JPH0712224A - Reverse synchronizing device of transmission - Google Patents

Abstract

PURPOSE:To reduce or eliminate synchronizing reaction of a brake member received on a shift fork at reverse shifting. CONSTITUTION:The connecting position of a brake member 43 to a shift fork 36 through a rotation restraining pin 47 is arranged with an offset from a line L for connecting together the axis of a shift rod 35 and the rotational center of the cylindrical part 43a of the brake member 43. At reverse shifting, the component force T3 of the synchronizing reaction T2 of the brake member 43 input to the shift fork 36 acts as the force for rotating the shift fork 36, and hence the synchronizing reaction of the brake member 43 received by the shift fork 36 is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reverse synchronizing device for a transmission.

[0002]

2. Description of the Related Art Generally, in a transmission of an automobile in which a reverse gear train is of a selective sliding type, a plurality of gear devices for forward movement can be smoothly switched via a synchronizing device. However, since the reverse gear device is normally switched in a stopped state, it is configured to be selectively switched by sliding the idler gear without using a synchronizing device.

Therefore, when the clutch is disengaged from the neutral state or the fine speed forward state and the gear is reversely shifted, the input shaft which is inertially rotating and the output shaft which is stopped or is rotating at a slight speed are transmitted through the gear device for reverse drive. Directly connected,
Gear noise and gear loss may occur.

Therefore, as described in, for example, Japanese Unexamined Patent Publication No. 5-39828, a brake member having a taper pressure contact surface of a partially conical surface that expands rearward is concentrically provided near the shaft end of the input shaft. , A connecting member integrally provided with the brake member is connected to the shift fork, and a synchronizer ring arranged concentrically with the brake member at the time of reverse shift is connected to the brake member via the synchronizing device of the gear device for the fifth speed. A reverse synchronizer that frictionally presses against a taper pressure contact surface to brake inertial rotation of an input shaft,
It is known that a synchronous reaction force of a brake member is supported by a shift fork. Here, the connecting member integrally provided with the brake member is connected to the shift fork so that the vibration during braking is not directly transmitted to the transmission cover and the vibration during braking is not transmitted. This is because the generation of noise can be prevented.

[0005]

However, in such a case, as shown by the chain line in FIG. 6, the connecting position of the connecting member a (rotational restraint pin) with the shift fork 36 is the shaft of the shift rod 35. Since it is arranged on the line L connecting the center of the brake member b and the center of rotation of the brake member b, at the time of reverse shift, the synchronous reaction force T1 of the brake member is directly received by the shift fork and the synchronous reaction force of the brake member is received. By receiving it, a relatively large torque acts in the rotation direction of the shift fork, and the torque causes the shift fork to slightly rotate, which causes a tapping noise between the shift fork and the clutch hub sleeve for reverse. is there.

The present invention has been made in view of the above circumstances, and provides a reverse synchronizing device in which the synchronous reaction force received by a shift fork during a reverse shift is reduced or eliminated.

[0007]

The present invention is directed to an input shaft to which a driving force is input from an engine, an output shaft, a gear mechanism for transmitting the driving force from the input shaft to the output shaft, and a driving force of the gear mechanism. A speed change mechanism for switching the transmission path via a synchronizer, a shift rod for driving the speed change mechanism, a shift fork connected to the shift rod, and a rotatably fitted to the input shaft for reverse shift. It is premised on a reverse synchronizing device of a transmission including a brake member that receives a frictional force from the synchronizing device and brakes the input shaft, and a connecting member that is integrally provided on the braking member and that is connected to the shift fork. To do.

In the invention of claim 1, the connecting position of the connecting member with the shift fork is offset from the line connecting the axis of the shift rod and the center of rotation of the brake member.

Further, the invention of claim 2 is configured such that the connecting position of the connecting member with the shift fork is on the shift rod axial center.

[0010]

According to the invention of claim 1, the shift fork receives the synchronous reaction force of the brake member during the reverse shift. In that case, the connecting position of the connecting member with the shift fork is the axial center of the shift rod. Since it is offset from the line connecting the rotation center of the brake member, the synchronous reaction force T2 of the brake member does not act on the shift fork as it is, but the component force T3 of the synchronous reaction force T2 in the rotation direction of the shift fork. Acts on the shift fork, and as a result, in the conventional case (when the connecting position of the connecting member with the shift fork is not offset from the line connecting the shaft center of the shift rod and the rotation center of the brake member). In comparison, the synchronous reaction force of the brake member that the shift fork receives is greatly reduced, and the shift fork does not rotate slightly. See Fig. 6 solid line).

According to the second aspect of the present invention, since the connecting position of the connecting member with the shift fork is on the shift rod axial center, the synchronous reaction force of the brake member causes the shift fork to act on the shift fork during reverse shift. The torque does not rotate, and the moment of the synchronous reaction force of the brake member input to the shift fork disappears.

[0012]

Embodiments of the present invention will now be described in detail with reference to the drawings. In this embodiment, the present invention is applied to a reverse synchronizing device for a manual transmission having five forward gears.

In FIG. 1 showing the schematic structure, 1 is a manual transmission, 2 is a substantially cylindrical transmission case, and a transmission cover 3 made of a steel plate is oil-tightly attached to the rear end thereof. In the transmission case 2, an input shaft 6 connected to an engine output shaft 5 via a clutch 4 and an output shaft 7 arranged in parallel with the input shaft 6 are provided via a pair of front and rear bearings 8 and 9. Five gear devices 10 to 14 for forward movement for the first speed to the fifth speed are provided across the input shaft 6 and the output shaft 7 so as to be rotatably supported.

The input gears 15 to 19 on the input shaft 6 of the gear units 10 to 14 and the output gears 20 to 24 on the output shaft 7 are always meshed with each other, and one gear 1 of the gear units 10 to 14 is in mesh.
5, 16 and 22 to 24 are integrally formed with the input shaft 6 or the output shaft 7 or are spline-fitted so as to rotate integrally, and the other gears 17 to 19, 20, and 21 are input shaft 6
Alternatively, it is attached to the output shaft 7 so as to be relatively rotatable. The interior of the transmission case 2 and the space formed by the transmission case 2 and the transmission cover 3 are filled with lubricating oil up to near the lower end of the output shaft 7.

The gear device 1 for the first speed and the second speed
Between the gears 20 and 21 of 0 and 11, between the gears 17 and 18 of the gear units 12 and 13 for the third speed and the fourth speed, and behind the gear 19 of the gear unit 14 for the fifth speed, there are gears. 20, 21,
Synchronous devices 25 to 27 for selectively coupling one of the output shafts 17 to 19 to the input shaft 6 or the output shaft 7 are provided, and these synchronous devices 25 to 27 are connected to the shift lever via a shift device (not shown). It is operated according to the operation.

Since the synchronizers 25 to 27 have the same structure, the synchronizer 27 for the fifth speed will be described. As shown in FIGS. 1 to 4, the input gear 19 of the gear device 14 for the fifth speed is rotatably supported in the vicinity of the rear end of the input shaft 6 and is provided behind the input gear 19 on the input shaft 19. The clutch hub 30 is concentrically spline-fitted, and the sleeve 31 is spline-fitted to the outer periphery of the clutch hub 30 so as to be movable in the axial direction. Between the clutch hub 30 and the sleeve 31, keys 33 biased outward through a pair of annular front and rear springs 32 are mounted at predetermined intervals in the circumferential direction, and the input gear 19 is provided with a rear A boss portion 19a extending to is formed. A gear spline 19b capable of being spline-fitted to the sleeve 31 is formed in the front part of the boss part 19a, and a tapered conical contact surface 19c of a partially conical surface that expands in diameter toward the front is formed in the rear part of the boss part 19a. A synchronizer ring 34 that can be spline-fitted to the sleeve 31 is externally fitted to the taper pressure contact surface 19c.

As shown in FIGS. 2 and 4, the shift device operates the fifth speed synchronizing device 27, so that the shift device includes a shift rod 35 supported below the input shaft 6 so as to be movable in the front-rear direction. A shift fork 36 having a pair of arm portions 36a fixed to the rear end of the shift rod 35, extending upward from the shift rod 35, and engaging with the annular groove 31a of the sleeve 31.

In the synchronizer 27, when the sleeve 31 is operated forward through the shift rod 35 and the shift fork 36 by the operation of the shift lever, as shown by the chain double-dashed line in FIG.
Moves forward through the key 33 to move the taper pressure contact surface 19c.
Frictionally welded to the clutch hub 3 to rotate the input gear 19.
It is gradually synchronized via 0.

Next, the key 33 is moved inward so that the sleeve 31 is spline-fitted to the synchronizer ring 34, and the rotation of the sleeve 31 and the input gear 19 is almost completely synchronized. The gear spline 19b of 19 is spline-fitted to integrally couple the two.

A reverse gear device 37 is provided between the first speed gear device 10 and the second speed gear device 11, and this gear device 37, as shown in FIG. 6, an input gear 38 integrally formed with the output gear 39, an output gear 39 formed on the outer peripheral portion of the sleeve 25a of the synchronizer 25, and an idle shaft 40 rotatably and axially as shown in FIG. When the idle gear 41 is moved rearward through a shift fork (not shown) slidably supported, the idle gear 41 moves the input gear 38 and the output gear 39.
And the rotational force in the direction opposite to that of the input shaft 6 is transmitted to the output shaft 7. That is, when the shift rod 35 is operated forward by the operation of the shift lever, the fifth speed is shifted,
When it is operated backward, it shifts to reverse.

Next, the reverse synchronizer 42 for preventing the gear squeal during the reverse shift from the neutral state or the fine speed forward state will be described.

The reverse synchronizer 42 will be described. As shown in FIGS. 2 to 4, a substantially cylindrical tubular portion 43a is provided on the rear side of the clutch hub 30, and a shift fork from the lower rear end of the tubular portion 43a. The brake member 43 including an extension portion 43b extending toward the 36 side is provided.
Is rotatably supported concentrically on the input shaft 6 via the bearing sleeve 44 in the cylindrical portion 43a, and is held immovably in the axial direction between the flange portion 44a of the bearing sleeve 44 and the clutch hub 31. On the outer peripheral surface of the cylindrical portion 43a, a taper pressure contact surface 45 having a partially conical surface shape that expands rearward is formed, and at the front portion of the cylinder portion 43a, the taper pressure contact surface 45 can be frictionally pressure-contacted and the sleeve 31 is attached. A spline fittable synchronizer ring 46 (corresponding to a friction pressure contact member) is externally fitted, and a rotation restraining pin 47 (connecting member) extending in the front-rear direction and penetrating the middle portion of the shift fork 36 at the lower end of the extension 43b. Is fastened and the rotation restraint pin 4
A soundproof / vibration spacer member 48 is interposed between the shift shift fork 36 and the shift fork 7. This rotation restraint pin 47
Fastening position with shift fork 36 (connecting position)
Is largely offset from the line connecting the axis of the shift rod 35 and the center of rotation of the cylindrical portion 43a of the brake member 43 (see FIG. 2).

The clutch hub 30, the sleeve 31, the spring 32, and the key 33 of the fifth speed synchronizer 27 constitute a gear change mechanism.

A lubricating oil tray 51 extending from above the input gear 19 to above the rear portion of the cylindrical portion 43a is provided on the upper wall surface inside the transmission cover 3 in the rearward and downward direction. Lubricating oil scraped up by the rotation of the input gear 19 and the output gear 24 is collected in the trapping portion 51a formed in the portion, and the collected lubricating oil is collected in the lubricating oil tray 5
1 is guided to the rear end side portion and dropped toward the rear upper surface of the cylindrical portion 43a, whereby lubrication between the synchronizer ring 46 and the taper pressure contact surface 45 is performed.

Next, the operation of the reverse synchronizer 42 will be described.

In the neutral state and the slight forward speed state, the input shaft 6 is integrally rotated with the engine output shaft 5 via the clutch 4. Therefore, when the clutch 4 is disengaged from this state and the reverse shift is performed, the input shaft 6 operates the clutch 4. Even after cutting, it tries to rotate inertially for a while. At this time, the sleeve 31 moves rearward via the shift rod 35 and the shift fork 36 by the reverse shift operation of the shift lever,
First, the synchronizer ring 46 is moved rearward through the key 33 and frictionally pressed against the taper pressure contact surface 45 of the brake member 43, and the sleeve 31 that is about to complete rotation integrally with the input shaft 6 through the clutch hub 30. The rotation is gradually braked via the synchronizer ring 46.

Then, after the key 33 is moved inward and the sleeve 31 is spline-fitted to the synchronizer ring 46, and the inertial rotation of the input shaft 6 is almost completely braked,
The idle gear 41 meshes with the input gear 38 and the output gear 39 for reverse shift. At this time, the fastening position (coupling position) between the brake member 43 and the shift fork 36 by the rotation restraint pin 47 is largely offset from the line connecting the axial center of the shift rod 35 and the rotation center of the tubular portion 43a of the brake member 43. Therefore, as shown by the solid line in FIG. 6, during the reverse shift, the synchronous reaction force T2 of the brake member 43 (corresponding to the conventional synchronous reaction force T1) does not act on the shift fork 36 as it is, but the synchronous reaction force. T2
The component force T3 in the rotation direction of the shift fork 36 acts on the shift fork 36. As a result, in the conventional case (the connecting position of the connecting member with the shift fork is the axial center of the shift rod and the rotation of the brake member). Compared with the case where the shift fork 36 is not offset from the line connecting the center), the synchronous reaction force of the brake member 43 received by the shift fork 36 is greatly reduced, the shift fork 36 does not rotate finely, and the shift fork 36 and No knocking sound is generated between the reverse clutch hub sleeves.

In the above embodiment, the rotation restraining pin 47 is used.
The fastening position (coupling position) between the brake member 43 and the shift fork 36 by means of is largely offset from the line connecting the axial center of the shift rod 35 and the rotation center of the tubular portion 43a of the brake member 43. As shown, an extension portion 43d extending from the cylindrical portion 43c of the brake member 43A.
The lower end of the shift rod 35A to the vicinity of the shift rod 35A, the extension 43c is connected to the shift fork 36A by the rotation restraining pin 47A, and the connecting position by the rotation restraining pin 47A is on the axis of the shift rod 35A. The moment of the synchronous reaction force that is sometimes input to the shift fork 36A can be eliminated.

[0029]

According to the invention of claim 1, as described above, the connecting position of the connecting member with the shift fork is offset from the line connecting the axis of the shift rod and the center of rotation of the brake member. Therefore, during reverse shift, the synchronous reaction force of the brake member does not act on the shift fork as it is, but the component force of the synchronous reaction force in the rotation direction of the shift fork acts on the shift fork and is input to the shift fork. The moment of the synchronous reaction force can be reduced. Therefore, at the time of reverse shift, the shift fork does not rotate finely, and a knocking sound is not generated between the shift fork and the reverse clutch hub sleeve.

According to the second aspect of the present invention, since the connecting position of the connecting member with the shift fork is on the shift rod axis, the moment of the synchronous reaction force input to the shift fork is eliminated during reverse shift. can do.

[Brief description of drawings]

FIG. 1 is a vertical sectional view of a manual transmission.

FIG. 2 is a rear view of the manual transmission.

FIG. 3 is a sectional view taken along line III-III in FIG.

FIG. 4 is a sectional view taken along line IV-IV in FIG.

FIG. 5 is a vertical cross-sectional view showing the main parts of another embodiment.

FIG. 6 is an explanatory diagram of a synchronous reaction force of a brake member that acts on a shift fork.

[Explanation of symbols] 1 Manual transmission 2 Transmission case 3 Transmission cover 4 Clutch 5 Output shaft 6 Input shaft 10 to 14 Gear device 35,35A Shift rod 36,36A Shift fork 42 Reverse synchronization device 43,43A Brake member 47 , 47A rotation restraint pin (connecting member)

Claims (2)

[Claims] 1. An input shaft to which a driving force is input from an engine, an output shaft, a gear mechanism for transmitting the driving force from the input shaft to the output shaft, and a driving force transmission path of the gear mechanism via a synchronizing device. A gear shifting mechanism for shifting, a shift rod for driving the gear shifting mechanism, a shift fork connected to the shift rod, and a rotatably fitted to the input shaft for receiving a frictional force from the synchronizing device during reverse shift. A reverse synchronizing device for a transmission, comprising: a brake member that applies a brake to the input shaft; and a connecting member that is integrally provided on the brake member and that is connected to the shift fork. Reverse synchronization of the transmission, characterized in that the connecting position is offset from a line connecting the axis of the shift rod and the center of rotation of the brake member. Location. 2. An input shaft to which a driving force is input from an engine, an output shaft, a gear mechanism for transmitting the driving force from the input shaft to the output shaft, and a driving force transmission path of the gear mechanism via a synchronizing device. A gear shifting mechanism for shifting, a shift rod for driving the gear shifting mechanism, a shift fork connected to the shift rod, and a rotatably fitted to the input shaft for receiving a frictional force from the synchronizing device during reverse shift. A reverse synchronizing device for a transmission, comprising: a brake member that applies a brake to the input shaft; and a connecting member that is integrally provided on the brake member and that is connected to the shift fork. A reverse synchronizing device for a transmission, characterized in that the connecting position is on the axis of the shift rod.