On the outer peripheral side of the gear 14, meshing teeth 14 a are formed for meshing with the inner peripheral teeth 18 a of the sleeve 18 when the synchromesh mechanism 10 that moves the sleeve 18 to the transmission position is operated. Yes. A gear cone 14b having an outer peripheral tapered surface (outer peripheral cone surface) having a smaller diameter toward the clutch hub 16 adjacent to the clutch hub 16 is provided at a portion of the gear 14 that is in contact with the synchronizer ring 20. Is formed.

  The synchronizer ring 20 is configured so that the gear 14 (gear cone 14b) is not rotatable relative to the clutch hub 16 by a predetermined amount, i.e., allowed to rotate relative to the circumferential direction at a predetermined angle, but not relatively rotatable and relatively movable in the axial direction. It is arrange | positioned at the outer peripheral side. The synchronizer ring 20 is engaged with the inner peripheral teeth 18a of the sleeve 18 while the sleeve 18 and the gear 14 are rotating relative to each other, that is, until the sleeve 18 and the gear 14 rotate synchronously. However, a chamfer portion 22a which is an outer peripheral engagement tooth for preventing the sleeve 18 from moving in the axial direction is provided. The synchronizer ring 20 includes a sliding portion 24a that is an inner peripheral tapered surface (inner peripheral cone surface) that is brought into sliding contact with an outer peripheral tapered surface of the gear cone 14b of the gear 14.

  In the synchromesh mechanism 10 configured as described above, when the shift fork shaft (not shown) for moving the sleeve 18 is not driven, the sleeve 18 corresponds to the clutch hub 16 in the axial direction by the synchronizer key. Positioned in the neutral position. At such a relative position, the gear 14 can rotate relative to the shaft 12 around its axis, and the gear 14 is idled with respect to the shaft 12. Power transmission to the shaft 12 side is not performed (cut off).

  At the start of the shift in which the movement of the sleeve 18 from the neutral position to the transmission position is started, the sleeve 18 is moved toward the synchronizer ring 20 and is brought into contact with the side surface thereof. Further, when the synchronizer key pushes the synchronizer ring 20 in the moving direction of the sleeve 18 (shift fork shaft), the sliding portion 24a of the synchronizer ring 20 and the gear cone 14b of the gear 14 come into contact with each other. It is done. After the sliding portion 24a and the gear cone 14b are slid relative to each other and the relative rotational speed between the synchronizer ring 20 and the gear 14 is sufficiently reduced by the frictional force, the sleeve 18 further moves toward the gear 14 side. When moved, the inner peripheral teeth 18a of the sleeve 18 and the chamfer portion 22a of the synchronizer ring 20 begin to mesh with each other, and rotation synchronization between the shaft 12 and the gear 14 is started. That is, the sliding portion 24a is a friction surface that generates a frictional force with the gear cone 14b.

  Subsequently, when the shift fork shaft is driven, the sleeve 18 is further moved to the gear 14 side, so that the inner peripheral teeth 18a of the sleeve 18 are inserted between the meshing teeth 14a of the gear 14. With this, the synchromesh operation of the synchromesh mechanism 10 is completed. Thus, in a state where the inner peripheral teeth 18a of the sleeve 18 and the meshing teeth 14a of the gear 14 are meshed, relative rotation around the axis of the gear 14 with respect to the shaft 12 is prevented, and the gear 14 is It is rotated integrally with the shaft 12. Thereby, power transmission through the gear 14 is performed (connected).

  11 and 12 are diagrams for explaining problems in a conventional vehicle synchromesh mechanism 100 (hereinafter simply referred to as the synchromesh mechanism 100) for comparison with the present embodiment. FIG. 11 is a diagram schematically showing the configuration of the synchromesh mechanism 100. FIG. 12 is a front view illustrating the configuration of the synchronizer ring 102 provided in the synchromesh mechanism 100. In FIG. 12, the ideal position of the sliding part 102b in the synchronizer ring 102 is indicated by a broken line, and the position of the sliding part 102b deviated from the ideal position is indicated by a solid line. With respect to the configuration shown in FIGS. 11 and 12, the same reference numerals are given to portions common to the configuration of the present embodiment, and the description thereof is omitted.

  As shown in FIG. 12, the synchronizer ring 102 provided in the synchromesh mechanism 100 is not relatively rotatable while allowing the clutch hub 16 to be relatively non-rotatable by a predetermined amount or more, that is, allowing a relative rotation of a predetermined angle with respect to the circumferential direction. The gear 14 (gear cone 14b) is disposed on the outer peripheral side so as to be relatively movable in the axial direction. The synchronizer ring 102 engages with the inner peripheral teeth 18a of the sleeve 18 while the sleeve 18 and the gear 14 are rotating relative to each other, that is, until the sleeve 18 and the gear 14 rotate synchronously. However, a chamfer portion 102a which is an outer peripheral engagement tooth for preventing the sleeve 18 from moving in the axial direction is provided. The synchronizer ring 102 includes a sliding portion 102b that is an inner peripheral tapered surface (inner peripheral cone surface) that is brought into sliding contact with an outer peripheral tapered surface of the gear cone 14b of the gear 14. The synchronizer ring 102 is configured as an integral member as a whole including the chamfer portion 102a and the sliding portion 102b.

  In the conventional synchromesh mechanism 100 configured as shown in FIGS. 11 and 12, when the sleeve 18 is moved from the neutral position to the transmission position, the synchronizer ring 102 has an arrow in FIG. As indicated by F1, an axial force is input from the sleeve 18 to the chamfer portion 102a, and the inner peripheral tapered surface of the sliding portion 102b is pressed against the outer peripheral tapered surface of the gear cone 14b as indicated by an arrow F2. As a result, the rotation speed is synchronized. At this time, the contact between the chamfer 102a and the sleeve 18 and the contact between the sliding portion 102b and the gear cone 14b are simultaneously performed. Here, as shown in FIG. 12, when the sliding portion 102b is deviated from an ideal position, between the rotation center of the chamfer portion 102a and the rotation center of the sliding portion 102b in the synchronizer ring 102. Deviation occurs. In the case where the deviation is large, if the contact between the chamfer 102a and the sleeve 18 and the contact between the sliding portion 102b and the gear cone 14b are simultaneously performed, the chamfer portion 102a or the sliding portion is caused by one-side contact or the like. There is a possibility that wear occurs in the 102b and the like, and the durability of the apparatus is lowered.

  In order to solve the problems in the conventional technology as described above, the synchromesh mechanism 10 of this embodiment has the following configuration. That is, as shown in FIG. 1 and the like, the synchronizer ring 20 provided in the synchromesh mechanism 10 includes a first ring member having a chamfer portion 22a meshed with the inner peripheral teeth 18a of the sleeve 18 on the outer peripheral side. 22 and a second ring member 24 having the sliding portion 24a slidable on the gear cone 14b on the inner peripheral side. The first ring member 22 and the second ring member 24 are configured as separate members. That is, in the synchronizer ring 20 provided in the synchromesh mechanism 10, the configuration including the chamfer portion 22a and the configuration including the sliding portion 24a are independent members.

  2 to 4 are diagrams for explaining the configuration of the first ring member 22 in detail. FIG. 2 is a cross-sectional view showing the first ring member 22 cut along a plane including the axis, and FIG. 3 is a view seen in the axial direction. FIG. 4 is a perspective view. As shown in these drawings, the first ring member 22 includes an inner peripheral surface 22b corresponding to the diameter dimension φb, an inner peripheral surface 22c corresponding to a diameter dimension larger than φb, and a radially outer side from the inner peripheral surface. And a groove portion 22d provided by digging down toward the surface. The chamfer portion 22a is provided at a position corresponding to the inner peripheral surface 22c in the axial direction. As shown in FIG. 1, when assembled to the synchromesh mechanism 10, the inner circumferential surface 22b is on the clutch hub 16 side and the inner circumferential surface 22c is on the gear 14 side in the axial direction. Yes.

  5 to 7 are diagrams for explaining the configuration of the second ring member 24 in detail. FIG. 5 is a cross-sectional view taken along a plane including the axis, and FIG. 6 is a view in the axial direction. FIG. 7 is a perspective view. As shown in these drawings, the second ring member 24 includes an outer peripheral portion 24b having an outer peripheral surface having a diameter dimension φa, an outer peripheral portion 24c having an outer peripheral surface having a diameter larger than φa, and the outer peripheral portion. And a convex portion 24d provided so as to protrude radially outward from the outer peripheral surface of 24b. As shown in FIG. 1, when assembled to the synchromesh mechanism 10, the outer peripheral portion 24b is configured to be on the clutch hub 16 side and the outer peripheral portion 24c is configured to be on the gear 14 side in the axial direction. Preferably, the diameter dimension φa of the outer peripheral surface of the outer peripheral portion 24b is smaller than the diameter dimension φb of the inner peripheral surface 22b.

  8 to 10 are views for explaining in detail how the first ring member 22 and the second ring member 24 are combined with each other, and FIG. 8 is a view cut along a plane including the axis. FIG. 9 is a sectional view, FIG. 9 is a front view showing a state viewed in the axial direction, and FIG. 10 is a perspective view. As shown in these drawings, in the synchronizer ring 20, the second ring member 24 is fitted on the inner peripheral side of the first ring member 22. At this time, the convex portion 24 d formed on the second ring member 24 is fitted into the groove portion 22 d formed on the first ring member 22. That is, in the state where the first ring member 22 and the second ring member 24 are assembled to each other, the protrusion 24d is inserted into the groove 22d, so that the first ring member 22 and the second ring member 22d are inserted. The relative rotation with the ring member 24 is prevented.

  In the synchromesh mechanism 10 of the present embodiment having the synchronizer ring 20 configured as described above, an axial force F1 is input from the sleeve 18 to the chamfer portion 22a, and the first ring member 22 is axially moved. , The wall portion corresponding to the step between the inner peripheral surfaces 22b and 22c of the first ring member 22, and the outer peripheral portions 24b and 24c of the second ring member 24. The wall portions corresponding to the steps are brought into contact with each other. As a result, the force F1 acting on the chamfer portion 22a from the sleeve 18 is transmitted to the friction surface between the sliding portion 24a and the gear cone 14b in the second ring member 24, and as described above, the shaft The rotation synchronization between the gear 12 and the gear 14 is started.

  Here, as shown in FIGS. 8 and 9, the synchronizer ring 20 includes the first ring member 22 and the second ring member 24 with respect to a direction perpendicular to the axial direction of the shaft 12, that is, a radial direction. Is provided with a gap (backlash) δ that allows relative displacement with respect to. For example, as described above, in the configuration in which the diameter dimension φa of the outer peripheral surface of the outer peripheral part 24b is smaller than the diameter dimension φb of the inner peripheral surface 22b, the outer peripheral surface of the outer peripheral part 24b and the inner peripheral surface 22b The diameter difference (φa−φb) corresponds to the gap δ. That is, in the state where the first ring member 22 and the second ring member 24 are assembled to each other, a structure is provided in which a play is provided between the first ring member 22 and the second ring member 24. Thus, the first ring member 22 and the second ring member 24 are configured to absorb the deviation of the rotation center of each of the first ring member 22 and the second ring member 24.

  As described above with reference to FIGS. 11 and 12, in the configuration including the synchronizer ring 102 that is configured as an integral member, including the chamfer portion 102a and the sliding portion 102b, the chamfer portion 102a and the chamfer portion 102a When the concentricity with the sliding portion 102b is low, there is a possibility that abnormal wear may occur due to one-side contact or the like, but in the configuration of the present embodiment, the first ring member 22 and the second ring member 24 Since the gap δ exists between them, it is possible to suppress an excessive load from being generated on the chamfer portion 22a and the sliding portion 24a in the synchronizer ring 20, and it is possible to suitably prevent damage due to wear.

  That is, when the axial force F1 is input from the sleeve 18 to the chamfer portion 22a and the first ring member 22 is moved toward the gear 14 in the axial direction, the force F1 from the sleeve 18 is A contact portion between a wall portion corresponding to a step between the inner peripheral surfaces 22b and 22c of the first ring member 22 and a wall portion corresponding to a step between the outer peripheral portions 24b and 24c of the second ring member 24. The rotation speed is synchronized by the frictional force at the contact portion between the sliding portion 24a and the gear cone 14b. At this time, since the position of the contact portion and the contact portion is determined depending on the shape of the part related to the contact, when the rotation center of each of the contact portion and the contact portion is displaced, A relative radial force is generated between the first ring member 22 and the second ring member 24. In the configuration of the present embodiment, when the gap δ exists between the first ring member 22 and the second ring member 24, the rotation centers of the contact portion and the contact portion are displaced. Even so, the deviation of the rotation center is absorbed by the gap δ, and wear in the chamfer portion 22a and the sliding portion 24a can be suitably suppressed.

  According to the present embodiment, the gear cone 14b that is rotationally driven by the shaft 12, the first ring member 22 having the chamfer portion 22a meshed with the sleeve 18 on the outer peripheral side, and the slide that is slid by the gear cone 14b. A synchronizer ring 20 provided with a second ring member 24 provided with a portion 24a on the inner peripheral side, and the first ring member 22 and the second ring member 24 are configured as separate members, The second ring member 24 is fitted on the inner peripheral side of the first ring member 22, and the first ring member 22 and the first ring are perpendicular to the direction of the axis C of the shaft 12. Since a gap δ allowing a relative displacement with respect to the two ring members 24 is provided, the center of the chamfer portion 22a and the sliding portion 24a are provided. In the case where there is a deviation between the center also the gap δ makes it possible to absorb the misalignment can be suppressed wear occurs between the members. That is, the synchromesh mechanism 10 excellent in durability can be provided.

  Furthermore, the synchromesh mechanism 10 of this embodiment provided with the synchronizer ring 20 has a secondary effect that parts can be shared in a plurality of types (types) of transmissions. That is, as shown in FIG. 12, in the synchronizer ring 102 in which the whole including the chamfer portion 102a and the sliding portion 102b is configured as an integral member, for example, aspects (specifications) required for the sliding portion 102b Even if they are common, if the mode required for the chamfer portion 102a is different, it is necessary to manufacture separate synchronizer rings 102 respectively. On the other hand, as in the present embodiment, the first ring member 22 having the chamfer portion 22a and the second ring member 24 having the sliding portion 24a are independent members. If the aspect (specifications) required for the sliding portion 24b is common, the second ring member 24 can be shared, and it is sufficient to manufacture only the first ring member 22 separately. There are advantages. That is, in a plurality of types (types) of transmissions, at least one of the first ring member 22 and the second ring member 24 can be shared.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. To be implemented.

  10: vehicle synchromesh mechanism, 12: shaft, 14: gear, 14b: gear cone, 18: coupling sleeve, 20: synchronizer ring, 22: first ring member, 22a: chamfer part, 24: second ring member, 24a: sliding part, δ: gap

Claims (1)

A gear cone that is rotationally driven by a shaft;
A synchronizer ring comprising: a first ring member having a chamfered portion meshed with the coupling sleeve on the outer peripheral side; and a second ring member having a sliding portion slidable by the gear cone on the inner peripheral side. , Prepare,
The first ring member and the second ring member are each configured as a separate member, and the second ring member is fitted to the inner peripheral side of the first ring member,
A vehicle synchromesh mechanism characterized in that a gap is provided to allow relative displacement between the first ring member and the second ring member in a direction perpendicular to the axial direction of the shaft.

Images