JP3412408B2 - Transmission clutch synchronizing device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission clutch synchronizing device, and more particularly to wear of a synchronizer ring or the like caused by vibration in a neutral state for cutting off power transmission, and malfunction of the clutch due to the wear. It relates to prevention technology.

[0002]

2. Description of the Related Art As a transmission for a vehicle, a parallel shaft type transmission as shown in FIG. 16 is widely known, and a shift stage can be switched by a clutch. Such a transmission clutch is generally (a) a clutch hub that is disposed so as not to rotate relative to a rotating shaft such as an output shaft or an input shaft and is integrally rotated, and (b) a clutch hub that cannot rotate relative to the clutch hub. The spline is fitted so as to be relatively movable in the axial direction, and is moved to a pair of shift positions axially separated by the shift means, and a neutral position that is located between the pair of shift positions and blocks power transmission. A clutch hub sleeve, and (c) the clutch hub sleeve is disposed so as not to rotate relative to the clutch hub sleeve and to allow relative movement in the axial direction,
A shifting key that is always positioned at a predetermined position on the clutch hub sleeve by the biasing force of the key spring,
(d) Both sides of the clutch hub are arranged so as to be rotatable relative to the rotary shaft, and the clutch hub sleeve is moved to the gear shift position, so that the clutch hub sleeve and the spline fit. A pair of speed change gears for transmitting power between the clutch hub and the clutch hub, and (e) the pair of speed change gears are arranged so as to be relatively rotatable and axially movable relative to each other, and to the speed change gears. A pair of synchronizer rings that are pressed and taper-fitted, and (f) an engaging groove and an engaging protrusion that are engaged with each other in the circumferential direction, the clutch hub or the shifting key, and the pair of synchronizer rings. And a pair of engaging means for engaging each in a state in which relative rotation of a predetermined angle is allowed,
When the clutch hub sleeve is moved from the neutral position to any shift position, the shifting key is brought into contact with the synchronizer ring, so that the synchronizer ring is pressed against the shift gear and the taper The synchronizer ring and the speed change gear are synchronously rotated by the frictional force of the fitting. Further, the engaging means is a hub index type provided between the clutch hub and the synchronizer ring, the engaging means is a key index type provided between the shifting key and the synchronizer ring, and a clutch hub. Various types of clutches have been proposed, such as a multi-cone type in which a plurality of taper members are interposed in addition to a synchronizer ring with a speed change gear.

The transmission 10 shown in FIG. 16 will be described in detail. The transmission 10 is provided with an input shaft 12, a counter shaft 14, and an output shaft 16 which are rotationally driven by an engine (not shown). The counter shaft 14 is provided with bearings 18, 20. It is rotatably supported. The input shaft 12 and the output shaft 16 are coaxially rotatably arranged via a bearing 22 and rotatably supported by bearings 24 and 26. The counter shaft 14 is constantly rotated by the input shaft 12 via the input gear pair 28a, 28b, and between the counter shaft 14 and the output shaft 16, the first shift gear pair 30a, 30b,
Speed change gear pair 32a, 32b, third speed change gear pair 34a, 3
4b, a fifth speed change gear pair 36a, 36b, and a reverse speed change gear pair 38a, 38b. Reverse gearbox pair 38
A reverse idle gear (not shown) is interposed between a and 38b. In addition, the counter shaft 14
The speed change gears 30a to 38a on the side are rotated integrally with the counter shaft 14 by spline fitting, but the speed change gears 30b to 38b on the output shaft 16 side are
All of them are arranged so as to be rotatable relative to the output shaft 16, and can be rotated integrally with the output shaft 16 via the clutches 40, 42 and 44.

The first speed change gear pair 30a, 30b establishes the first speed stage having the largest speed ratio (the rotation speed of the input shaft 12 / the rotation speed of the output shaft 16), and the clutch hub sleeve 44s of the clutch 44 is formed. Power is transmitted to the output shaft 16 by being slid to the left in FIG. The second speed change gear pair 32a, 32b establishes the second speed stage, and power is transmitted to the output shaft 16 by sliding the clutch hub sleeve 42s of the clutch 42 to the right in FIG. Third shift gear pair 34a, 34b
The third gear is established, and power is transmitted to the output shaft 16 by sliding the clutch hub sleeve 42s of the clutch 42 leftward in FIG. Fifth
The speed change gear pair 36a, 36b has a fifth speed ratio smaller than 1
The gear is established, and power is transmitted to the output shaft 16 by sliding the clutch hub sleeve 40s of the clutch 40 to the right in FIG. The reverse shift gear pair 38a, 38b establish a reverse shift stage together with a reverse idle gear (not shown), and the clutch hub sleeve 44s of the clutch 44 is slid rightward in FIG. 16 to transmit power to the output shaft 16.
The clutch hub sleeve 40s is slid to the left in FIG. 16, so that the clutch 40 directly connects the input shaft 12 and the output shaft 16 and establishes the fourth speed stage having a gear ratio of 1.

The clutches 40, 42 and 44 have exactly the same construction. The central clutch 42 will be described in detail. As shown in FIGS. 17 and 18, in addition to the clutch hub sleeve 42s, a clutch hub 50, a shifting key 52, and synchronizer rings 54 and 56 are provided. The clutch hub 50 is non-rotatably attached to the output shaft 16 by spline fitting, is integrally rotated, and is axially positioned by a snap ring and the speed change gears 32b, 34b arranged on both sides in the axial direction. Has been done. Clutch hub sleeve 42
s has a substantially cylindrical shape, is spline-fitted to the outer peripheral side of the clutch hub 50 so as to be relatively non-rotatable and relatively movable in the axial direction, and is separated in the axial direction by a shift fork 58 as shift means. Move to a pair of gear shift positions, specifically, a second gear position on the right side and a third gear position on the left side, and a neutral position (state of FIG. 17) located between the gear shift positions to cut off power transmission. To be
The shift fork 58 can be mechanically moved in the left-right direction in the figure in conjunction with the driver's operation of the shift lever.

A plurality of shifting keys 52 are arranged on the inner peripheral side of the clutch hub sleeve 42s at equal angular intervals (3 in the figure).
3) are arranged so that relative movement in the axial direction is permitted, but relative rotation does not occur in the clutch hub 5.
Blocked by engagement with zero. A groove 60 is provided on the inner peripheral surface of the clutch hub sleeve 42s, and the shifting key 52 is pressed against the inner peripheral surface of the clutch hub sleeve 42s by a pair of key springs 62, whereby the shifting key 52 is axially moved. It is designed to be positioned approximately in the center of. Shifting key 5
When a predetermined load is applied to 2, the shifting key 52 is pulled out from the groove 60 toward the inner peripheral side against the biasing force of the key spring 62, and can be relatively moved in the axial direction.

The speed change gears 32b and 34b are arranged on the output shaft 16 on both sides of the clutch hub 50 so as to be relatively rotatable by needle bearings or the like, and are axially positioned by snap rings or the like. . These speed change gears 32b and 34b have gear pieces 64 and 6 at the ends on the clutch hub 50 side, respectively.
6 is arranged so as not to rotate relative to each other, and the clutch hub sleeve 42s is moved to the gear shifting position, so that the gear piece 64 or 66 and the clutch hub sleeve 42s are spline-fitted to each other, and the gear hub 32b or 34b Power is transmitted to the output shaft 16 via the clutch hub sleeve 42s and the clutch hub 50.

The synchronizer rings 54 and 56 are arranged on the outer peripheral sides of the cone surfaces (tapered surfaces) provided on the gear pieces 64 and 66 so as to be rotatable relative to each other and axially movable relative to each other. 64,
By being pushed toward the 66 side, frictional engagement is achieved by taper fitting. Further, these synchronizer rings 54, 56 are provided with key grooves 68, 70 which are engaged with the axial ends of the shifting key 52 in a state permitting relative rotation of a predetermined angle. The synchronizer rings 54 and 56 are rotated together with the clutch hub 50 with a certain amount of play.
19 and 20 show one of the synchronizer rings 5
6 is a view showing a key groove 70 provided in 6, and 72 is a spline tooth that is engaged with the clutch hub sleeve 42s so as not to rotate relative to each other. The key grooves 68 and 70 correspond to the engaging grooves of the engaging means, and both ends of the shifting key 52 correspond to the engaging protrusions.

According to such a clutch 42, when the clutch hub sleeve 42s is moved from the neutral position shown in FIG. 17 to one of the shift positions, the shifting key 52 has the key groove 6 of the synchronizer ring 54 or 56.
By abutting against the axial end surface 68a or 70a of 8 or 70, the synchronizer ring 68 or 70 is taper-fitted with the gear piece 64 or 66, and the frictional force thereof causes the synchronizer ring 68 or 7 to rotate.
0 and the transmission gear 32b or 34b are rotated synchronously. When an operation load (shift operation force) is further applied to the clutch hub sleeve 42s, the key spring 6
The shifting key 52 is pulled out from the groove 60 toward the inner peripheral side against the urging force of 2, and the clutch hub sleeve 42s is spline-fitted with the gear piece 64 or 66 to be engaged in a non-rotatable manner.

By the way, in such a clutch 42, the shifting key 52 has the synchronizer ring 5 when shifting.
4, 56, and its synchronizer ring 5
When the gears 4, 56 are fitted in the gear pieces 64, 66 in a tapered manner, the synchronizer rings 54, 56 and the shifting key 52 that are about to rotate together with the gear pieces 64, 66.
There is a case where a large impact load acts on the synchronizer rings 54 and 56, which are generally made of a softer material than the shifting key 52. 21 and 22 are views for explaining wear on the side of the synchronizer ring 56, in which the side wall 70b of the key groove 70 is the shifting key 52.
Worn due to collision with. Then, due to such wear, a step is formed on the side wall 70b, and when the shifting key 52 rides on the step, the shifting key 52 is prevented from coming out of the groove 60, as shown in FIG. There was a possibility that the sex was impaired. Note that, in FIG. 22, the hatch of the cross section is omitted.

On the other hand, in Japanese Utility Model Publication No. 1-43551, as shown in FIGS. 23 and 24, the bottom surface 70c is formed at the corner portion between the bottom surface 70c of the key groove 70 and the side wall 70b.
The side wall 70b of the key groove 70 is formed in the shifting key 52 by providing a notch 74 that continuously cuts in the circumferential direction.
It has been proposed to prevent the occurrence of a step even when worn due to contact (collision) with.

[0012]

However, even if the bottom surface is continuously cut, the spline teeth of the synchronizer ring and the spline teeth of the clutch hub sleeve come into contact with each other when the wear amount exceeds a predetermined value. As a result, the operability during shifting may be impaired. In particular, when the amount of wear on the side wall of the key groove exceeds a predetermined limit value, the amount of wear rapidly progresses, and the above-mentioned problem is likely to occur.

As a result of investigations by the inventors of the present invention, it has been found that wear of the side wall of the key groove not only occurs during a gear shift operation but also during traveling at a predetermined gear. The clutch 42 will be described in detail. For example, when the fifth speed is established by the clutch 40 during steady running or the like, the clutch 42 is released and the clutch hub sleeve 42s shifts to the shift fork 5.
While being held in the neutral position by 8, the pair of speed change gears 32b and 34b are idled at a predetermined rotation speed by meshing with the speed change gears 32a and 34a arranged on the counter shaft 14. Further, a predetermined gap (play) is formed between the shifting key 52 and the axial end surfaces 68a, 70a of the key grooves 68, 70 of the synchronizer rings 54, 56, respectively, and they are left as they are. The synchronizer rings 54 and 56 are not pressed by the gear pieces 64 and 66.

On the other hand, the transmission gears 30a, 30b to 38a,
Since 38b and the input gears 28a, 28b are generally helical gears with twisted teeth, the output shaft 16 is axially moved by the meshing of the fifth speed change gears 36a, 36b involved in power transmission. With the thrust force acting,
Since an engine (especially a diesel engine) as a power source has a fluctuation in rotation and a fluctuation in torque, the torque fluctuation causes the output shaft 16 to vibrate in the axial direction due to assembly tolerances of each part and play. Due to this vibration, for example, when the output shaft 16 is displaced leftward in FIG. 17, the second speed change gear 32b, the clutch hub 50, etc. are also moved leftward, and the synchronizer ring 54 on the second speed change gear 32b side is also moved to the gear piece. While the clutch hub sleeve 42s and the shifting key 52 are still held in the neutral position by the clutch fork 58 while being pushed by 64 to move to the left, the synchronizer ring 54 contacts the shifting key 52, The impact causes shifting key 52
May jump to the left side of FIG. Then, the shifting key 52 that pops out is the synchronizer ring 56.
When the axial end surface 70a of the key groove 70 is abutted, the synchronizer ring 56 is pressed by the gear piece 66 and is taper-fitted, and relative rotation occurs between the synchronizer ring 56 and the shifting key 52 to shift the shifting key. 52 collides with the side wall 70b of the keyway 70. Since the shifting key 52 is repelled by the collision with the axial end surface 70a, a portion separated from the axial end surface 70a by a predetermined dimension is worn by the collision as shown in FIG.

This kind of wear also occurs in the synchronizer ring 56 on the opposite side, and when the wear progresses and the shifting key 52 comes into engagement (bites) with the step of the worn part, both sides are worn. Synchronizer ring 5
4, 56 are in a state of being integrally connected via the shifting key 52 in the axial direction. Therefore, the output shaft 1
6 and the gears 32b and 34b, even if they are slightly axially vibrated, the synchronizer rings 54 and 56 will not rotate.
It becomes easier to taper-fit with 4, 66, and wear increases at an accelerated rate. The graph shown by the solid line in FIG. 4 is an example of such wear, and the wear amount A is the point at which the shifting key 52 starts to engage with the step of the wear portion, and the allowable wear region is the gear shift operation regardless of wear. Is an area where The travel distance B is a vehicle guaranteed travel distance, and due to such accelerated wear, the spline teeth 72 of the synchronizer rings 54 and 56 come into contact with the spline teeth of the clutch hub sleeve 42s before reaching the guaranteed travel distance. As a result, the operability during shifting is impaired.

Japanese Patent Laid-Open No. 4-203533 proposes to use an iron-based material or the like having excellent wear resistance, but it is difficult to process and productivity is lowered, resulting in a significant increase in cost. Becomes

The present invention has been made in view of the above circumstances, and an object thereof is to suppress wear of engagement means such as a key groove due to vibration in a neutral state for interrupting power transmission. Especially.

[0018]

In order to achieve the above object, the first invention is (a) a clutch hub which is disposed on a rotating shaft so as to be relatively non-rotatable and integrally rotated, and (b) the clutch hub. A pair of shift positions axially separated from each other by a shift means while being spline-fitted so as not to be relatively rotatable and axially movable relative to each other, and a neutral position for cutting off power transmission between the pair of shift positions. The clutch hub sleeve that is moved to the position, and (c) is disposed in the clutch hub sleeve such that it cannot rotate relative to the clutch hub sleeve and is relatively movable in the axial direction, and the clutch hub sleeve is always provided with a predetermined force by the biasing force of the key spring. A shifting key positioned in a position, and (d) is arranged on both sides of the clutch hub so as to be rotatable relative to the rotary shaft, and A pair of speed change gears that are spline-fitted to the clutch hub sleeve to transmit power between the clutch hub sleeve and the clutch hub by being moved to the speed change position; and A state in which the shift key is rotatably and relatively movable in the axial direction and is pressed by the speed change gear to be taper-fitted, while permitting relative rotation of a predetermined angle at the axial end of the shifting key. And a pair of synchronizer rings provided with a key groove that is engaged with the clutch hub sleeve, when the clutch hub sleeve is moved from the neutral position to any shift position, the axial end surface of the key groove is When the shifting key is brought into contact with the shifting gear, the synchronizer ring is pressed against the transmission gear, and the friction force of the taper fitting causes the synchronizing ring to move. In a synchronizer for a transmission clutch that synchronously rotates a synchronizer ring and its speed change gear, (f) at a corner portion between an axial end surface and a side wall of the key groove, bite in the circumferential direction continuously to the axial end surface. It is characterized in that a notch is provided.

According to a second aspect of the invention, in the synchronizing device according to the first aspect of the invention, the axial width dimension of the cut is from the maximum dimension between the axial end faces of the key grooves of the pair of synchronizer rings to the axial direction of the shifting key. It is characterized by being larger than the size after subtracting the size.

According to a third aspect of the invention, in the synchronizer of the first aspect, the shifting is positioned at a predetermined position of the clutch hub sleeve as long as the clutch hub sleeve is held at the neutral position by the shift means. The dimensions of each part are set so that the axial end surface of the key groove of the synchronizer ring does not come into contact with the key.

According to a fourth aspect of the present invention, (a) a clutch hub which is disposed so as to be relatively non-rotatable on a rotary shaft and is integrally rotated, and (b) a spline fitting which is relatively non-rotatable and axially movable relative to the clutch hub. A clutch hub sleeve that is moved to a pair of gear shift positions that are engaged with each other and that are axially separated by the shift means, and a neutral position that is located between the pair of gear shift positions and that interrupts power transmission. A shifting key, which is disposed on the clutch hub sleeve so as not to be relatively rotatable and relatively movable in the axial direction, and which is always positioned at a predetermined position of the clutch hub sleeve by the biasing force of the key spring, (d) The clutch hub sleeves are arranged on both sides of the clutch hub so as to be rotatable relative to the rotary shaft, and the clutch hub sleeve is not moved to the shift position. And a pair of speed change gears that are spline-fitted with the clutch hub sleeve to transmit power between the clutch hub sleeve, and (e) the pair of speed change gears are relatively rotatable and axially movable relative to each other. The clutch hub includes a pair of synchronizer rings that are movably disposed and that are pressed by the speed change gear to be taper-fitted, and (f) an engagement groove and an engagement protrusion that are engaged with each other in the circumferential direction. Alternatively, the clutch hub sleeve has a pair of engaging means for engaging the shifting key and the pair of synchronizer rings in a state in which relative rotation of a predetermined angle is allowed, and the clutch hub sleeve is shifted from the neutral position to any one of the shift positions. When the shifting key is moved to the position, the shifting key is brought into contact with the synchronizer ring so that Naizaringu is pressed against the transmission gear, the synchronizer clutch transmission for synchronously rotating said frictionally tapered fitting the synchronizer ring and its transmission gear, (g)
As long as the clutch hub sleeve is held in the neutral position by the shift means, the shifting key positioned at the predetermined position of the clutch hub sleeve is prevented from coming into contact with the synchronizer ring. It is characterized by setting dimensions.

According to a fifth aspect of the present invention, in the synchronizer of the fourth aspect, when the clutch hub sleeve is held at the neutral position by the shift means, the clutch hub sleeve is positioned at a predetermined position of the clutch hub sleeve. Between the shifting key and the synchronizer ring, a gap having a size always larger than the size between the synchronizer ring and the clutch hub or the key spring is formed regardless of the axial rattling of each part. As described above, the dimensions of each part are set.

According to a sixth aspect of the present invention, (a) a clutch hub which is disposed on a rotary shaft so as to be relatively non-rotatable and is integrally rotated, and (b) a spline fitting which is relatively non-rotatable and axially movable relative to the clutch hub. A clutch hub sleeve that is moved to a pair of gear shift positions that are engaged with each other and that are axially separated by the shift means, and a neutral position that is located between the pair of gear shift positions and that interrupts power transmission. A shifting key, which is disposed on the clutch hub sleeve so as not to be relatively rotatable and relatively movable in the axial direction, and which is always positioned at a predetermined position of the clutch hub sleeve by the biasing force of the key spring, (d) The clutch hub sleeves are arranged on both sides of the clutch hub so as to be rotatable relative to the rotary shaft, and the clutch hub sleeve is not moved to the shift position. And a pair of speed change gears that are spline-fitted with the clutch hub sleeve to transmit power between the clutch hub sleeve, and (e) the pair of speed change gears are relatively rotatable and axially movable relative to each other. The clutch hub includes a pair of synchronizer rings that are movably disposed and that are pressed by the speed change gear to be taper-fitted, and (f) an engagement groove and an engagement protrusion that are engaged with each other in the circumferential direction. Alternatively, the clutch hub sleeve has a pair of engaging means for engaging the shifting key and the pair of synchronizer rings in a state in which relative rotation of a predetermined angle is allowed, and the clutch hub sleeve is shifted from the neutral position to any one of the shift positions. When the shifting key is moved to the position, the shifting key is brought into contact with the synchronizer ring so that Naizaringu is pressed against the transmission gear, the synchronizer clutch transmission for synchronously rotating said frictionally tapered fitting the synchronizer ring and its transmission gear, (g)
The shifting keys are separately provided in the circumferential direction with respect to the pair of synchronizer rings, and
The arrangement position and the axial dimension with respect to the clutch hub sleeve are set so that they cannot contact the synchronizer ring on the opposite side.

According to a seventh aspect of the invention, in the synchronizer of the sixth aspect, the axial dimension of the shifting key on the opposite side is shortened so that the shifting key cannot contact the synchronizer ring on the opposite side. It is characterized by

According to an eighth aspect of the invention, in the synchronizer of the sixth aspect, the shifting key is offset toward the opposite side of the synchronizer ring so that the shifting key cannot come into contact with the opposite side of the synchronizer ring. And is disposed on the clutch hub sleeve.

[0026]

The first aspect of the present invention relates to a key index type synchronizing device in which a key groove is formed in a synchronizer ring and a shifting key is engaged with the key groove. In the corner of
Since the axial end face is continuously provided with a notch that cuts in the circumferential direction, even if the side wall of the key groove is worn due to vibration in a neutral state that interrupts power transmission, the notch does not affect the axial direction. Play is maintained. For this reason, the pair of synchronizer rings is not integrally connected (bite) through the shifting key in the axial direction,
The rapid progress of wear is prevented, and the deterioration of gear shifting operability is suppressed.

In the second aspect of the invention, the axial width dimension of the notch is larger than the maximum dimension between the axial end faces of the key grooves of the pair of synchronizer rings minus the axial dimension of the shifting key. Even if wear progresses with the Ting key displaced to the opposite side in the axial direction,
The wear portion and the cut are always continuous, and the cut surely maintains the axial play.

According to the third aspect of the invention, as long as the clutch hub sleeve is held in the neutral position by the shift means, the synchronizer ring does not come into contact with the shifting key positioned at the predetermined position of the clutch hub sleeve. Since the dimensions of each part are set, there is no risk that the shifting key will press the synchronizer ring against the speed change gear due to the vibration in the neutral state that cuts off power transmission, and the key groove caused by the vibration in the neutral state Wear of the side wall is suppressed.

The fourth invention can be suitably applied not only to the key index type but also to the hub index type. As long as the clutch hub sleeve is held in the neutral position by the shift means, the clutch hub sleeve is in a predetermined position. Since the size of each part is set so that the synchronizer ring does not come in contact with the shifting key positioned at, the shifting key may cause the synchronizer ring to move due to the vibration in the neutral state that cuts off power transmission. There is no risk of pressing against the speed change gear, wear of the engagement groove (key groove of key index type) and engagement projection of the engagement means due to vibration in the neutral state is prevented, and deterioration of gear shift operability is suppressed. It

In the sixth aspect of the invention, the shifting keys are provided separately from each other in the circumferential direction with respect to the pair of synchronizer rings, and the arrangement position and the axial dimension with respect to the clutch hub sleeve are opposite to each other. Since it is set so that it cannot contact the shift key, even if the shifting key is axially skipped due to vibration in the neutral state that cuts off power transmission, it will contact the synchronizer ring on the opposite side. There is no risk of pressing it against the speed change gear, and wear of the engaging groove (key index type key groove) of the engaging means and the engaging projections due to vibration in the neutral state is prevented, and the shift operability is degraded. Is suppressed.

[0031]

BEST MODE FOR CARRYING OUT THE INVENTION The synchronizing device of the present invention is similar to that shown in FIG.
The transmission 10 is preferably applied to a manual transmission that is mechanically shifted by a driver's manual operation, such as the transmission 10 described above, but by shifting the clutch hub sleeve in the axial direction by a driving means such as a hydraulic actuator, The present invention can also be applied to a transmission of a type that automatically switches between. The number of gears is appropriately determined, or the input shaft 12 may be omitted and the engine output may be directly input to the counter shaft 14. The configuration of the transmission itself is appropriately determined. The clutch is preferably arranged on the output shaft 16 side like the transmission 10, but may be arranged on the counter shaft 14 side.

Further, in the present invention, since the rapid progress of wear is prevented or the wear itself is prevented, it is possible to constitute the synchronizer ring and the engaging means with a relatively soft material such as a copper-based material. Yes, in that case, compared to the case of using iron-based materials with excellent wear resistance,
No heat treatment is required, processing is easy, and production costs are low.

The first invention relates to a key index type synchronizing device in which a key groove is formed in a synchronizer ring and a shifting key is engaged with the key groove. And any of the hub index types. Also,
The present invention can also be applied to a multi-cone type clutch.

The notch of the first aspect of the invention is preferably provided in each of the key grooves of the pair of synchronizer rings, but may be provided only in one of the synchronizer rings. It is also possible to provide notches on both sides in the circumferential direction, but for example, in a clutch that establishes the lowest gear or the highest gear, the shifting key is only brought into contact with one side wall of the key groove. The form in which the cut is provided is appropriately determined such that the cut may be provided only on one side wall side. Needless to say, the cut 74 shown in FIGS. 23 and 24 may be provided together. Also for the inventions after the fourth invention, the notch of FIG.
It is possible to provide the notch 74 of FIG.

In carrying out the third aspect of the invention, for example, when the clutch hub sleeve is held at the neutral position by the shift means, the shifting key and the shifting key positioned at a predetermined position of the clutch hub sleeve. Despite the axial rattling of each part (assembly tolerance, play, etc.), it is always larger than the dimension between the synchronizer ring and the clutch hub or the key spring between the keyway and the axial end surface. The dimensions of each part are set so that a dimensional gap is formed.

In the sixth aspect of the invention, a dedicated shifting key is provided for each of the pair of synchronizer rings, and even if the shift key is slid to the opposite side by the contact with the synchronizer ring, the shifter contacts the other synchronizer ring. It is configured to be stopped by a stopper or the like before and returned to its original predetermined position by a key spring.

Embodiments of the present invention will be specifically described below with reference to the drawings. It should be noted that the following embodiment is based on FIG.
In the case of application to the clutch 42 shown below, substantially common parts are denoted by the same reference numerals, and detailed description thereof will be omitted.

FIGS. 1 and 2 show an embodiment of the invention described in claims 1 and 2 and show an axial end surface 70 of the key groove 70.
a and the side wall 70b, the axial end face 7 is formed at the corner.
A pair of notches 8 so as to bite in the circumferential direction continuously to 0a
0 is provided. Axial width d of the notch 80
Is the keyway 6 of the pair of synchronizer rings 54, 56.
The size is larger than the maximum size between the axial end faces 68a, 70a of the 8, 70 minus the axial size of the shifting key 52, and wear progresses with the shifting key 52 displaced in the opposite direction in the axial direction. Also, the wear site and the cut 80 are always continuous. FIG. 3 shows a state in which the side wall 70b is worn by the engagement with the shifting key 52 (scattered portion). The size of the cut 80 in the circumferential direction is larger than the wear amount up to the vehicle guaranteed travel distance B, and this wear amount is determined by the shifting key 52 and the side wall 70.
It can be obtained by experiments or arithmetic expressions based on the contact area with b, the material of the synchronizer ring 56, and the like. The contact area, material, etc. are set so that the amount of wear falls within the allowable wear range. Further, the synchronizer ring 54 on the opposite side has the same configuration.

In this way, even if the side wall 70b of the key groove 70 is worn due to the vibration in the neutral state where the power transmission is cut off, the play in the axial direction is maintained by the notch 80, so that the pair of pairs of the pair of pairs of keys is formed. The synchronizer rings 54, 56 are not integrally connected in the axial direction via the shifting key 52, and rapid progress of wear is prevented and deterioration of gear shift operability is suppressed. That is, as shown by the alternate long and short dash line in FIG. 4, the wear amount only increases linearly in proportion to the traveling distance.

The axial width dimension d of the cut 80 is
The keyways 68 of the pair of synchronizer rings 54, 56,
Since the size is larger than the maximum size between the axial end faces 68a, 70a of 70 minus the axial size of the shifting key 52, even if the shifting key 52 is displaced in the axially opposite direction, wear progresses. The wear portion and the cut 80 are always in a continuous state, and the cut 80 reliably maintains the axial play.

Further, since the rapid progress of wear is prevented in this way, it is possible to form the synchronizer rings 54 and 56 with a relatively soft material such as a copper-based material, which is excellent in wear resistance. Compared to the case of using an iron-based material or the like, heat treatment and the like are unnecessary, processing is easy, and the production cost is low.

The clutch 82 of FIG. 5 has the features of claims 4 and 5.
In the embodiment of the invention described in paragraph 1, the clutch hub sleeve 42s
As long as the shift fork 58 is held in the neutral position, the dimensions of the respective parts are adjusted so that the synchronizer rings 54 and 56 do not come into contact with the shifting key 52 positioned substantially in the center of the clutch hub sleeve 42s. It is set. Specifically, when the clutch hub sleeve 42s is held at the neutral position by the shift fork 58, the clutch hub sleeve 42s is retained.
Shifting key 52 positioned approximately in the center of s
Between the and the synchronizer rings 54, 56 X, Y
However, in order to satisfy the following equations (1) and (2) in all states regardless of axial rattling due to assembly tolerances and play,
The dimensions of each part are set in consideration of the assembly tolerance and play. The dimensions x ₁ and y ₁ are the synchronizer rings 54 and 5.
6 is the axial clearance between the clutch hub 50 and the dimension x
₂ , y ₂ are axial gaps between the synchronizer rings 54, 56 and the key spring 62. X> x ₁ or X> x ₂ ... (1) Y> y ₁ or Y> y ₂ ... (2)

In this way, the synchronizer ring 54, due to the vibration in the neutral state that interrupts the power transmission,
56 abuts on the shifting key 52, or the abutment of the shifting key 52 causes the shifting key 52 to fly in the axial direction, causing the synchronizer rings 56 and 54 on the opposite side to move to the gear piece 6;
There is no risk of pressing against the keys 6 and 64, wear of the side walls of the key grooves 70 and 68 due to vibration in the neutral state is prevented, and a reduction in shift operability is suppressed. Further, since the wear is prevented in this way, it is possible to configure the synchronizer rings 54 and 56 with a relatively soft material such as a copper-based material, and an iron-based material or the like having excellent wear resistance is used. Compared with the case, heat treatment etc. are not necessary, processing is easy, and the production cost is low.

Since the synchronizer rings 54 and 56 themselves may vibrate to engage with the gear pieces 64 and 66 and collide with the shifting key 52, the side walls of the key grooves 68 and 70 may be worn away. It is desirable to provide continuous cuts 80 on the axial end surfaces 68a, 70a of the keyways 68, 70 as in the embodiment of FIG. In that case, the embodiment of the invention described in claim 3 is provided.

In the synchronizer ring 84 of FIG. 6, the dimension of the key groove 86 in the axial direction is lengthened and the dimension X or Y from the shifting key 52 to the axial end surface 86a is increased so that the equation (1) or ( 2) This is the case when the expression is satisfied.

The clutch 90 shown in FIG. 7 is of a hub index type and has an engaging groove 50a formed in the clutch hub 50.
And the engaging protrusions 54a and 56a provided on the synchronizer rings 54 and 56 constitute engaging means 92 and 94, and the clutch hub 50 and the synchronizer rings 54 and 56 are separated from each other while permitting relative rotation at a predetermined angle. It is adapted to be engaged. Further, the shifting key 98, which is biased to the outer peripheral side by the compression coil spring 96 as a key spring and is positioned by the groove 60 of the clutch hub sleeve 42s, presses the synchronizer rings 54, 56 exclusively to the gear pieces 64, 66 at the time of shifting. It has only the function to perform, and is disposed in the engaging groove 50a. FIG. 7B is a view of the vicinity of the shifting key 98 as seen from the outer peripheral side in a state where the clutch hub sleeve 42s is removed.

This clutch 90 is the embodiment of the invention described in claims 4 and 5 as in the embodiment of FIGS. 5 and 6, and the clutch hub sleeve 42s is the shift fork 58.
When the clutch hub sleeve 42s is held in the neutral position by the shift key 98 and the synchronizer rings 54, 56 positioned substantially in the center of the clutch hub sleeve 42s.
The dimensions X and Y between and are in all the following formulas (3) and (4) regardless of axial rattling due to assembly tolerances and play.
In order to satisfy the above, the dimensions of each part are set in consideration of the assembly tolerance and play. The dimensions x and y are the axial gaps between the synchronizer rings 54 and 56 and the clutch hub 50, and the same effect as the embodiment of FIG. 5 can be obtained. X> x ・ ・ ・ (3) Y> y ・ ・ ・ (4)

The clutch 100 shown in FIG. 8 is of a multi-cone type with a key index. The transmission gears 32b and 34b are provided with taper members 102 and 104 so that they cannot rotate relative to each other, and the clutch hub 50 has a taper member 106 and.
108 is disposed so as not to rotate relative to each other, and the transmission gears 32b, 3
4b can be rotated synchronously with the clutch hub 50 via three taper friction surfaces. In this case as well, the clutch hub sleeve 42s has the shift fork 5
As long as it is held in the neutral position by 8, the synchronizer rings 54, 56 do not come into contact with the shifting key 52 positioned substantially in the center of the clutch hub sleeve 42s, so that the formulas (1) and (2 ) As the dimensions of each part are set so as to satisfy the equation,
The same effect as that of the embodiment can be obtained. The speed change gear 32b of this embodiment is integrally formed with the gear piece 64.

Although not shown, the invention according to claim 4 can be applied to a multi-cone type clutch having a hub index.

The clutch 110 of FIGS. 9 and 10 is an embodiment of the invention described in claims 6 and 7, and the shifting keys 112 and 114 are separately provided for the pair of synchronizer rings 54 and 56. There is. The shifting keys 112 and 114 are provided in a plurality (three in the embodiment) at equal angular intervals in the circumferential direction, and are arranged at 60 ° intervals so as to be located in the middle in the circumferential direction. ing. The clutch 110 is a key index type, and the synchronizer rings 54, 56 are
6 are provided with six key grooves 116 and 118 that engage with the shifting keys 112 and 114, and both ends of the shifting keys 112 and 114 are engaging protrusions of the engaging means to form the key grooves 116 and 118. It corresponds to the engaging groove. The clutch hub sleeve 42s includes the shifting key 112,
Six grooves 60 are provided so as to correspond to 114, and the shifting keys 112 and 114 are respectively positioned substantially at the center in the axial direction. 9 (b) is a view of the vicinity of the shifting key 112 as seen from the outer peripheral side with the clutch hub sleeve 42s removed, and FIG. 9 (c).
[Fig. 6] is a view of the vicinity of the shifting key 114 as viewed from the outer peripheral side with the clutch hub sleeve 42s removed.

On the other hand, the shifting key 112 that comes into contact with the synchronizer ring 54 and presses against the gear piece 64 during a gear shift operation is shown in FIG. 9B so that it cannot come into contact with the synchronizer ring 56 on the opposite side. As shown, the axial dimension L ₂ on the opposite side is equal to the synchronizer ring 54.
It is made shorter than the axial dimension L ₁ on the side. Specifically, the synchronizer ring 54 abuts the shifting key 112 due to the vibration in the neutral state where the power transmission is interrupted, and the abutment causes the shifting key 112 to fly to the synchronizer ring 56 side. However, the synchronizer ring 56 (strictly speaking, the axial end face of the key groove 118) is stopped so that it is stopped by a stopper or the like before coming into contact with the synchronizer ring 56 and returned to the original central position by the key spring 62. A relatively large gap X is secured between them. Further, the gap X also prevents the synchronizer ring 56 from coming into contact with the shifting key 112 due to the vibration in the neutral state. The gap Y between the synchronizer ring 54 (strictly speaking, the axial end surface of the key groove 116) is set by the shift fork 58 so that the clutch hub sleeve 42s is 2 mm wide.
It is defined that the shifting key 112 comes into contact with the synchronizer ring 54 and presses against the gear piece 64 by being moved to the speed position.

On the contrary, the other shifting key 114, as shown in FIG. 9 (c), does not come into contact with the synchronizer ring 54.
The axial dimension L ₂ on the side is shorter than the axial dimension L ₁ on the synchronizer ring 56 side. Specifically, the synchronizer ring 56 abuts on the shifting key 114 due to the vibration in the neutral state where the power transmission is cut off, and the abutment causes the shifting key 114 to fly to the synchronizer ring 54 side. However, the synchronizer ring 54 (strictly speaking, the axial end surface of the key groove 116) is arranged so as to be stopped by a stopper or the like before coming into contact with the synchronizer ring 54 and returned to the original central position by the key spring 62. Relatively large gap X between
Is secured. Further, the gap X also prevents the synchronizer ring 54 from coming into contact with the shifting key 114 due to the vibration in the neutral state.
The synchronizer ring 56 (strictly speaking, the key groove 11
The gap Y between the shift key 114 and the shift hub 114 is moved by the shift fork 58 to the third speed position.
Comes into contact with the synchronizer ring 56 and the gear piece 66
It is specified to press.

In this way, the shifting keys 112, 1 are caused by the vibration in the neutral state where the power transmission is cut off.
Even if 14 is blown in the axial direction, it abuts the synchronizer rings 56, 54 on the opposite side and makes them contact the gear pieces 66, 6
There is no possibility of pressing against 4, and the abrasion of the side walls of the key grooves 116 and 118 due to the vibration in the neutral state is prevented, and the deterioration of the shift operability is suppressed. Further, since the wear is prevented in this way, it is possible to configure the synchronizer rings 54 and 56 with a relatively soft material such as a copper-based material, and an iron-based material or the like having excellent wear resistance is used. Compared with the case, heat treatment etc. are not necessary, processing is easy, and the production cost is low.

Further, in the present embodiment, a total of six shifting keys 112 and 114 are provided for the synchronizer ring 5 respectively.
Since it is adapted to be engaged with the key grooves 116 and 118 of the Nos. 4 and 56 in the radial direction, the shifting keys 112 and 114 can be engaged with the key grooves 116 or 118 at the time of shifting.
The area of contact with the side wall of the is increased, and the surface pressure is reduced by that amount, and wear is reduced.

It should be noted that the synchronizer rings 54, 56 are engaged with the gear pieces 64, 66 due to vibrations, etc., and collide with the shifting keys 112, 114 so that the key grooves 116, 1 are formed.
Since the side wall of 18 may be worn,
It is also possible to provide a notch that continuously cuts in the circumferential direction in the axial end faces of the key grooves 116 and 118 as in the embodiment of FIG.

The clutch 120 of FIG. 11 is an embodiment of the invention described in claims 6 and 8, and is different from the clutch 110 of FIGS. 9 and 10 in the shape of the shifting key and the arrangement of the clutch hub sleeve 42s. The installation position is different. That is, the shifting key 122 of this embodiment,
The groove 124 has the same dimension L ₃ from the center to both ends, but the groove 126 for positioning the shifting key 122 that abuts the synchronizer ring 54 and presses against the gear piece 64 during a gear shift operation has a groove 126 on the opposite side of the shifting key 122. As shown in (b), it is formed to be offset toward the synchronizer ring 54 side by a dimension α so that it cannot contact the synchronizer ring 56. Further, the groove 128 for positioning the shifting key 124, which abuts the synchronizer ring 56 and presses against the gear piece 66 during the gear shift operation, prevents the shifting key 124 from abutting against the synchronizer ring 54 on the opposite side. , (C), it is formed by offsetting to the synchronizer ring 56 side by the dimension α. This allows
The gaps X and Y are secured respectively, and the same effects as those of the embodiment shown in FIGS. 9 and 10 can be obtained.

The clutch 130 of FIG. 12 is a multi-cone type of key index, which is an embodiment of the invention described in claims 6 and 7, and is different from the clutch 110 of FIG. 9 and FIG. 32b and 34b are provided with taper members 132 and 134 which are relatively non-rotatable, and synchronizer rings 54 and 56 are provided with taper members 136 and 138 which are relatively non-rotatable. 34b is adapted to rotate synchronously with the synchronizer rings 54, 56 and the clutch hub 50 via three taper friction surfaces.

The clutch 140 of FIG. 13 is a multi-cone type of key index, which is an embodiment of the invention described in claims 6 and 8, and the clutch 120 of FIG.
In comparison with the above, the transmission gears 32b and 34b have a tapered member 13
2,134 are arranged so that they cannot rotate relative to each other,
The synchronizer rings 54 and 56 have taper members 136 and
The difference is that 138 is arranged so that it cannot rotate relative to each other, and the speed change gears 32b and 34b can be rotated synchronously with the synchronizer rings 54 and 56 and the clutch hub 50 via three taper friction surfaces, respectively. There is.

The clutch 150 shown in FIG. 14 is a hub index type clutch as shown in FIG. 7 to which the inventions according to claims 6 and 7 are applied, and is the same as the clutch 110 shown in FIGS. 9 and 10. The shifting key 15 is separately provided for the pair of synchronizer rings 54 and 56.
2, 154 are provided. These shifting keys 152, 154 are provided in a plurality (three in the embodiment) at equal angular intervals in the circumferential direction, and are also arranged at 60 ° intervals so as to be positioned in the middle in the circumferential direction. ing. Also, those shifting keys 152, 1
Corresponding to 54, the synchronizer rings 54 and 56 are provided with six engaging protrusions 54a and 56a, respectively, and the clutch hub 50 is provided with six common engaging grooves 50a.
Are formed, and the engaging projections 54a, 56a and the engaging groove 50a constitute engaging means 156, 158. The clutch hub sleeve 42s is provided with six grooves 60 corresponding to the above-mentioned shifting keys 152, 154, and these shifting keys 152, 154 are respectively positioned substantially at the center in the axial direction. .

On the other hand, the shifting key 152, which comes into contact with the synchronizer ring 54 and presses against the gear piece 64 during the gear shift operation, cannot come into contact with the synchronizer ring 56 on the opposite side, as shown in (b). The axial dimension L ₂ on the synchronizer ring 56 side is shorter than the axial dimension L ₁ on the synchronizer ring 54 side.
Further, a shifting key 154 that abuts the synchronizer ring 56 and presses against the gear piece 66 during a gear shift operation.
On the contrary, so that the abutting against the synchronizer ring 54 becomes impossible, as shown in (c), the synchronizer ring 5
The axial dimension L ₂ on the 4 side is shorter than the axial dimension L ₁ on the synchronizer ring 56 side. As a result, the gaps X and Y are secured respectively, and
The same effect as that of the embodiment of No. 0 can be obtained.

The clutch 160 of FIG. 15 is an embodiment of the invention described in claims 6 and 8 and is the clutch 1 of FIG.
Compared with 50, the shape of the shifting key and the disposition position with respect to the clutch hub sleeve 42s are different. That is, the shifting keys 162 and 164 of this embodiment are
The dimension L ₃ from the center to both ends is equal, but the groove 16 for positioning the shifting key 162 that abuts the synchronizer ring 54 and presses against the gear piece 64 during a gear shift operation.
6 is such that the shifting key 162 cannot come into contact with the synchronizer ring 56 on the opposite side (b).
As shown in FIG. 5, the offset is formed toward the synchronizer ring 54 side by the dimension α. Further, a groove 168 for positioning the shifting key 164 that abuts the synchronizer ring 56 and presses against the gear piece 66 during a gear shift operation.
Is formed by offsetting to the synchronizer ring 56 side by the dimension α as shown in (c) so that the shifting key 164 cannot abut against the synchronizer ring 54 on the opposite side. Thereby, the gap X
And Y are secured respectively, and the same effect as the embodiment of FIG. 14 is obtained.

Although not shown, the invention of claim 6 can be applied to a multi-cone type clutch of hub index.

Although the embodiments of the present invention have been described in detail with reference to the drawings, these are merely embodiments, and the present invention has various modifications and improvements based on the knowledge of those skilled in the art. It can be carried out.

[Brief description of drawings]

FIG. 1 is a perspective view showing a keyway portion of an embodiment of the invention described in claim 1. FIG.

FIG. 2 is a plan view of a key groove portion in the embodiment of FIG.

FIG. 3 is a plan view showing a state where the side wall of the key groove is worn in the embodiment of FIG.

FIG. 4 shows the relationship between the amount of wear on the side wall of the keyway and the travel distance,
It is a figure compared with the case of the prior art.

FIG. 5 is a sectional view showing an embodiment of the invention described in claim 4.

FIG. 6 is a perspective view showing a keyway portion of another embodiment of the invention as set forth in claim 4;

FIG. 7 is a diagram illustrating still another embodiment of the invention according to claim 4;

FIG. 8 is a sectional view showing still another embodiment of the invention as set forth in claim 4.

FIG. 9 is a diagram illustrating an embodiment of the invention described in claim 6;

10 is a side view showing a clutch hub and the like of the embodiment of FIG. 9. FIG.

FIG. 11 is a diagram for explaining another embodiment of the invention described in claim 6;

FIG. 12 is a diagram illustrating still another embodiment of the invention according to claim 6;

FIG. 13 is a diagram illustrating still another embodiment of the invention according to claim 6;

FIG. 14 is a diagram illustrating still another embodiment of the invention according to claim 6;

FIG. 15 is a diagram illustrating still another embodiment of the invention according to claim 6;

FIG. 16 is a diagram illustrating an example of a transmission to which the present invention is preferably applied.

FIG. 17 is a sectional view illustrating an example of a conventional clutch.

18 is a side view showing a clutch hub and the like of the clutch of FIG.

19 is a perspective view showing a keyway portion of the clutch of FIG.

20 is a plan view showing a keyway portion of the clutch of FIG.

FIG. 21 is a diagram for explaining wear of the side wall of the keyway in the clutch of FIG.

FIG. 22 is a diagram illustrating a state where the shifting key rides on a step formed by abrasion.

FIG. 23 is a diagram illustrating a conventional example in which a notch is continuously provided on a bottom surface at a corner portion between a side wall and a bottom surface of a key groove.

FIG. 24 is a perspective view showing a keyway portion of the conventional example of FIG. 23.

FIG. 25 is a diagram for explaining wear that occurs on the sidewall of the key groove due to vibration in the neutral state.

[Explanation of symbols]

10: Transmission 16: Output shaft (rotating shaft) 32b, 34b: Transmission gear 42s: Clutch hub sleeve 50: Clutch hub 52, 98, 112, 114, 122, 124, 15
2, 154, 162, 164: Shifting keys 54, 56, 84: Synchronizer ring 58: Shift fork (shift means) 62: Key springs 68, 70, 86, 116, 118: Key groove 80: Notches 82, 90, 100, 110, 120, 130, 14
0, 150, 160: Clutch 92, 94, 156, 158: Engaging means 96: Compression coil spring (key spring)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hideaki Koga 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Inventor Shinichi Takamura 1, Toyota Town, Aichi Prefecture, Toyota Motor Corporation ( 56) References JP-A 5-26258 (JP, A) JP-A 7-19258 (JP, A) JP-A 5-18422 (JP, A) JP-A 62-80327 (JP, A) Flat 5-83467 (JP, U) Actual Open Sho 58-30033 (JP, U) Actual Open Sho 58-30032 (JP, U) Actual Open Flat 1-69919 (JP, U) Actual Open Flat 5-8053 (JP , U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16D 11 / 00-23 / 14

Claims (8)

(57) [Claims] 1. A clutch hub, which is arranged so as not to rotate relative to a rotary shaft and is integrally rotated, and a spline fit to the clutch hub so that the clutch hub cannot rotate relative to the clutch hub and is axially movable relative to the clutch hub. A pair of shift positions spaced apart from each other in the direction, and a clutch hub sleeve that is located between the pair of shift positions and is moved to a neutral position that cuts off power transmission; A shifting key that is arranged so as to be movable relative to one another and is always positioned at a predetermined position of the clutch hub sleeve by the biasing force of a key spring, and a relative rotation on both sides of the clutch hub with respect to the rotary shaft. And the clutch hub sleeve is moved to the speed change position, thereby enabling the clutch hub sleeve to move. A pair of speed change gears that are spline-fitted to the sleeve and transmit power between the clutch hub, and a pair of speed change gears that are arranged so as to be rotatable relative to each other and axially movable relative to each other. A pair of synchronizer rings provided with a key groove that is pressed by the gear to be fitted in a taper and is engaged with the axial end of the shifting key in a state of allowing relative rotation of a predetermined angle. However, when the clutch hub sleeve is moved from the neutral position to any shift position,
When the shifting key is brought into contact with the axial end surface of the key groove, the synchronizer ring is pressed against the speed change gear, and the friction force of the taper fitting causes the synchronizer ring and the speed change gear to rotate synchronously. In a synchronizer for a transmission clutch, the transmission is characterized in that a notch is provided at a corner portion between the axial end surface and the side wall of the key groove so as to bite in the circumferential direction continuously to the axial end surface. Clutch synchronizer. 2. The axial width dimension of the notch according to claim 1, which is larger than the maximum dimension between the axial end surfaces of the key grooves of the pair of synchronizer rings minus the axial dimension of the shifting key. A clutch synchronizing device for a transmission characterized by the above. 3. The synchronizing key according to claim 1, wherein as long as the clutch hub sleeve is held at the neutral position by the shift means, the shifting key positioned at a predetermined position of the clutch hub sleeve is provided with the synchronizer ring. A clutch synchronizing device for a transmission, wherein dimensions of respective parts are set so that the axial end faces of the keyways do not come into contact with each other. 4. A clutch hub, which is arranged so as not to rotate relative to a rotating shaft and is integrally rotated, and a spline fit to the clutch hub so that the clutch hub cannot rotate relative to the clutch hub and is axially movable relative to the clutch hub. A pair of shift positions spaced apart from each other in the direction, and a clutch hub sleeve that is located between the pair of shift positions and is moved to a neutral position that cuts off power transmission; A shifting key that is arranged so as to be movable relative to one another and is always positioned at a predetermined position of the clutch hub sleeve by the biasing force of a key spring, and a relative rotation on both sides of the clutch hub with respect to the rotary shaft. And the clutch hub sleeve is moved to the speed change position, thereby enabling the clutch hub sleeve to move. A pair of speed change gears that are spline-fitted to the sleeve and transmit power between the clutch hub, and a pair of speed change gears that are arranged so as to be rotatable relative to each other and axially movable relative to each other. The clutch hub or the shifting key and the pair of synchronizer rings are composed of a pair of synchronizer rings that are pressed by a gear to be taper-fitted, and an engaging groove and an engaging protrusion that are engaged with each other in the circumferential direction. And a pair of engaging means for engaging each other in a state of allowing relative rotation of a predetermined angle, and when the clutch hub sleeve is moved from the neutral position to any shift position, the shifting key is By being brought into contact with the synchronizer ring, the synchronizer ring is pressed against the speed change gear, In a synchronizer for a transmission clutch that synchronously rotates the synchronizer ring and the transmission gear by the frictional force of the taper fitting, as long as the clutch hub sleeve is held in the neutral position by the shift means, the clutch 2. A transmission clutch clutch synchronizing device, wherein dimensions of respective parts are set so that the synchronizer ring does not come into contact with the shifting key positioned at a predetermined position of the hub sleeve. 5. The shifting key and the synchronizer ring according to claim 4, wherein the clutch hub sleeve is held at a predetermined position of the clutch hub sleeve when the clutch hub sleeve is held at the neutral position by the shift means. Dimension of each part is always larger than that between the synchronizer ring and the clutch hub or the key spring regardless of axial rattling of each part. A transmission clutch synchronizing device, wherein: is set. 6. A clutch hub, which is arranged so as not to rotate relative to a rotary shaft and is integrally rotated, and a spline fit to the clutch hub so that the clutch hub cannot rotate relative to the clutch hub and is axially movable relative to the clutch hub. A pair of shift positions spaced apart from each other in the direction, and a clutch hub sleeve that is located between the pair of shift positions and is moved to a neutral position that cuts off power transmission; A shifting key that is arranged so as to be movable relative to one another and is always positioned at a predetermined position of the clutch hub sleeve by the biasing force of a key spring, and a relative rotation on both sides of the clutch hub with respect to the rotary shaft. And the clutch hub sleeve is moved to the speed change position, thereby enabling the clutch hub sleeve to move. A pair of speed change gears that are spline-fitted to the sleeve and transmit power between the clutch hub, and a pair of speed change gears that are arranged so as to be rotatable relative to each other and axially movable relative to each other. The clutch hub or the shifting key and the pair of synchronizer rings are composed of a pair of synchronizer rings that are pressed by a gear to be taper-fitted, and an engaging groove and an engaging protrusion that are engaged with each other in the circumferential direction. And a pair of engaging means for engaging each other in a state of allowing relative rotation of a predetermined angle, and when the clutch hub sleeve is moved from the neutral position to any shift position, the shifting key is By being brought into contact with the synchronizer ring, the synchronizer ring is pressed against the speed change gear, In a synchronizer for a transmission clutch that synchronously rotates the synchronizer ring and the speed change gear by a frictional force of the taper fitting, the shifting keys are separated from each other in the circumferential direction with respect to the pair of synchronizer rings. And set up
A transmission clutch synchronizing device, wherein the disposition position and the axial dimension with respect to the clutch hub sleeve are set so that they cannot contact the synchronizer ring on the opposite side. 7. The shift mechanism according to claim 6, wherein the axial dimension of the shifting key on the opposite side is shortened so that the shifting key cannot come into contact with the synchronizer ring on the opposite side. Machine clutch synchronizer. 8. The clutch hub sleeve according to claim 6, wherein the shifting key is offset toward a side away from the opposite synchronizer ring so that the shifting key cannot come into contact with the opposite synchronizer ring. And a transmission clutch synchronizing device.