JPH08312673A - Interlocking mechanism for transmission - Google Patents

Abstract

PURPOSE: To prevent wear of a contact part between a shift fork for operating a sleeve and a sleeve, to suppress the increase of running resistance of a vehicle due to the increase of contact resistance of the contact part and worsening of fuel consumption, and to prevent the occurrence of kick back during deceleration and acceleration, in an engagement/disengagement interlocking mechanism between a shift gear and a sleeve. CONSTITUTION: The length of the engaging tooth surface of the sleeve spline 3a of a sleeve 3 is set in such a manner to differ according to the length of the engaging tooth surface of a clutch gear (A) 5a on the shift gear side. Margins on the acceleration side and the deceleration side are caused to coincide with each other. Further, in such a state that the margins are held at the same as each other, the machining overall length of the engagement tooth surface of the sleeve 3 on the acceleration side is the same as that on the deceleration side.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a meshing mechanism of a gear transmission mounted on a vehicle such as an automobile.

[0002]

2. Description of the Related Art FIG. 1 is a sectional view of a main part of a meshing mechanism of an automobile transmission (hereinafter abbreviated as T / M). In FIG. 1, reference numeral 1 is a rotary shaft, 2 is a synchro hub fixed to the rotary shaft 1, 3 is a spline joint to the outer periphery of the synchro hub 2, and a sleeve 4a is axially moved by a shift fork 6. Numerals 4b are speed change gears. When the sleeve 3 is moved and, for example, a sleeve spline 3a provided on the inner circumference of the sleeve is engaged with a clutch gear (A) 5a fixed to the speed change gear 4a, during acceleration, The rotation of the rotary shaft 1 is transmitted to the transmission gear 4a via the synchronizing hub 2, the sleeve 3 and the clutch gear (A) 5a. At the time of deceleration, it is transmitted through the opposite route.

FIG. 6 shows a conventional example of an engaging portion between the sleeve spline 3a and the clutch gear (A) 5a of the transmission gear 4a. In FIG. 6, the shape of the clutch gear (A) 5a of the transmission gear 4a is such that the gear 5 on the accelerating side is formed in order to improve the shift feeling when operating the shift fork 6.
The length of a1 is shorter than the surface 5a2 on the deceleration side and has a one-sided flow shape.

In order to prevent the sleeve spline 3a and the clutch gear (A) 5a from coming off during engagement,
In other words, to prevent the gear from slipping off, the sleeve spline 3
a, the engagement tooth surface 3a1 on the acceleration side and the engagement tooth surface 3a on the deceleration side
Both 2 are inclined surfaces inclined at an angle θ.

[0005]

The conventional sleeve spline 3a and the clutch gear (A) engaged with and disengaged from the conventional sleeve spline 3a.
5a, the clutch gear (A) 5a has the one-sided flow shape as described above, and the sleeve spline 3a is symmetric with respect to the center of the tooth and inclined engaging tooth surfaces 3a1 and 3a2.
Therefore, when the two are engaged, as shown in FIG. 6, a margin margin C ₁ is formed on the acceleration side and a margin margin C ₂ is formed on the deceleration side, and both margin margins are C ₁ >. Different dimensions like C ₂ .

Therefore, the conventional meshing mechanism has the following problems. (1) Since the sleeve spline 3a has an inclined engagement tooth surface with an angle θ, a suction force is generated in the sleeve 3 toward the clutch gear (A) 5a side during torque transmission, and this suction force is generated between the sleeve 3 and the sleeve 3. Contact part 6 with shift fork 6
Since the load is applied to the shift fork 6 via a (see FIG. 1), the contact portion 6a of the shift fork is greatly worn on the acceleration side with a large margin C ₁ .

Further, since the surface pressure of the contact portion 6a increases, the sliding resistance of the contact portion 6a increases, which causes an increase in running resistance of the vehicle and deterioration of fuel consumption.

(2) On the other hand, on the deceleration side where the allowance C ₂ is small, since there is play in the bearing that rotatably supports the transmission gear 4a, the sleeve spline 3a and the clutch gear (A ) 5a causes relative displacement in the axial direction, so that the engagement position between the clutch gear (A) 5a and the sleeve spline 3a becomes 3a ₂ surface and 3b ₂ surface.
So-called kickback, which repeatedly changes between surfaces, occurs, and operability deteriorates. Here, since there is a large step difference between 3a ₂ and 3b ₂ , kickback appears remarkably.

An object of the present invention is to provide a sleeve spline formed on a sleeve movably splined to a synchronizing hub and a clutch gear (A) provided on a transmission gear.
In a meshing mechanism of a gear transmission configured to engage and disengage, the contact resistance between the sleeve operating shift fork and the sleeve is prevented from being worn, and the running resistance of the vehicle due to the increase in the contact resistance at the contact portion. To prevent the occurrence of kickback during acceleration and deceleration. Another object of the present invention is to provide a meshing mechanism that can achieve the above objects smoothly without causing any difficulty in manufacturing.

[0010]

SUMMARY OF THE INVENTION The present invention relates to the relationship between the sleeve spline on the sleeve side that engages with the one-sided gear side clutch gear (A), and the margin between the two when engaged is decelerated with the acceleration side. The gist is that they are configured to be the same on the side, and the specific features are as follows.

(1) The sleeve spline of the sleeve is
The length of the engagement tooth surface in the circumferential direction is different between the acceleration side and the deceleration side.

(2) The sleeve spline of the sleeve is formed such that the machining tooth surface machining total lengths on both the acceleration side and the deceleration side of the circumferential engagement tooth surface are substantially the same, and on the machined surface. The required length of the engaging tooth surface is formed in accordance with the shape of the engaging tooth surface of the clutch gear (A) of the transmission gear that faces the engaging tooth surface so that the acceleration side and the deceleration side are different.

In the above (1) and (2), the clutch gear (A) of the transmission gear is formed in a one-flow shape in which the acceleration side is shorter in the axial direction than the deceleration side, and the sleeve spline of the sleeve is formed. The allowance between the shaft end of the clutch gear (A) and the sleeve spline of the sleeve is substantially the same on the acceleration side and the deceleration side.

[0014]

The present invention is configured as described above, and according to the first means, the lengths of the engaging tooth surfaces on the accelerating side and the decelerating side of the sleeve spline are different from each other so that the margin allowances of both sides are provided. By making them almost the same, even if suction force is generated on the sleeve side when the sleeve splines are engaged, the allowance margin on the acceleration side does not become excessive and the allowance margin on the acceleration side and the deceleration side are substantially the same. The engagement of the sleeve spline on the sleeve side with the clutch gear (A) on the transmission gear side can be performed simultaneously on the acceleration side and the deceleration side, and the margin allowance on the acceleration side, which was large in the past, is small. The meshing can be performed early, and the force transmitted to the contact surface between the shift fork and the sleeve by the suction force is reduced.

As a result, the wear of the contact surface is reduced, and the increase in sliding resistance due to excessive surface pressure on the contact surface and the resulting increase in running resistance of the vehicle and deterioration of fuel consumption are prevented.

Further, since the margin on the deceleration side is formed to be the same as that on the acceleration side and not too small, the occurrence of kickback at the time of engagement of the clutch gear (A) and the sleeve spline is prevented.

Further, according to the second means, by forming the engaging tooth surface machining total lengths on the acceleration side and the deceleration side to be substantially the same, an unbalanced force is generated at the time of manufacturing the sleeve spline, particularly at the time of forming by rolling. Therefore, the processing accuracy of the sleeve spline does not decrease, and with high accuracy, it is possible to obtain a meshing mechanism having a good engaging function and high durability.

[0018]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; However, the dimensions, materials, shapes, relative positions, etc., of the components described in this embodiment are not intended to limit the scope of the present invention thereto, unless there is a specific description, and are merely illustrative examples. Nothing more than.

FIG. 1 is a sectional view showing the vicinity of a meshing mechanism of an automobile T / M incorporating a meshing mechanism according to an embodiment of the present invention.

In FIG. 1, 1 is a rotary shaft (input shaft or output shaft), 2 is a synchro hub fixed to the rotary shaft 1, 3 is splined to the outer circumference of the synchro hub 2, and the outer circumference of the synchro hub is fixed. A sleeve 6 configured to be movable in the axial direction is a shift fork that is fitted to the sleeve via an outer peripheral contact portion 6a of the sleeve and moves the sleeve 3.

4a is a speed change gear, 4b is another speed change gear,
5a is a clutch gear (A) fixed to the gear 4a,
5b is the other clutch gear (A) fixed to the transmission gear 4b.

A spline 3a is formed on the sleeve 3, and the sleeve 3 is moved by the shift fork 6 so that the sleeve spline 3a is engaged with the clutch gear (A) 5a or 5b on the transmission gear side. It is configured.

FIG. 2 shows an essential part of the meshing mechanism according to the first embodiment of the present invention. In the figure, the clutch gear (A) 5a on the transmission gear side has a length of the engaging tooth surface 5a1 on the acceleration side which is decelerated. It is formed in a one-sided flow shape shorter than the length of the engagement tooth surface 5a2 on the side.

Similar to the conventional sleeve spline 3a, the engagement tooth surface 3a1 on the acceleration side and the engagement tooth surface 3a2 on the deceleration side are formed.
Both of them are inclined surfaces inclined by an angle θ. Regarding the length, the length of the engagement tooth surface 3a1 on the acceleration side is added, and the margin C is added to the length of the clutch gear (A) on the acceleration side. The length D ₁ is the length of the deceleration side engagement tooth surface 3 a ₂ and the length D ₂ is the length of the deceleration side clutch gear (A) plus the same allowance C as described above.

Thus, the two clutch gears (A),
The engagement relationship of (B) has the same margin C on both the acceleration side and the deceleration side.

During operation of the automobile T / M equipped with the meshing mechanism shown in FIG. 2, since the engaging tooth surfaces 3a1 and 3a2 of the sleeve spline are inclined by the angle θ, the sleeve 3 is oriented in the direction of the gear 4a. Suction force is generated, but the margin C
Is not too large and the acceleration side and the deceleration side are the same,
Clutch gear on sleeve spline and transmission gear side (A)
Can be engaged with the acceleration side and deceleration side at the same time,
In addition, since the allowance on the acceleration side, which has been large in the prior art, is small, the engagement can be performed earlier.

Therefore, the force transmitted to the contact portion 6a between the shift fork 6 and the sleeve 3 by the suction force is reduced, and the surface pressure of the contact portion does not become excessive.

Further, as described above, since the margin on the deceleration side is not too small and is the same as on the acceleration side, the clutch gear (A) and the sleeve spline are stably engaged at the time of engagement,
There is no kickback.

3 to 4 show a synchronizing mechanism according to the second embodiment of the present invention. In this embodiment, when the sleeve spline is manufactured, particularly when it is formed by rolling, if the allowance margins C on the acceleration side and the deceleration side are the same as in the _first embodiment, the length D _{1 of the} engaging surface is set. Since> D ₂ , in order to prevent the unbalanced force from being generated on the acceleration side and the deceleration side, the machining lengths of the engaging tooth surfaces on both sides are made the same,
In addition, the required engagement tooth flank length is set so that the margin C is the same.

That is, as shown in FIG. 4, the sleeve spline 3a prevents deceleration of the engaging tooth surface on the accelerating side and deceleration in order to prevent generation of an unbalanced force at the time of molding by rolling the sleeve spline. The engaging surface machining total length A on the side is set to be the same.

Then, as shown in FIG. 3, the same margin allowance is provided corresponding to the length of the acceleration side engagement tooth surface 5a1 and the deceleration side engagement tooth surface 5a2 of the clutch gear (A) 5a. The required engagement tooth flank length E on the deceleration side is set so as to be C.
In this case, it is formed so that E≈A−F and F≈BE.

In this embodiment, the machining lengths of the engagement tooth surfaces on the acceleration side and the deceleration side are the same, and the required engagement tooth surface lengths on the acceleration side and the deceleration side are set so that the margin C is the same on both sides. Therefore, in addition to the effect of suppressing the surface pressure of the shift fork contact surface with respect to the suction force to the sleeve 3 when the transmission gear 4a or 4b and the sleeve 3 are engaged, similar to the first embodiment,
By making the engagement tooth surface machining total lengths of the acceleration side and the deceleration side the same, the effect of preventing the generation of an unbalanced force at the time of manufacturing is exerted.

The joint shape between the engaging tooth flank machining long end P and the engaging tooth flank machining full length end Q in FIGS. 4 to 5 is not limited to an inclined surface, and is formed on a parallel surface 3a5 having a small step as shown in FIG. May be.

[0034]

As described above, according to the present invention, the length of the engagement tooth surface of the sleeve spline is made different according to the length of the engagement tooth surface of the clutch gear (A) on the transmission gear side. Is set so that the allowances are the same on the acceleration side and the deceleration side. Therefore, even if the suction force is generated in the sleeve when the clutch gear (A) and the sleeve spline are engaged, the acceleration will be the same as the conventional one. Side, the allowance allowance is not excessive, and the allowance allowances are the same on the acceleration and deceleration sides, so that the engagement between the sleeve line and the clutch gear on the transmission gear side can be performed simultaneously on the acceleration side and the deceleration side. Further, since the allowance on the acceleration side, which has been large in the related art, is decreased, the engagement can be performed earlier, and the force transmitted to the shift fork by the suction force is reduced.

As a result, the wear of the contact surface is reduced, and the increase of sliding resistance due to the excessive surface pressure of the contact surface, the increase of running resistance of the vehicle and the deterioration of fuel consumption caused thereby are prevented.

Further, according to the second aspect of the invention, by forming the engagement tooth surface machining total lengths of the acceleration side and the deceleration side to be substantially the same, an unbalanced force is generated at the time of molding by rolling the sleeve spline, and the sleeve is formed. It is possible to obtain a meshing mechanism having a good engagement function and a high durability with high accuracy without lowering the processing accuracy of the spline.

[Brief description of drawings]

FIG. 1 is a cross-sectional view taken along the axis of rotation showing a T / M meshing mechanism for an automobile.

FIG. 2 is a structural diagram showing an engaged state according to the first embodiment of the present invention.

FIG. 3 is a view corresponding to FIG. 2 according to a second embodiment of the present invention.

FIG. 4 is an enlarged view of the sleeve spline in FIG.

5 is a modification of the second embodiment shown in FIGS. 3 and 4. FIG.

FIG. 6 is a corresponding diagram of FIG. 2 showing a conventional example.

[Explanation of symbols]

 2 Synchro hub 3 Sleeve 3a Sleeve spline 4a Speed change gear 4b Speed change gear 5a, 5b Gear side clutch gear (A) 3a1, 3a2, 3a3 Sleeve spline engagement tooth surface 3b1, 3b2 Sleeve straight tooth surface 5a1, 5a2 Gear side clutch Gear (A) engagement tooth surface 6 Shift fork 6a Contact part

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yoshiaki Matsumura 4-21-1, Shimomaruko, Ota-ku, Tokyo Within Mitsubishi Motors Engineering Co., Ltd. (72) Isao Okumura 4--21-1, Shimomaruko, Ota-ku, Tokyo Mitsubishi Automotive Engineering Co., Ltd.

Claims (4)

[Claims] 1. A sleeve spline fitted to the outside of a synchro hub by spline fitting is moved in the axial direction to engage a sleeve spline formed on the inner circumference of the sleeve and a clutch gear provided on a transmission gear. In a transmission meshing mechanism configured to disengage to connect or disconnect the synchro hub and the transmission gear, the length of the shaft engaging tooth surface of the sleeve spline in the axial direction is the engagement of the clutch gear. A meshing mechanism for a transmission, characterized in that it is configured to be different on the acceleration side and the deceleration side according to the length of the tooth surface. 2. The engagement tooth surface of the clutch gear of the gear,
In the axial direction, the accelerating side has a smaller one-sided flow shape than the decelerating side, and the sleeve spline has an allowance (C) between the shaft end of the clutch gear and the sleeve spline of the sleeve. Claim 1 constituted so that and may become almost the same.
The meshing mechanism of the described transmission. 3. A sleeve spline fitted on the outside of the synchronizing hub by spline fitting is axially moved to engage a sleeve spline formed on the inner circumference of the sleeve and a clutch gear provided on the transmission gear. In a meshing mechanism of a transmission, which is configured to be disengaged to connect or disconnect the synchro hub and the transmission gear, the sleeve spline of the sleeve has engagement teeth on both the acceleration side and the deceleration side of the engagement tooth surface. The total length of surface processing is formed to be substantially the same, and the required length of the engaging tooth surface formed on the processing surface is matched with the shape of the engaging tooth surface of the clutch gear of the speed change gear that faces the engaging tooth surface. A transmission meshing mechanism characterized in that the acceleration side and the deceleration side are configured differently. 4. The clutch gear of the gear is configured to have a one-stream shape in which the acceleration side is shorter in the axial direction than in the deceleration side in the axial direction, and the sleeve spline is formed on the shaft end of the clutch gear of the gear and the sleeve spline. 4. The meshing mechanism for a transmission according to claim 3, wherein the allowance between the end of the engaging tooth surface is substantially the same on the acceleration side and the deceleration side.