JPH0718450B2 - Synchronizer clutch gear - Google Patents

Synchronizer clutch gear

Info

Publication number
JPH0718450B2
JPH0718450B2 JP61165194A JP16519486A JPH0718450B2 JP H0718450 B2 JPH0718450 B2 JP H0718450B2 JP 61165194 A JP61165194 A JP 61165194A JP 16519486 A JP16519486 A JP 16519486A JP H0718450 B2 JPH0718450 B2 JP H0718450B2
Authority
JP
Japan
Prior art keywords
gear
layer
synchronizer
clutch gear
wear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP61165194A
Other languages
Japanese (ja)
Other versions
JPS6323049A (en
Inventor
慎治 加藤
良雄 不破
博文 道岡
義和 山本
昌孝 海道
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP61165194A priority Critical patent/JPH0718450B2/en
Publication of JPS6323049A publication Critical patent/JPS6323049A/en
Publication of JPH0718450B2 publication Critical patent/JPH0718450B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/025—Synchro rings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2250/00—Manufacturing; Assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/10—Surface characteristics; Details related to material surfaces

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Structure Of Transmissions (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は自動車等に用いられている歯車変速機内におい
て円滑な変速を実現する同期装置の主構成部品であるク
ラッチギアに関する。Description: TECHNICAL FIELD The present invention relates to a clutch gear that is a main component of a synchronizing device that realizes smooth gear shifting in a gear transmission used in an automobile or the like.

（従来の技術） 歯車のかみ合わせにより変速を行う歯車変速機におい
て、一方の歯車の周速度が相手方の歯車の周速度と同期
しなければ変速の際に騒音を発し、時には歯の損傷を招
くこともある。そこで、歯車をかみ合わせる際に、双方
の歯車の周速度を同期させるための同期装置が従来より
用いられている。(Prior Art) In a gear transmission that shifts gears by meshing gears, if the peripheral speed of one gear is not synchronized with the peripheral speed of the other gear, noise may be generated during gear shifting, and sometimes tooth damage may occur. There is also. Therefore, a synchronizing device has been conventionally used for synchronizing the peripheral speeds of both gears when the gears are engaged with each other.

第３図を用いて同期装置１の作動を説明する。尚、図中
の一点鎖線は回転中心軸を示す。まず、シフトレバー
（図示せず）を動かすことにより回転するスリーブ２が
矢印（→）方向へ移動するとシンクロナイザキー３はシ
ンクロナイザリング４に当接し、これを押すのでシンク
ロナイザリング４の内周テーパ面40は相手部材としての
クラッチギア５のコーン部50に押し付けられ、そのとき
生じる摩擦力によってギア５は回り始める。そしてスリ
ーブ２が矢印（→）方向へ更に移動するとより大きな摩
擦力が発生し、スリーブ２の回転とギア５の回転はほぼ
同じ周速度になる。同期が完了し、スリーブ２とギア５
の相対速度差が無くなった状態でスリーブ２を更に矢印
（→）方向へ移動させるとスリーブ２のスプライン21と
ギア５のスプラインチャンファ51とが噛合って変速が終
了する。The operation of the synchronizer 1 will be described with reference to FIG. The alternate long and short dash line in the figure indicates the center axis of rotation. First, when the sleeve 2 that rotates by moving a shift lever (not shown) moves in the direction of the arrow (→), the synchronizer key 3 contacts the synchronizer ring 4 and presses it, so that the inner peripheral tapered surface 40 of the synchronizer ring 4 is pressed. Is pressed against the cone portion 50 of the clutch gear 5 as a counterpart member, and the gear 5 starts to rotate due to the frictional force generated at that time. Then, when the sleeve 2 further moves in the direction of the arrow (→), a larger frictional force is generated, and the rotation of the sleeve 2 and the rotation of the gear 5 become substantially the same circumferential speed. Synchronization is complete, sleeve 2 and gear 5
When the sleeve 2 is further moved in the direction of the arrow (→) in the state where the relative speed difference is eliminated, the spline 21 of the sleeve 2 and the spline chamfer 51 of the gear 5 mesh with each other to complete the shift.

シンクロナイザリング４は外周にスリーブ２のスプライ
ン21と噛合うためのシンクロスプラインチャンファ41を
有し、内周テーパ面40には同期化に引き込む所要の摩擦
係数を確保するための凹凸状トップランドが形設されて
おり、摺動時の摩擦力に耐えうるように黄銅又は青銅系
の特殊銅合金で作られている。一方その摺動相手部材で
あるクラッチギアは、母材がクロム鋼（JIS SCr 42
0）、クロムモリブデン鋼（JIS SCM 420）等でできて
おり、それを浸炭焼入れして作られている。The synchronizer ring 4 has a thin cloth spline chamfer 41 on the outer circumference for meshing with the spline 21 of the sleeve 2, and an inner peripheral tapered surface 40 is formed with a concavo-convex top land for ensuring a required friction coefficient for synchronization. It is installed and made of brass or bronze-based special copper alloy so as to withstand the frictional force during sliding. On the other hand, the clutch gear, which is the sliding counterpart, has a base material of chrome steel (JIS SCr 42
0), chrome molybdenum steel (JIS SCM 420), etc., which is carburized and quenched.

（発明が解決しようとする問題点） しかしながら、最近のように小型軽量化された同期装置
では、同期化するのに必要な仕事量が大きくなって、シ
ンクロナイザリング内周のテーパ面に形設されているト
ップランドとギアコーン部との接触面圧が高くなるため
に、トップランド及びギアコーン部の摩耗が激しくなっ
てきている。この摩耗は坂道が多いため変速操作が多く
なりがちな地域を走る自動車や高速回転化が図られてい
る自動車において著しい。(Problems to be Solved by the Invention) However, in a recent compact and lightweight synchronizer, the amount of work required for synchronization becomes large and the synchronizer ring is formed on the tapered surface of the inner circumference. Since the contact surface pressure between the top land and the gear cone portion is increased, the top land and the gear cone portion are being worn more and more. This wear is remarkable in automobiles running in areas where shifting operations tend to be frequent because of many slopes, and in automobiles in which high speed rotation is achieved.

そして上記の摩耗が進行するにつれて、シンクロナイザ
リングとクラッチギアのショルダークリアランスω（第
３図）が零となったり或いはギアコーン部の摺動面が鏡
面化して、摺動部位の摩擦係数が低下し、シンクロ不良
に至るという問題がある。Then, as the above wear progresses, the shoulder clearance ω (FIG. 3) between the synchronizer ring and the clutch gear becomes zero, or the sliding surface of the gear cone portion becomes a mirror surface, and the friction coefficient of the sliding portion decreases, There is a problem that sync failure occurs.

その対策として特に摩耗されやすいトップランドを硬化
するために、シンクロナイザリング内周テーパ面に、Mo
（モリブデン）、Al（アルミニウム）−Si（ケイ素）、
Al−Si−Mo、Fe（鉄）−Cr（クロム）、Fe−Ｃ（炭素）
等の溶射層を形成させることが試みられている。しかし
その場合はシンクロナイザリングのトップランドの摩耗
は減少するものの、相手部材のギアコーン部表面の摩耗
が、従前の銅合金層との摺動に比べて、著しく増大する
ため、上記の溶射層形成は同期装置の耐久寿命の向上に
十分寄与していない。As a countermeasure against this, in order to harden the top land, which is especially prone to wear, a Mo
(Molybdenum), Al (aluminum) -Si (silicon),
Al-Si-Mo, Fe (iron) -Cr (chrome), Fe-C (carbon)
Attempts have been made to form a sprayed layer such as. However, in that case, although the wear of the top land of the synchronizer ring is reduced, the wear of the surface of the gear cone of the mating member is significantly increased as compared with the conventional sliding with the copper alloy layer. It does not sufficiently contribute to the improvement of the durable life of the synchronizer.

また、ギアコーン部の摩耗粉は、変速機内のベアリング
のピッチング寿命を短かくし、さらに摩耗にともなって
騒音が大きくなるという問題がある。Further, there is a problem that the abrasion powder of the gear cone portion shortens the pitching life of the bearing in the transmission, and further, the noise is increased due to the abrasion.

本発明は上記問題点に鑑みなされたもので、優れた耐摩
耗性を示し大きな摩擦係数を維持しえるギアコーン部を
有する、同期装置のクラッチギアを提供することを目的
とする。The present invention has been made in view of the above problems, and an object of the present invention is to provide a clutch gear for a synchronizing device having a gear cone portion that exhibits excellent wear resistance and can maintain a large friction coefficient.

（問題点を解決するための手段） そのため本発明のクラッチギアはシンクロナイザリング
と摺動するギアコーン部の母材が炭素（Ｃ）0.4〜1.4重
量％、クロム（Cr）４〜23重量％、モリブデン（Mo）0.
1〜６重量％、バナジウム（Ｖ）２重量％以下及び残部
鉄（Fe）よりなる鋼材であって、その摺動部位には窒化
もしくは軟窒化による硬さHv600以上で厚さ15μｍ以上
の硬化層が形成されているとともに最表層のポーラス層
が除去されていることを特徴とする。(Means for Solving Problems) Therefore, in the clutch gear of the present invention, the base material of the gear cone portion that slides with the synchronizer ring is 0.4 to 1.4% by weight of carbon (C), 4 to 23% by weight of chromium (Cr), and molybdenum. (Mo) 0.
A steel material composed of 1 to 6% by weight, vanadium (V) 2% by weight or less, and the balance iron (Fe), and a hardened layer having a hardness Hv600 or more and a thickness of 15 μm or more due to nitriding or soft nitriding at the sliding portion Is formed and the outermost porous layer is removed.

以下に更に詳しく説明するが、これ以降「％」は特記し
ない限り重量％を表わす。As will be described in more detail below, "%" hereinafter represents% by weight unless otherwise specified.

母材中のＣは0.4％以下では基地がフェライトもしくは
オーステナイト組織になり、硬さが低く充分な耐摩耗性
が得られない。逆にＣが1.4％以上を超えると炭化物粒
径が大きくなりすぎて相手部品（シンクロナイザリン
グ）の摩耗を増大させるという欠点が現れ、また自身の
熱間成形性の低下が問題となる。If C in the base material is 0.4% or less, the matrix becomes a ferrite or austenite structure, and the hardness is low and sufficient wear resistance cannot be obtained. On the other hand, if C exceeds 1.4%, the grain size of the carbide becomes too large and wear of the mating component (synchronizer ring) increases, and the hot formability of itself deteriorates.

その他の含有成分Cr及びMoについてもＣの場合と同様
に、それぞれ上述した範囲以下の含有率では所望な硬さ
が得られず、また多すぎるとその硬い炭化物によって相
手部材を摩耗させるので好ましくない。またＶは必須成
分ではないが基地を強化するために加えてもよいもので
ある。しかし多すぎると相手部材を摩耗させるので５％
以下にとどめることが肝要である。Similar to C, the other constituents Cr and Mo are not preferable because the desired hardness cannot be obtained at the content ratios below the respective ranges described above, and when the content is too large, the hard carbide causes abrasion of the mating member. . V is not an essential component, but V may be added to strengthen the base. However, if it is too much, it will wear the mating member, so 5%
It is important to keep the following.

上記の窒化および軟窒化はガス法、塩浴法、プラズマ法
のいずれの方法を用いてもよく、常法に従って行なって
よい。該熱処理で、硬さHv600以上の硬化層を厚さ15μ
ｍ以上形成させることにより必要とする使用寿命を確保
できる。The above nitriding and soft nitriding may be carried out by any of gas method, salt bath method and plasma method, and may be carried out according to a conventional method. By the heat treatment, a hardened layer having a hardness of Hv600 or more is formed with a thickness of 15 μm.
The required service life can be ensured by forming m or more.

また、窒化もしくは軟窒化によって生じる最表層のポー
ラス層の除去については通常の研摩加工、ショットブラ
スト、液体ホーニング、バフ研摩等の、機械的な研摩あ
るいは化学的な薬品による除去のいずれの方法によって
も良い。加工後の表面あらさは従来と同程度のRz3μｍ
前後でよい。Further, the removal of the outermost porous layer caused by nitriding or soft nitriding may be carried out by any method of mechanical polishing such as ordinary polishing, shot blasting, liquid honing, buff polishing, or removal by a chemical agent. good. The surface roughness after processing is Rz 3 μm, which is the same level as before.
It is good before and after.

（作用） 母材を高炭素、高クロム鋼としたことによりCr23C6、Cr
7C3といったクロム炭化物が晶出するとともに、固溶し
ているＣやCrの濃度上昇によって基地が強化されるため
耐摩耗性が著しく向上する。それとともに炭化物による
引っかかりにより、摺動面の摩擦係数が増大し、摩擦特
性が向上する。(Action) By using high carbon and high chromium steel as the base material, Cr 23 C 6 , Cr
Chromium carbide such as 7 C 3 is crystallized and the matrix is strengthened by the increase in the concentration of C and Cr in solid solution, so that the wear resistance is significantly improved. At the same time, the friction caused by the carbide increases the friction coefficient of the sliding surface and improves the friction characteristics.

また、非常に硬さが高く、もろい性質を有するポーラス
層を除去したことにより相手部材の摩耗が減少する。Further, the wear of the mating member is reduced by removing the porous layer having extremely high hardness and fragility.

従ってシンクロ容量およびシフトフィーリング（より低
いシフト操作力）を向上させる。Therefore, the synchronizing capacity and the shift feeling (lower shift operating force) are improved.

（実 施 例） 以下に本発明の、同期装置のクラッチギアの実施例につ
いて、比較例及び性能試験とともに説明する。(Examples) Examples of the clutch gear of the synchronizer of the present invention will be described below together with comparative examples and performance tests.

実施例１〜８ 実施例１〜８としてそれぞれ第１表に示すような組成の
鋼材を用いてクラッチギアの未熱処理品を製造した。次
いでそれらをアンモニアガス雰囲気中にて500〜650℃に
数時間加熱保持した。該窒化処理によって形成される硬
化層の厚さは保持時間によって決まり、１時間に30μｍ
前後形成させることができる。次いで窒化処理により生
じた最表層の白層（ε−Fe3Nのポーラス層）を常法の研
摩加工により部分的に取り除いた。即ち、シンクロナイ
ザリングと摺動する部位のポーラス層を除き、その他の
部位の白 層は残した。摺動部位のポーラス層を除くのは、該層が
シンクロナイザリングと摺動して容易に脱落し、比較的
硬さの低いシンクロナイザリングチャンファ41（第３
図）を異常に摩耗するので、それを除ぐためである。一
方、ギアのチャンファ51では相手スリーブのスプライン
21がシンクロナイザリング４と異なり硬さの高いSCr420
鋼を浸炭焼入れしたもので、白層があっても該チャンフ
ァ51を異常摩耗させる心配がなく、むしろ相手スリーブ
２のスプライン21との摺動により早期になじみ面が形成
され、摺動する際のエッヂ（チャンファ加工時のバリ
等）による引っかかりが無くなり、シフトがよりスムー
スに行なえるのでチャンファ51部にあるポーラス層は残
した方が優れた特性が得られる。なお、該白層の硬さは
合金成分量が多くなるほど高くなり、実施例１ないし７
の白層の硬さはHv900ないし1300であった。Examples 1 to 8 As Examples 1 to 8, unheated products of clutch gears were manufactured using the steel materials having the compositions shown in Table 1, respectively. Then, they were heated and held at 500 to 650 ° C. for several hours in an ammonia gas atmosphere. The thickness of the hardened layer formed by the nitriding treatment depends on the holding time and is 30 μm per hour.
It can be formed back and forth. Next, the outermost white layer (a porous layer of ε-Fe 3 N) generated by the nitriding treatment was partially removed by a conventional polishing process. That is, except for the porous layer in the area that slides with the synchronizer ring, the white areas in other areas Layers left. The porous layer in the sliding portion is removed because the layer slides on the synchronizer ring and easily falls off, and the synchronizer ring chamfer 41 (third part) having a relatively low hardness is used.
This is to remove it because it wears abnormally. On the other hand, in the chamfer 51 of the gear, the spline of the opponent sleeve
21 is high hardness unlike synchronizer ring 4 SCr420
Steel is carburized and quenched, and even if there is a white layer, there is no concern of abnormal wear of the chamfer 51, rather, sliding with the spline 21 of the mating sleeve 2 forms a familiar surface at an early stage. There is no catching due to edges (burrs during chamfer processing), and shifts can be performed more smoothly, so it is better to leave the porous layer in the chamfer 51 part for better characteristics. The hardness of the white layer increases as the amount of alloy components increases, and the hardness of Examples 1 to 7
The white layer had a hardness of Hv900 to 1300.

非摺動部位の表層断面組織は第１図及び第２図（第１図
のＡ部拡大図）のようになっている。最表層にε−Fe3N
3化合物でできた白層Ｉが形成され（第２図中、Ibは化
合物層、Iaはポーラス層）、その下に炭窒化クロムCr
（N,C）６や炭窒化鉄Fe3（C,N）７を生じた硬化層（拡
散層）IIが形成されている。その下は窒化の及んでいな
い層IIIで、８はクロム炭化物Cr7C3である。硬化層II中
の炭化物6,7の大きさ及び量は、母材中のＣ及びCrの含
有量に比例するため実施例７が最も炭化物が多く分布す
る事になり、摩擦係数もより高く且つ安定したものとな
る。The surface layer cross-sectional structure of the non-sliding portion is as shown in FIGS. 1 and 2 (enlarged view of portion A in FIG. 1). Ε-Fe 3 N on the outermost layer
A white layer I made of 3 compounds was formed (in Fig. 2, Ib is a compound layer, Ia is a porous layer), and below that, chromium carbonitride Cr.
A hardened layer (diffusion layer) II containing (N, C) 6 and iron carbonitride Fe 3 (C, N) 7 is formed. Below that is the non-nitrided layer III, and 8 is the chromium carbide Cr 7 C 3 . Since the sizes and amounts of the carbides 6 and 7 in the hardened layer II are proportional to the contents of C and Cr in the base material, the carbides were distributed most in Example 7, and the friction coefficient was higher and It will be stable.

比較例 比較例として従来品を用いた。これはJIS SCr420鋼を
母材とするもので実施例と対比しやすいようにその組成
を第１表に示した。この比較例は浸炭焼入れ品であり、
実施例との性能比較のため、下記のシンクロ耐久試験に
供した。Comparative Example A conventional product was used as a comparative example. This is based on JIS SCr420 steel and its composition is shown in Table 1 for easy comparison with the examples. This comparative example is a carburized and quenched product,
For the performance comparison with the examples, the following synchronized durability test was performed.

シンクロ耐久試験 実施例１〜８及び比較例の各クラッチギアを同期装置に
取付け、該装置を用いてトランスミッションを組立て、
以下の条件でシンクロ耐久試験を行なった。Synchro Durability Test Each clutch gear of Examples 1 to 8 and Comparative Example was attached to a synchronizer, and a transmission was assembled using the synchronizer.
A synchro durability test was conducted under the following conditions.

シフト位置：セカンドサード 車速:70km/h シフト操作力：レバー上6kg 潤滑油（油温）：通常のギア油（60〜70℃） なお、本同期装置における、シンクロナイザリングのト
ップランド摩耗とギアコーン部の摩耗によるシヨルダク
リアランス変化の許容値は0.6mmで、摩擦面のテーパ角
θ（第３図）は６゜30′である。Shift position: Second third Vehicle speed: 70km / h Shift operation force: 6kg on lever Lubricant (oil temperature): Normal gear oil (60 to 70 ° C) Topland wear of synchronizer ring and gear cone part in this synchronizer The allowable value for the change in the shoulder clearance due to wear is 0.6 mm, and the taper angle θ (Fig. 3) of the friction surface is 6 ° 30 '.

該試験結果ならびに顕微鏡観察による組織中炭化物の平
均粒径の測定結果を第２表に示す。Table 2 shows the test results and the measurement results of the average grain size of carbides in the structure by microscopic observation.

第２表から、本実施例の各ギアはギアコーン部の摩耗が
著しく少なく、シンクロ寿命を現行の16.5万回から少な
くとも25万回まで延長できることが判る、そして、シン
クロ押し付け回数によるショルダークリアランスの変化
量が通常25万回で0.5mmであることを勘案しても、本実
施例のギアの摩耗の少なさが判る。 It can be seen from Table 2 that each gear of the present embodiment has significantly less wear of the gear cone portion and can extend the synchro life from the current 165,000 times to at least 250,000 times, and the amount of change in shoulder clearance depending on the number of times of synchro pressing. Even when considering that it is 0.5 mm after 250,000 times, the wear of the gear in this embodiment is small.

また、本実施例のギアは比較例より高い摩擦係数を有
し、特に摩擦係数が一般的な許容値0.07の約２倍の値を
示している実施例３〜８において著しいが、これは母材
中のＣ及びCrの含有率が高くなるほど基地組織中にクロ
ム炭窒化物が析出し、該析出物がシンクロナイザリング
との摺動時に引っかかり作用を働らかせるためである。Further, the gear of this example has a higher friction coefficient than that of the comparative example, and particularly in Examples 3 to 8 in which the friction coefficient shows a value about twice the general allowable value 0.07, this is remarkable. This is because chromium carbonitride precipitates in the matrix structure as the content ratio of C and Cr in the material increases, and the precipitate causes a trapping effect when sliding with the synchronizer ring.

（発明の効果） 以上の詳細な説明から明らかなように、本発明の同期装
置のクラッチギアは優れた耐摩耗性と安定した摩擦係数
を有するものであるため、本発明のギアを採用した同期
装置は使用寿命が伸びるとともにスムースな同期化を発
揮する。即ち、変速機内にあって変速機の耐久性、操作
性を向上ならしめ、自動車等の安全走行に貢献する。(Effects of the Invention) As is clear from the above detailed description, since the clutch gear of the synchronizer of the present invention has excellent wear resistance and a stable friction coefficient, the synchronization using the gear of the present invention The device has a long service life and exhibits smooth synchronization. That is, the durability and operability of the transmission are improved in the transmission, which contributes to safe driving of an automobile or the like.

また、上記のような特性を生かしてエンジンの高速回転
化あるいは変速機の小型化を計ることも可能となるた
め、本発明のギアは自動車等の高性能化にも寄与する。Further, by utilizing the above characteristics, it is possible to achieve high-speed rotation of the engine or downsizing of the transmission, so the gear of the present invention contributes to high performance of automobiles and the like.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明のクラッチギアの一実施例の非摺動部位
の表層断面組織を模式的に示す図、 第２図は第１図の部分拡大図、 第３図は同期装置の要部断面図である。 図中、 １……同期装置、４……シンクロナイザリング ５……クラッチギア、50……ギアコーン部 ω……ショルダークリアランス Ｉ……白層、Ia……ポーラス層 II……硬化層（拡散層）FIG. 1 is a view schematically showing a surface layer cross-sectional structure of a non-sliding portion of an embodiment of a clutch gear of the present invention, FIG. 2 is a partially enlarged view of FIG. 1, and FIG. 3 is a main part of a synchronizing device. FIG. In the figure, 1 ... Synchronizer, 4 ... Synchronizer ring 5 ... Clutch gear, 50 ... Gear cone ω ... Shoulder clearance I ... White layer, Ia ... Porous layer II ... Hardened layer (diffusion layer)

フロントページの続き (72)発明者 山本 義和 愛知県豊田市トヨタ町１番地 トヨタ自動 車株式会社内 (72)発明者 海道 昌孝 愛知県豊田市トヨタ町１番地 トヨタ自動 車株式会社内Front Page Continuation (72) Inventor Yoshikazu Yamamoto 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Masataka Kaido 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】シンクロナイザリングと摺動するギアコー
ン部の母材が炭素0.4〜1.4重量％、クロム４〜23重量
％、モリブデン0.1〜６重量％、バナジウム２重量％以
下及び残部鉄よりなる鋼材であって、その摺動部位には
窒化もしくは軟窒化による硬さHv600以上で厚さ15μｍ
以上の硬化層が形成されているとともに最表層のポーラ
ス層が除去されていることを特徴とする同期装置のクラ
ッチギア1. A steel material comprising 0.4 to 1.4% by weight of carbon, 4 to 23% by weight of chromium, 0.1 to 6% by weight of molybdenum, 2% by weight or less of vanadium, and the balance iron as a base material of a gear cone portion which slides with a synchronizer ring. The sliding part has a hardness of Hv600 or more by nitriding or soft nitriding and a thickness of 15 μm.
A clutch gear for a synchronizing device, characterized in that the above hardened layer is formed and the outermost porous layer is removed.
JP61165194A 1986-07-14 1986-07-14 Synchronizer clutch gear Expired - Fee Related JPH0718450B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP61165194A JPH0718450B2 (en) 1986-07-14 1986-07-14 Synchronizer clutch gear

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP61165194A JPH0718450B2 (en) 1986-07-14 1986-07-14 Synchronizer clutch gear

Publications (2)

Publication Number Publication Date
JPS6323049A JPS6323049A (en) 1988-01-30
JPH0718450B2 true JPH0718450B2 (en) 1995-03-06

Family

ID=15807622

Family Applications (1)

Application Number Title Priority Date Filing Date
JP61165194A Expired - Fee Related JPH0718450B2 (en) 1986-07-14 1986-07-14 Synchronizer clutch gear

Country Status (1)

Country Link
JP (1) JPH0718450B2 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02304220A (en) * 1989-05-18 1990-12-18 Komatsu Forklift Co Ltd Balk ring for clutch type transmission
DE102004053000B3 (en) * 2004-11-03 2006-07-06 Ab Skf Component for a synchronization device and method for its production
JP2008069894A (en) * 2006-09-14 2008-03-27 Aichi Mach Ind Co Ltd Gear and transmission equipped therewith, as well as gear manufacturing method

Also Published As

Publication number Publication date
JPS6323049A (en) 1988-01-30

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