JPH0193626A - Synchronous engaging device for transmission - Google Patents

Abstract

PURPOSE:To reduce an operating force in connecting a hub sleeve in an engaging part between an inner cone and a clutch hub by forming the circumferential groove of an engaging groove on the side of a clutch hub wider than the circumferential width of an engaging tooth of the inner cone by the loosely rotatable quantity of a fixed pitch of a gear spline or more. CONSTITUTION:In an engaging part between an inner cone 39 and a clutch hub 37 in a synchronous engaging device 26 for a transmission, the circumferential groove of an engaging groove 37a on the side of the clutch hub 37 is formed wider than the circumferential width of an engaging tooth 39a of the inner cone 39 by the loosely rotatable quantity of 7/8 pitch of a gear spline 38a or more. Consequently, when the chamfer of a hub sleeve 33 pushes aside the chamfer of a synchronizer ring 41, the synchronizer ring 41, a middle cone 42 and the inner cone 39 rotate relatively in a body to the extent equivalent to about 3/8 pitch of the gear spline 38a against the clutch hub 37 splinedly engaging with a hub sleeve 33 to make the smooth pushing aside of the synchronizer ring 41 possible.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a synchronous meshing device for a transmission.

[Prior art]

Conventionally, the input shaft is connected to the engine via a clutch, and the output shaft is connected to the drive wheels. A gear type transmission for an automobile is known, which is configured to be in a driving force transmission state at a certain time. In this type of gear transmission, the gear trains on both shafts are generally in mesh at all times, and the gear on one shaft is fixed to the shaft, but the gear meshed with the gear, i.e. the gear on the other shaft. The gear on the side is loosely fitted on the shaft, and the clutch hub fixed to the other shaft and the loosely fitted gear are selectively connected by a hub sleeve, so that both shafts are brought into a driving force transmitting state. Ru. In other words, while the gear spline is provided integrally with the above-mentioned loosely fitted gear,
The hub sleeve is spline-engaged with the clutch hub, rotates integrally with the hub, and slides on the outer periphery of the hub in the axial direction to mesh with the gear spline, thereby connecting the loosely fitted gear and the clutch hub. Connect with.

In the gear type transmission having the above configuration, a synchronizing meshing device is generally provided to smoothly mesh the gear spline of the forward speed gearing device and the hub sleeve, which are loosely fitted.

Conventionally, this synchronous meshing device includes a cone portion integrally formed with the loosely fitted gear, a synchronizer ring having a tapered surface facing the cone portion and spline engaged with the hub sleeve, and a sliding portion of the hub sleeve. Equipped with a synchronizer key that moves with the movement,
When the hub sleeve slides as described above, the synchronizer key pushes the synchronizer ring into frictional engagement with the cone, and this engagement synchronizes the gear spline and hub sleeve prior to their engagement. A rotating type is widely used in practical use (see Japanese Utility Model Application Publication No. 132229/1983).

By the way, in order to further improve drivability, it is desirable to reduce the shift operation force, and especially in gear devices for 1.2 speeds, etc., the synchronizer ring or cone rotates with high torque, so there is a It is desirable that the clutch capacity, that is, the synchronization capacity, be high.

Therefore, a so-called double cone synchronizer has been proposed in USP No. 3.272°291, which has two frictional engagement points to increase the synchronization capacity. This double cone type synchronous meshing device is the 13th
As shown in FIGS. 15 to 15, an inner cone 41 having a tapered outer circumferential surface that is relatively rotatably engaged with the hub portion 15a of the clutch hub 15 by a predetermined amount and rotates together with the clutch hub 15, and an inner cone 41 that is coaxial with the hub sleeve 21. a synchronizer key 1 which is arranged in the clutch hub 15 and rotates integrally with the clutch hub 15;
8, and the inner peripheral surface is connected to the inner cone 41.
A synchronizer with a tapered shape facing the outer peripheral surface of
The ring 32 is disposed between the inner circumferential surface of the synchronizer ring 32 and the outer circumferential surface of the inner cone 41, and the gear 1
2, and an intermediate cone 51 rotatably supported along with the hub sleeve 21 so as to be movable in the gear axis direction.
As the synchronizer key 18 slides, the synchronizer key 18 moves in the hub axis direction and pushes the synchronizer ring 32 in this direction, and the chamfer of the spline 30 pushes the chamfer of the synchronizer ring 32, causing the synchronizer ring 32 to move. The intermediate cone 51 is frictionally engaged with the inner cone 41, and the intermediate cone 51 is frictionally engaged with the inner cone 41. In this double cone type synchronous meshing device, before the hub sleeve 21 meshes with the gear spline 61, the inner cone 41 and the synchronizer ring 32, in which the hub sleeve 21 and the chamfer of the spline are engaged, are connected to the gear spline 61. Frictionally engages the cone 51 from both sides, thereby causing the gear spline 61 and the hub sleeve 21 to rotate synchronously. In this synchronous meshing device, the gear spline 61 and the hub sleeve 21, which have different rotational speeds, are frictionally engaged with each other at two locations, so that the synchronization capacity is increased.

In the embodiment described in the above-mentioned publication, as shown in FIG. It is formed to have a large free rotation allowance of approximately 1/2 pitch. Further, as shown in FIG. 15, the circumferential width of the engagement groove 54 of the gear 12 with which the engagement tooth 52 of the intermediate cone 51 engages is approximately the same as the circumferential width of the engagement tooth 52;
2 is engaged with the engagement groove 54 without any gap.

[Problem that the invention seeks to solve]

In the double cone type synchronous meshing device for the gear type transmission described in the above publication, when the hub sleeve 21 is slid through the shift fork and brought into synchronous meshing by operating the shift lever, the step of synchronously rotating the hub sleeve 21 is performed. ,
a step of removing the chamfer of the synchronizer ring 32 by the chamfer of the hub sleeve 21;
Synchronous meshing is achieved with the step of moving the chamfer of the gear spline 61 by the chamfer of the hub sleeve 21. In the present application, the problem is the operating force when operating the shift forks to bring them into synchronous engagement.In the second step, when the chamfer of the hub sleeve 21 is used to scrape the chamfer of the synchronizer ring 32, the chamfer of the hub sleeve 21 (In other words, clutch hub 15
) with respect to the synchronizer ring 32 at approximately 3/8 pitch of the synchronizer ring spline 37 (that is,
It is necessary to relatively rotate the gear spline 61 by approximately 3/8 pitch of the gear spline 61. In this case, since an idle clearance of about 1/2 pitch of the gear spline 61 is formed in the engagement groove 44, the synchronizer ring 32, the intermediate cone 51, and the inner cone 41, which are in a state of frictional engagement, are connected to the clutch. It can be smoothly rotated relative to the hub 15, and the synchronizer ring spline 37 can be moved smoothly in the second step, so that the operating force does not increase much.

However, in the third step, when scraping the chamfer of the gear spline 61 with the chamfer of the hub sleeve 21, the gear spline 61 is moved relative to the clutch hub 15 at a pitch of approximately 4/8 of the gear spline 61 (that is, the synchronizer ring Spline 37
It is necessary to relatively rotate the gear 12 by about 4/8 pitch) in the direction of rotation of the gear 12 or in the opposite direction. When relatively rotating in the opposite direction, the engagement groove 44 of the clutch hub 15
There is no idle clearance left in the engagement groove 5 of the gear 12.
4 also has no idle clearance, and synchronizer ring 3
2 is in spline engagement with the hub sleeve 21, so
The intermediate cone 51 rotates relative to the synchronizer ring 32 and the inner cone 41, and the friction torque T between the intermediate cone 51 and the synchronizer ring 32 and the intermediate cone 51 and the inner cone 4
Since the hub sleeve 21 is slid toward the gear 12 against the friction torque T2 between 1 and 2, the operating force becomes significantly large as shown by the imaginary line in FIG.

In addition to this, generally speaking, devices with three or more tapered cone surfaces, such as triple cone type synchronized meshing devices,
Although this increases the synchronous capacity, there is also the problem that the operating force required to operate the hub sleeve in the axial direction increases.

[Means for solving problems]

A synchronous meshing device for a transmission according to the present invention includes an input shaft, an output shaft having a gear train meshing with a gear train on the input shaft,
a gear that is loosely fitted to one of the two shafts and forms a gear train;
A clutch hub fixed to the one shaft, a gear spline provided integrally with the gear, and a gear spline engaged with the clutch hub to rotate integrally with the hub and slide in the axial direction on the outer periphery of the gear spline. a hub sleeve that moves to selectively engage the gear spline, the hub sleeve being rotatably disposed with respect to the one shaft and engaged with the clutch hub so as to be relatively rotatable by a predetermined amount or more; an inner cone having at least an outer circumferential surface shaped like a Taber cone, a synchronizer key fitted into an outer circumferential groove of the clutch hub, an outer circumferential portion formed with a spline that engages with the hub sleeve, and facing the outer circumferential surface of the inner cone. a synchronizer ring having a Taber cone-shaped inner circumferential surface that engages with the synchronizer key and rotates integrally with the clutch hub and hub sleeve; the inner circumferential surface of the synchronizer ring and the outer circumference of the inner cone; placed between the
An intermediate cone whose outer and inner circumferential surfaces are tapered cones is supported to be rotatable and axially movable together with the gear, and an engagement groove on the clutch hub side is provided at the engagement portion between the inner cone and the clutch hub. The width of the circumferential groove is larger than the circumferential width of the engagement teeth of the inner cone by more than 7/8 pitch free rotation of the gear spline.

[Effect]

In the synchronous meshing device for a transmission according to the present invention, in the engagement portion between the inner cone and the clutch hub, the circumferential groove width of the clutch hub side engagement groove is wider than the circumferential width of the engagement teeth of the inner cone. Since the free rotation is larger than the 778 pitch of free rotation, when the chamfer of the hub sleeve is used to clear the chamfer of the synchronizer ring, the synchronizer ring and the clutch hub that is spline engaged with the hub sleeve are The intermediate cone and inner cone are integrally connected to approximately 3/3 of the gear spline.
The synchronizer ring is smoothly moved through the relative rotation by an amount equivalent to 8 pitches.

Even after the above-mentioned synchronizer ring clearance, an idle rotation clearance larger than the 4/8 pitch idle rotation of the gear spline is left in the engagement groove of the clutch hub. When relatively moving the spline in the opposite direction to the rotational direction of the gear, the intermediate cone and inner cone rotate relative to the clutch hub by an amount equivalent to approximately 4/8 pitch of the gear spline, thereby moving the gear spline. is done smoothly.

However, in this case, since the synchronizer ring is splined to the hub sleeve, it cannot rotate relative to the clutch hub, and slip occurs between the synchronizer ring and the intermediate cone, which resists the friction torque TI between them. This causes the hub sleeve to slide in the axial direction, and the operating force of the shift lever becomes as shown by the solid line in FIG. 11.

〔Effect of the invention〕

According to the synchronous meshing device for a transmission according to the present invention, as explained above, the circumferential groove width of the engagement groove of the clutch hub is set to be smaller than the circumferential width of the engagement teeth of the inner cone by the width of the gear spline.
With a very simple configuration in which the free rotation allowance is larger than /8 pitch, the operating force when connecting the hub sleeve can be reduced and the operating feeling can be improved. In addition, it is possible to reduce the operating force of a synchronous meshing device having a plurality of tapered cone surfaces.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a gear type transmission, and FIGS. 2 and subsequent figures show a synchronous meshing device applied to the above transmission. As shown in FIG. 1, the gear type transmission 1 includes an input shaft 6 rotatably supported by a transmission case 2 via bearings 3, and connected to an engine output shaft 5 via a clutch 4.
and an output shaft 8 arranged parallel to the input shaft 6 and rotatably supported by the transmission case 2 via bearings 7. Gears 11, 12, 13, 14, 15 on the input shaft 6 are connected between the input shaft 6 and the output shaft 8.
and gears 16, 17, and 17 that are always meshed with these gears.
18, 19, 20 for 1st speed, 2nd speed, 3rd speed,
Gear devices 21, 22, 23, 24 for 4th and 5th speeds
・25 is provided.

Here, one gear 1 constituting each gear device 21 to 25
1, 12, 18, 19, 15 are input shaft 6 or output shaft 8
The other gears 16, 17,
13, 14, and 20 are output shaft 8 or input shaft 6
It is fitted loosely so that it can rotate relative to the shaft. The gears 16 and 170 are loosely fitted to the output shafts 8 of the first and second gear devices 21 and 22, and the input shafts 6 of the third and fourth gear devices 23 and 24 are loosely fitted to each other. gear 1
Between 3 and 14, the gear 20 loosely fitted on the output shaft 8 of the 5th speed gear device 25 (to the left in the figure) is replaced by the above-mentioned loosely fitted gear by operating the shift lever (path shown in the figure). 3 for 1st-2nd speed selectively coupling one of the gears 16, 17, 13, 14, 20 to the input shaft 6 or output shaft 8;
- Synchronous mesh device 26, 27, 28 for 4th speed and 5th speed
is provided.

On the other hand, a reverse gear device 31 is provided between the first and second speed gear devices 21 and 22 provided between the input shaft 6 and the output shaft 8. This reverse gear device 3
1 is a reverse gear 32 integrally formed with the input shaft 6;
It is rotatably and slidably supported on a reverse gear 34 formed around the outer periphery of the hub sleeve 33 of the 1st-2nd speed intermittent meshing device 26 and on an idle shaft 35 shown expanded in the figure, and is a reverse idle gear 36 that is slid to the left and meshes with the reverse gears 32 and 34;
It is composed of. For example, an input gear 10 of a differential (not shown) is meshed with an output gear 9 formed at the front end of the output shaft 8, and the rotation of the output shaft 8 is transmitted to the driving wheels via these gears 9 and 10. transmitted to.

Among the three synchronizers, the synchronizers 27 and 28 for 3rd and 4th speeds and 5th speed are known ones using synchronizer rings 29 and 30, respectively.
On the other hand, the 1st-2nd speed synchronizing mesh device 26 is constructed by employing a double cone type synchronizing mesh device according to the present invention.

Hereinafter, this synchronous meshing device 26 will be explained in detail with reference to FIG. 2 and subsequent figures. Since this synchronous meshing device 26 is formed symmetrically on the first speed side and the second speed side, the same numbers are given to the equivalent elements arranged symmetrically to each other, and hereinafter, the single gear gear 16 and the second speed side are symmetrically formed. The mechanism for coupling with the output shaft 8 will be explained by taking as an example.

As shown in FIG. 2, the clutch hub 37 is spline-fitted to the output shaft 8 and 9. Also, a gear spline forming ring 3 is integrally formed with the first gear gear 16 that is loosely fitted on the output shaft 8.
8 is firmly fixed, and a gear spline 38a is formed on the outer periphery of the gear spline forming ring 3. The end of the clutch hub 37 of this gear 16 has a hub portion 16a.
An inner cone 39 is rotatably fitted into the hub portion 16a. This inner cone 39 is made of a substantially annular member, and is disposed coaxially with the gear 16 on the hub portion 16a. The outer circumferential surface of the inner cone 39 has a tapered cone shape whose diameter gradually decreases toward the clutch hub 37 side. A number of engagement teeth 39a are formed at the tip of the inner cone 39 at intervals, and these engagement teeth 39a are engaged with a plurality of engagement grooves 37a of the clutch hub 37, respectively. . Here, as shown in FIG.
a (that is, synchronizer ring spline 41a
), and the inner cone 39 is formed to be larger than a predetermined amount (idling clearance W shown in FIG. 7) with respect to the clutch hub 37, that is, the gear spline 3
It is possible to rotate relative to each other by an angle (θ, 102') corresponding to 7/8 pitch of 8a.

A hub sleeve 33 is spline engaged with the outer peripheral surface of the clutch hub 37 via a spline 33a. Therefore, the hub sleeve 33 rotates together with the clutch hub 37, but in the hub axial direction with respect to the clutch hub 37 (
It is slidable (in the length direction of the output shaft 8). Further, a plurality of synchronizer keys 40 are held in a groove on the outer periphery of the clutch hub 37 via springs 45.

The synchronizer key 40 engages the hub sleeve 33 and moves with the hub sleeve 33 as the hub sleeve 33 slides as described above. On the other hand, a synchronizer ring 41 is disposed between the gear spline 38a and the clutch hub 37. The synchronizer ring 41 has a tapered cone-shaped inner circumferential surface facing the outer circumferential surface of the inner cone 39, and a spline 41a is formed on the outer circumference of the synchronizer ring 41.
0, and this retaining groove 41
There is a surface in b that is pressed by the synchronizer key 40 when the synchronizer key 40 moves as described above. A tapered cylindrical intermediate cone 42 is disposed between the inner peripheral surface of the synchronizer ring 41 and the outer peripheral surface of the inner cone 39. A plurality of engagement teeth 42a are formed at the end of the intermediate cone 42 on the gear 16 side, and these engagement teeth 42a are engaged with the engagement groove 38b of the gear spline forming ring 38 with almost no gap. (See Figure 9). Thereby, the intermediate cone 42 rotates together with the gear spline 38a, and is also movable to some extent in the axial direction of the gear 16. An outer lining 42b and an inner lining 42c are provided on the outer and inner peripheral surfaces of the intermediate cone 42, respectively.

In the above configuration, assuming that the gear 16 is rotating in the direction of arrow R (see FIG. 8), the shift fork (path shown in the figure) engaged with the circumferential groove 33b on the outer periphery of the hub sleeve 33 is operated. and the hub sleeve 33 is attached to the gear 16.
When slid to the side, the synchronizer key 40 pushes the synchronizer ring 41 toward the gear 16, and then the chamfer of the spline 33a of the hub sleeve 33 pushes the chamfer of the spline 41a of the synchronizer ring 41, so that The inner peripheral surface of the synchronizer ring 41 is pressed against the intermediate cone 42 and the outer lining 42
The intermediate cone 42 is frictionally engaged with the intermediate cone 42 via the inner cone 39, and the intermediate cone 42 is also pushed toward the gear 16, so that it is pressed against the outer circumferential surface of the inner cone 39, and the inner running 42
It frictionally engages with the inner cone 39 via c. Since the intermediate cone 42 is rotating together with the gear spline 38a, the gear spline forming ring 38 and the hub sleeve 33 rotate synchronously when the above-described frictional engagement occurs.

This synchronized state is shown in Figures 5(a), 6(a), and 7(
a) and FIG. 10(a), the synchronizer key 40 is inserted into the engagement groove 4 of the synchronizer ring 41.
1b, the chamfer of the spline 3.1a of the hub sleeve 33 abuts the chamfer of the spline 41a of the synchronizer ring 41,
The engagement teeth 39a of the inner cone 39 are in contact with the leading end of the engagement groove 37a of the clutch hub 37. An idle clearance W (where W≧7/8 pitch of the gear spline 38a) remains on the trailing side of the locking groove 37a.

When the hub sleeve 33 is further slid toward the gear 16 (in the X direction) in the synchronous rotation state, the synchronizer is moved by the chamfer of the spline 33a of the hub sleeve 33
The splines 41a of the ring 41 are moved apart, but at this time, since there is the free rotation clearance W on the trailing side of the engagement groove 37a of the clutch hub 37, the synchronizer ring 41, intermediate cone 42, and inner cone 39 are separated. Arrow R with respect to hub sleeve 33 and clutch hub 37
Approximately 3/3 of the gear spline 38a in the opposite direction (X direction)
With a slight relative rotation by an angle θI (see FIG. 8) corresponding to 8 pitches, the splines 41a of the synchronizer ring 41 are swept away by the chamfer of the splines 33a of the hub sleeve 33. The state immediately after the displacement of the synchronizer ring 41 is shown in Fig. 3, Fig. 5(b), Fig. 6(b), Fig. 7(b), Fig. 8, and Fig. 10(b).
), the hub sleeve 33 and the synchronizer ring 41 are engaged by spline, the synchronizer key 40 is located in the middle of the engagement groove 41b, and the engagement teeth 39a of the inner cone 39 are engaged with the clutch hub 37. Engagement groove 37
An idling clearance W, which is located approximately in the middle of ``a'' and is larger than the 4/8 pitch idling allowance of the gear spline 38a, is left on the trailing side of the engagement groove 37a.

When the spline 41a of the synchronizer ring 41 is moved further and the hub sleeve 33 is further slid in the X direction, the synchronizer ring 41 is removed from the hub sleeve 33.
If the clutch hub 37 is already spline-engaged and cannot rotate relative to the hub sleeve 33, and if it is to be moved in the X direction relative to the hub sleeve 33, an idle clearance W remains on the trailing side of the retaining groove 37a of the clutch hub 37. Therefore, only the area between the synchronizer ring 41 and the intermediate cone 42 slips, and the gear spline 38a, the intermediate cone 42, and the inner cone 39 slip in the X direction with respect to the hub sleeve 33 and the clutch hub 37. The gear spline 38a is moved through the chamfer of the spline 33a of the hub sleeve 33 by relative rotation by an angle θ2 (see FIG. 8) corresponding to a /8 pitch, and the gear 16 and the output shaft 8 are connected by the hub sleeve 33. .

On the other hand, when moving in the R direction relative to the hub sleeve 33, there is an idle clearance Wz (Wz = gear spline 38a) on the leading side of the engagement groove 37a.
Since there is a free rotation allowance of 3/8 pitch of
The angle θI corresponding to approximately 3/8 pitch of the gear spline 38a in the R direction (see FIG. 8) rotates relative to the gear spline 38a, and the gear spline 38a is swept away by the chamfer of the spline 33a of the hub sleeve 33. . The displacement of the gear spline 38a in the Y direction is shown in Figures 4, 5 (C), 6 (C), and 7 (C).
, FIG. 9 and FIG. 10(c), the hub sleeve 33 and the gear spline 38a are spline engaged, and the engagement teeth 39a of the inner cone 39 are engaged with the clutch hub 3.
It abuts on or is close to the trailing end of the engagement groove 37a of No.7.

In the conventional device, the locking groove 37a of the clutch hub 37
Since an idle clearance of about 1/2 pitch of the gear spline 38a was provided in the above, the spline 41a of the synchronizer ring 41 is lightly scraped as in the above embodiment, but the gear spline 38a is scraped in the Y direction. In this case, as mentioned in the "Problems" section, the gear spline 38'a is rotated against the friction torque T on the outer surface side of the intermediate cone 42 and the friction torque T2 on the inner surface side to separate the cone. Therefore, the operating force for operating the shift fork becomes extremely large as shown by the imaginary line in FIG. On the other hand, in the synchronous meshing device of the above embodiment, when the gear spline 38a is moved in the Y direction, the intermediate cone 4
11, the operating force is reduced by the amount of friction torque T2, as shown by the solid line in FIG. 11.

Note that the circumferential groove width of the engagement groove 38b of the gear spline forming ring 38 may be set to be larger than the circumferential width of the engagement tooth 42a of the intermediate cone 42 by at least the 4/8 pitch free rotation of the gear spline 38a. Possible. In this case, when the gear spline 38a is moved in the Y direction relative to the hub sleeve 33, no slip occurs between the synchronizer ring 41 and the intermediate cone 42, and the operating force of the shift fork is further reduced.

As shown in FIG. 12, a tapered cone surface is formed on the hub portion 16a of the gear 16, and the lined tapered cone-shaped inner circumferential surface 39b of the inner cone 39 is fitted onto the hub portion 16a, thereby connecting the hub portion 16a and the inner cone. The present invention can be similarly applied to a device in which the shift operation force is further reduced by frictionally engaging the gear shifter 39 with the gear shifter 39. However, the same reference numerals are given to the same members as in the above embodiment, and the explanation thereof will be omitted.

As explained above, in the synchronous meshing device according to the above embodiment, the circumferential groove width of the engagement groove 37a of the clutch hub 37 is
With an extremely simple configuration in which the width in the circumferential direction of the engaging teeth 39a of the inner cone 39 is larger than the free rotation of 7/8 pitch of the gear spline 38a, the operating force of the gear spline 38a is increased (2 In addition to significantly reducing the step motion (step motion), it is also possible to reduce the operating force for the shift fork of a synchronized meshing device equipped with a plurality of tapered cone-shaped friction surfaces. Furthermore, the engagement teeth 42a of the intermediate cone 42 are provided in the engagement groove 38b of the gear spline forming ring 38.
Since these are designed to engage with almost no gap, there is no rattling in this part during gear shifting operations, and it is possible to prevent settling.

[Brief explanation of the drawing]

Among the drawings, FIGS. 1 to 12 show embodiments of the present invention, and FIG. 1 is a side sectional view of a gear type transmission, and FIGS.
Figure 4 is a side sectional view of the synchronized meshing device at each stage, Figure 5 (a), Figure 6 (a) and Figure 7 (a) are the V-V line and Vl of Figure 2, respectively. -VI line, ■-■ line cross-sectional development diagram, Figure 5 (b), Figure 6 (b), and Figure 7 (b) are the ■-V line, VI-VI line, and ■- of Figure 3, respectively. ■ Line cross-sectional development diagram, Figure 5 (c), Figure 6 (C), and Figure 7 (C) are the V-V line, Vl-Vl line, and ■-■ line cross-sectional development diagram of Figure 4, respectively. Figure 8 is a sectional view taken along the line ■-■ in Figure 3, Figure 9 is a sectional view taken along the line IX-IX in Figure 4, and Figure 10 (a), (b),
(c) is an explanatory diagram explaining each stage of synchronization and separation, Figure 11 is a diagram of operating force, Figure 12 is a diagram corresponding to Figure 2 according to a modification, and Figures 13 to 15 are Regarding a conventional synchronous meshing device, Fig. 13 is a diagram equivalent to Fig. 2, and Fig. 14 is a diagram equivalent to Fig. 1.
3 is a sectional view taken along the line AA, and FIG. 15 is a sectional view taken along the line BB in FIG. 13. 1. Gear type transmission, 6. Input shaft, 8. Output shaft, 26. Synchronous meshing device, 33. Hub sleeve,
33a...Spline, 37...Clutch hub, 37a...Engaging groove, 38...Gear spline forming ring, 38a...Gear spline, 39...Inner conin, 39a...Engaging tooth, 40...Synchronizer key , 41... synchronizer ring,
41a... Spline, 42... Intermediate cone,
42a: Engagement tooth. Figure 12 Figure 3 Figure 8 Figure 9 Figure 10 Figure 11 Time Figure 15 Figure 14

Claims (1)

[Scope of Claims] An input shaft, an output shaft having a gear train meshing with a gear train on the input shaft, a gear loosely fitted to one of the two shafts to form the gear train, and the one shaft. a clutch hub fixed to the gear; a gear spline integrally provided with the gear; and a gear spline that engages the clutch hub with the spline, rotates integrally with the hub, and slides on the outer periphery of the gear spline in the axial direction. A transmission comprising a hub sleeve that selectively meshes with the gear spline, at least an outer circumferential surface of which is rotatably disposed with respect to the one shaft and is engaged with the clutch hub so as to be relatively rotatable by a predetermined amount or more. has a tapered cone-shaped inner cone, a synchronizer key fitted into the outer circumferential groove of the clutch hub, an outer circumference formed with a spline that engages with the hub sleeve, and a tapered cone-shaped inner cone facing the outer circumferential surface of the inner cone. a synchronizer ring having an inner circumferential surface and which engages with the synchronizer key and rotates integrally with the clutch hub and hub sleeve; and an inner circumferential surface of the synchronizer ring and an outer circumferential surface of the inner cone. an intermediate cone having tapered cone-shaped outer and inner circumferential surfaces, which is disposed between the inner cone and the clutch hub, and which is rotatably and axially movably supported together with the gear; Synchronous meshing for a transmission, characterized in that the circumferential groove width of the hub-side engagement groove is larger than the circumferential width of the engagement teeth of the inner cone by more than 7/8 pitch free rotation of the gear spline. Device.