JPH0539815A - Synchromesh for transmission - Google Patents

Abstract

PURPOSE:To reduce noises and sliding resistance by inclinedly forming pressing faces and distancing faces on a key groove of a ring and a key part of a key, relatively rotating a gear-side tapered cone and a ring-side tapered cone during running, abutting and separating them to and from each other. CONSTITUTION:A key-side pressing face 30-1 and a distancing face 30-2 are formed on a key part 30 of a synchronizer key 24. A ring-side pressing face 54-1 and a distancing face 54-2 are formed on a key groove 54 of the synchronizer ring 42. The faces 30-1, 54-1 are inclined in a direction of generating a pressing force on the ring 42 to the side of a gear 10 with a relative rotation of a rotary shaft 4 and the gear 10 at the stopping of a car. The faces 30-2 and 54-2 are inclined in a direction of separating from each other during running. Accordingly, a ring-side tapered cone 50 is pressed against a gear-side tapered cone 38 for giving a load at the time of stopping of a car. It is thus possible to reduce noises and reduce sliding resistance during running through separation.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission synchronizing device, and more particularly to a transmission synchronizing device capable of reducing gear noise when a vehicle is stopped and sliding resistance during traveling without requiring an elastic member or the like. Regarding the device.

[0002]

2. Description of the Related Art Transmissions for converting and extracting the driving force of an internal combustion engine include a gear type transmission and a belt type transmission, and a gear type transmission with a small transmission loss of the driving force is often used. Has been done. A gear type transmission is provided with a plurality of drive side gears on a drive side rotating shaft and a plurality of driven side gears on a driven side rotating shaft, and meshes with any one of the plurality of drive side gears and driven side gears. By switching the state, the driving force of the internal combustion engine is converted and taken out in accordance with the meshing state of the meshed drive-side gear and driven gear. Further, some transmissions include, as a meshing mechanism for switching the meshing state of the driving side gear and the driven side gear, with a synchronizing device for synchronizing the peripheral speeds of the driving side gear and the driven side gear at the time of switching. ..

As such a transmission synchronizing device, as disclosed in Japanese Utility Model Publication No. 59-40585, an elastic member that elastically abuts a synchronizer key and presses the synchronizer ring toward the gear side is attached to the synchronizer ring. As a result, there is a device in which the ring side taper cone portion is pressed against the gear side taper cone portion to reduce gear noise such as backlash.

Further, as a transmission synchronizing device, as disclosed in Japanese Utility Model Publication No. 59-7632, a sleeve portion of a retainer is press-fitted to the outer periphery of a boss portion of a synchronizer hub on which a synchronizer ring and gears are not provided. However, by engaging a claw provided on a sleeve portion of the retainer with a groove of the boss portion, there is a device in which the synchronizer key is prevented from popping out to the side where the synchronizer ring and the gear are not provided.

[0005]

By the way, as a conventional transmission synchronizing device, a synchronizer sleeve is axially movably engaged with a synchronizer hub fixed to a rotary shaft of the transmission, and a shaft of the synchronizer sleeve is provided. Provided with a synchronizer key that can move in a small amount of axial direction following the directional movement, the synchronizer key is provided with a key portion, and a gear side taper cone portion is provided on a gear rotatably supported by the rotary shaft of the transmission. There is a synchronizer ring provided on the gear side taper cone portion so as to be movable in the circumferential direction by the ring side taper cone portion, and a key groove for engaging the key portion is provided on the synchronizer ring.

In such a transmission synchronizing device,
In order to reduce gear noise and sliding resistance due to abutment of a gear and a synchronizer ring engaged with the gear-side tapered cone portion of the gear by the ring-side tapered cone portion, for example, the above-mentioned Japanese Utility Model Publication No. 59-40585. As disclosed in the publication, an elastic member for pressing the synchronizer ring toward the gear is provided between the synchronizer ring and the synchronizer key.

However, since the elastic member presses the synchronizer ring toward the gear side, the gear side taper cone portion is always pressed against the gear side taper cone portion irrespective of whether the vehicle is stopped or running, so that the gear at the time of vehicle stop is stopped. While noise can be reduced, there is a problem of increasing sliding resistance during traveling. Therefore, there is an inconvenience that the function is deteriorated by heat generation and the driving force is lost. Further, since the elastic member is required, there is a disadvantage that the cost is increased due to the increase in the number of parts.

[0008]

In order to solve such a problem, the present invention is directed to an axial direction of a synchronizer sleeve which is axially movably engaged with a synchronizer hub fixedly mounted on a rotary shaft of a transmission. Following the movement, a key portion is provided on the synchronizer key that can move in a small amount of axial direction, and the gear side taper cone portion of the gear that is rotatably supported by the rotary shaft of the transmission can be moved circumferentially by the ring side taper cone portion. In a synchronizer for a transmission in which a key groove for engaging the key portion is provided in an engaged synchronizer ring,
The key portion of the synchronizer key is provided with a key-side pressing surface portion and a key-side separating surface portion, and the key groove of the synchronizer ring is provided with a ring-side pressing surface portion and a ring-side separating surface portion, and the key-side pressing surface portion and the ring. The side pushing surface portion is abutted by the relative rotation of the rotary shaft and the gear when the vehicle equipped with the transmission is stopped, and is inclined by directing the synchronizer ring in the direction in which the pushing force to the gear side should be generated. The key-side separation surface portion and the ring-side separation surface portion are brought into contact with each other by relative rotation between the rotary shaft and the gear during traveling of the vehicle equipped with the transmission, so that the synchronizer ring comes from the gear side. It is characterized in that it is provided with an inclination so as to be directed in a direction in which a separating force should be generated.

[0009]

According to the structure of the present invention, when the vehicle is stopped,
The relative rotation between the rotating shaft and the gear causes the key-side pressing surface and the ring-side pressing surface to come into contact with each other to generate a pressing force to the gear side of the synchronizer ring, thereby synchronizing the taper-side tapered cone of the gear with the synchronizer. The ring side taper cone portion of the ring can be pressed. Further, when the vehicle is running, the key-side separation surface portion and the ring-side separation surface portion are brought into contact with each other due to the relative rotation of the rotating shaft and the gear, and the separating force from the gear side is generated in the synchronizer ring, so that the gear The gear side taper cone portion can be separated from the ring side taper cone portion of the synchronizer ring.

[0010]

Embodiments of the present invention will now be described in detail with reference to the drawings.

1 to 5 show an embodiment of the present invention. In FIG. 5, 2 is a transmission and 4 is a rotating shaft. The transmission 2 rotatably supports gears 10 and 12 having different numbers of teeth on a rotating shaft 4 by bearings 6 and 8. Gear 1
A synchronizer 14 is provided between 0 and 12.

The synchronizer 14 is provided with a synchronizer hub 16 fixed to the rotating shaft 4 so as not to rotate, and a hub outer spline 18 of the synchronizer hub 16 is slidably engaged with a sleeve inner spline 22 of the synchronizer sleeve 20. Then, the synchronizer sleeve 20 is spline-engaged with the synchronizer hub 16 so as to be movable in the axial direction. Inside the synchronizer sleeve 20, the synchronizer key 24 is provided with a synchronizer spring 26.
-Pressed by 28. Synchronizer key 24
Is held by the synchronizer hub 16 so as to be able to move in the small axial direction following the axial movement of the synchronizer sleeve 20, and the key portions 30.
2 is provided.

The gears 10 and 12 are provided with gear outer splines 34 and 36, respectively, with which the sleeve inner splines 22 of the synchronizer sleeve 20 are slidably engaged, and gear side taper cone portions 38 and 40, respectively. There is. Between the gears 10 and 12 and the synchronizer hub 16, there are synchronizer rings 42 and 42, respectively.
44 are arranged. Synchronizer ring 42/44
Ring outer splines 46, 48 on which the sleeve inner splines 22 of the synchronizer sleeve 20 are slidably engaged are provided respectively, and rings which are engaged with gear side taper cone portions 38, 40 so as to be movable in the circumferential direction. Side tapered cone portions 50 and 52 are provided. Further, the synchronizer rings 42 and 44 are engaged with the key grooves 54 of the key portions 30 and 32 of the synchronizer key 24.
・ 56 is provided.

As described above, the synchronizer capable of moving in a small amount in the axial direction following the axial movement of the synchronizer sleeve 20 which is engaged with the synchronizer hub 16 fixed to the rotary shaft 4 of the transmission 2 so as to be movable in the axial direction. The key 24 is provided with key portions 30 and 32, and the gear side taper cone portions 38 and 40 of the gears 10 and 12 rotatably supported by the rotary shaft 4 of the transmission 2 are circumferentially formed by the ring side taper cone portions 50 and 52. Synchronizer ring 42 movably engaged
.44 with which the key groove 54 of the key portions 30 and 32 is engaged
In the synchronizing device 14 provided with 56, as shown in FIGS. 3 and 4, the key portion 30 of the synchronizer key 24 is provided with the key side pressing surface portion 30-1 and the key side separating surface portion 30-2 and the synchronizer ring. 42 keyway 54
A ring-side pressing surface portion 54-1 and a ring-side separating surface portion 54-2 are provided on the.

As shown in FIG. 1, the key-side pressing surface portion 30-1 and the ring-side pressing surface portion 54-1 are connected to the rotary shaft 4 when the vehicle (not shown) equipped with the transmission 2 is stopped. The contact is made by relative rotation with the gear 10, and the synchronizer ring 42 is provided so as to be tilted so as to be oriented in the direction in which the pressing force on the gear 10 side should be generated. Further, as shown in FIG. 2, the key side separation surface portion 30-2 and the ring side separation surface portion 54-2 are brought into contact with each other by the relative rotation of the rotating shaft 4 and the gear 10 during traveling of the vehicle, The synchronizer ring 42 is provided so as to be inclined in a direction in which a separating force from the gear 10 side should be generated.

Next, the operation will be described.

When the vehicle (not shown) equipped with the transmission 2 is stopped, as shown in FIG.
Rotate in the direction of arrow A against the synchronizer ring 4
2 is rotated in the direction of arrow A with respect to the synchronizer key 24. As a result, the synchronizer ring 42 and the synchronizer key 24 are brought into contact with each other by the relative rotation of the rotary shaft 4 and the gear 10 to bring the key-side pressing surface portion 30-1 and the ring-side pressing surface portion 54-1 into contact with each other. By moving in the ± a direction, the synchronizer ring 42 is caused to exert a pressing force on the gear 10 side.

Therefore, the conventional synchronizer ring 4
The gear side taper cone portion 3 of the gear 10 does not require an elastic member for pressing the gear 2 to the gear 10 side, and when the vehicle is stopped.
Since the ring side taper cone portion 50 of the synchronizer ring 42 can be pressed against the gear 8, a load can be applied to the rotation of the gear 10 and gear noise can be reduced.

Further, when the vehicle is running, as shown in FIG. 2, the gear 10 rotates in the direction of arrow B with respect to the rotary shaft 4, and the synchronizer ring 42 is moved to the synchronizer key 2.
4 is rotated in the direction of arrow B. As a result, the synchronizer ring 42 and the synchronizer key 24 are
By the relative rotation of the rotary shaft 4 and the gear 10, the key-side separation surface portion 30-2 and the ring-side separation surface portion 54-2 are brought into contact with each other and moved in the directions of the arrows ± b, and the synchronizer ring 42 is moved to the gear 10. A separation force from the side will be generated.

Therefore, since the gear side taper cone portion 38 of the gear 10 can be separated from the ring side taper cone portion 50 of the synchronizer ring 42 when the vehicle is running, a sufficient distance can be secured and sliding resistance is reduced. Therefore, it is possible to eliminate the inconvenience that the function is deteriorated due to heat generation and the driving force is lost.

Although the key portion 30 of the synchronizer key 24 on the gear 10 side and the key groove 54 of the synchronizer ring 42 on the gear 10 side have been described in this embodiment, the key portion 32 and the synchronizer ring 44 of the synchronizer key 26 on the gear 12 side have been described. Also for the key groove 56 of No. 5, the key side pressing surface portion 32-1 and the key side separating surface portion 32-2 are respectively provided.
By providing the ring side pressing surface portion 56-1 and the ring side separating surface portion 56-2, it is apparent that the same operational effect can be achieved.

[0022]

As described above, according to the present invention, when the vehicle is stopped, the contact between the key-side pressing surface portion and the ring-side pressing surface portion causes the gear-side tapered cone portion of the gear to contact the ring-side tapered cone portion of the synchronizer ring. The part can be pressed. Further, when the vehicle is traveling, the gear side taper cone portion of the gear can be separated from the ring side taper cone portion by the contact between the key side separation surface portion and the ring side separation surface portion.

Therefore, it is possible to reduce the gear noise when the vehicle is stopped without reducing the elastic member for pressing the synchronizer ring to the gear side, and to reduce the sliding resistance when the vehicle is running. By reducing the sliding resistance, it is possible to eliminate the inconvenience that the function is deteriorated due to heat generation and the driving force is lost.

[Brief description of drawings]

FIG. 1 is an explanatory view of a main part of a synchronizing device for a transmission according to an embodiment of the present invention when a vehicle is stopped.

FIG. 2 is an explanatory view of a main part of the synchronizing device for a transmission during traveling, showing an embodiment of the present invention.

3 is a cross-sectional view taken along the line 〓-〓 of FIG.

FIG. 4 is a perspective view showing an engaged state of a key portion of a synchronizer key and a key groove of a synchronizer ring.

FIG. 5 is an enlarged cross-sectional view of a main part of a transmission synchronization device.

[Explanation of symbols]

 2 Gearbox 4 Rotating shaft 6.8 Bearing 10/12 Gear 14 Synchronizer 16 Synchronizer hub 20 Synchronizer sleeve 24 Synchronizer key 30/32 key 38/40 Gear side taper cone 42/44 Synchronizer ring 50/52 Ring side taper cone 54/56 key groove 30-1 surface for pressing on key side 30-2 surface for separating on key side 54-1 surface for pressing on ring side 54-2 ring for separating on ring side

Claims (1)

[Claims] 1. A key portion is provided on a synchronizer key which is capable of moving in a small axial direction following the axial movement of a synchronizer sleeve which is axially movable in a synchronizer hub fixed to a rotary shaft of a transmission. A key groove engaged with the synchronizer ring movably in the circumferential direction by the ring side taper cone part of the gear side taper cone part of the gear rotatably supported by the rotation shaft of the transmission. In the provided transmission synchronizing device, the key portion of the synchronizer key is provided with a key-side pressing surface portion and a key-side separating surface portion, and the synchronizer ring key groove is provided with a ring-side pressing surface portion and a ring-side separating surface portion. The key-side pressing surface portion and the ring-side pressing surface portion are formed by relative rotation between the rotary shaft and the gear when the vehicle equipped with the transmission is stopped. The synchronizer ring is provided so as to be inclined so as to be directed in the direction in which the pressing force to the gear side should be generated in the synchronizer ring, and the key side separation surface portion and the ring side separation surface portion are provided in a vehicle equipped with the transmission. A transmission synchronizing device characterized in that the rotating shaft and a gear are brought into contact with each other by relative rotation during traveling and the synchronizer ring is tilted so as to be oriented in a direction in which a separating force from the gear side should be generated. ..