KR0149348B1 - Synchronizing device for manual transmission - Google Patents

Abstract

To simplify the structure by reducing the number of parts, reduce the manufacturing cost, prevent the overstroke of the sleeve during shifting, and improve the sense of shift by smooth synchronization; A hub coupled to the spline of the main shaft; A sleeve which is formed at a plurality of places in the chamfer portion and protrudes toward the center thereof and is coupled to a spline outside the hub; A clutch gear formed integrally with the corner portion inside the speed gear; A synchronizer ring in which a groove is formed at a position corresponding to the protrusion of the sleeve, the clutch ring being positioned outside the nose of the clutch gear and exerting a friction force during shifting; It is characterized in that it provides a synchronous engagement device of a manual transmission for a vehicle including a spring member having a semi-circular portion protruding from the groove of the outer surface of the synchronizer ring formed corresponding to the protrusion of the sleeve.

Description

Synchronous Interlock of Manual Transmission for Automobile

1 is a cross-sectional view of the assembled state of the synchronous engagement device according to the present invention.

Figure 2 (a) (b) is a front and side cross-sectional view of the synchronizer ring applied to the present invention.

3 is a perspective view of a spring member applied to the present invention.

4 is an enlarged sectional view taken along the line A-A of FIG.

5 is a half sectional view of a conventional synchronous toothing device.

[Field of Invention]

The present invention relates to a synchronous coupling device of a manual transmission for a vehicle, and more particularly, to simplify the structure by reducing the number of parts, and to reduce the manufacturing cost, to prevent the overstroke of the sleeve during shifting, The present invention relates to a synchronous gear of a manual transmission for a vehicle to improve a sense of shift.

[Private Technology]

Transmission in the vehicle is installed between the clutch and the propulsion shaft serves to increase or decrease the rotational force of the engine (Engine) in accordance with the change in the driving state of the vehicle.

In addition, the engine performs a role of controlling the connection between the engine and the driving wheel for a certain period of time during idling of the engine.

The transmission is largely divided into a manual transmission in which the driver directly operates the clutch and the transmission, and an automatic transmission in which the operation of the clutch and the transmission is automatically performed by hydraulic pressure. The present invention relates to a synchronous engagement device of an electronic manual transmission. Related to.

Synchronous meshing device of the manual transmission is composed of clutch hub, clutch sleeve, synchronizer key, synchronizer ring, synchronizer spring and the like.

That is, FIG. 5 is a side cross-sectional view of a conventional synchronous toothing device. The spline 102 of the main shaft 101 is engaged with the hub 103 to rotate together with the groove 104 on the outer circumference of the hub 103. It is formed so that the key 105 is inserted.

On the outside of the hub 103, the sleeve 106 is fitted with a spline so as to be movable in the axial direction, and the spring 107 is supported on the inside of the key 105 to closely adhere to the inner surface of the sleeve 106. The protrusion 108 of the key 105 is positioned in the inner groove of the sleeve 106 while being maintained.

In addition, the synchronizer ring 112 is positioned in the corner portion 111 formed in the clutch gear 110 integrally formed with the speed gear 109 to cause friction during shifting.

The synchronizer ring 112 has a threaded portion formed therein so that the friction force with the corner 111 is increased.

In the conventional synchronous engagement device configured as described above, when the transmission gear shift lever is operated, the sleeve 106 moves, and accordingly, the key 105 together with the protrusion 58 held by the inner spline groove of the sleeve 106 is moved together. As it moves, it pushes the groove 103 of the synchronizer rings 106 and 102.

In addition, as the sleeve 106 continues to move, the screw portion of the synchronizer ring 102 is attached to the corner portion 111 and the speed gear 109 starts to receive the rotational force, and in this state, the key 105 The grooves 113 are in contact with the side surfaces of the synchronizer rings 106 and 112.

When the sleeve 106 continues to move and the speed gear 109 and the synchronizer ring 112 are synchronized, the synchronizer ring 112 enters the spline of the sleeve 106 and the The spline of the spline and the clutch gear 110 is locked so that low power is transmitted.

In such a synchronous device, there is no problem in synchronizing at the time of shifting. However, the number of parts constituting the synchronous device requires a large number of components, leading to a complicated configuration of the synchromesh mechanism and an increase in manufacturing cost.

Since there is no separate configuration that can prevent this when the sleeve is overstroked when the sleeve is moved, noise and shock may occur due to the overstroke of the sleeve when the driver operates the shifting lever aggressively. In severe cases, there is a problem that the key and the through ring, etc. forming the synchro mesh mechanism are separated and cause a failure.

In addition, when the sleeve is moved while pressing the key, there is a problem in that it makes a sense of jamming and makes the shift sense poor.

[Summary of invention]

Accordingly, the present invention has been made to solve the problems of the prior art, the object of the present invention is to simplify the number of parts to simplify the structure and at the same time reduce the manufacturing cost, to prevent the overstroke of the sleeve when shifting, It is to provide a synchronous gear of a manual transmission for a car that can improve the shift sense by smooth synchronization.

The present invention is a hub coupled to the spline of the main shaft in order to achieve the above object; A sleeve which is formed at a plurality of places in the chamfer portion and protrudes toward the center thereof and is coupled to a spline outside the hub; A clutch gear formed integrally with the kuun portion inside the speed gear; A synchronizer ring in which a groove is formed at a position corresponding to the protrusion of the sleeve, the clutch ring being positioned outside the nose of the clutch gear and exerting a friction force during shifting; It is characterized in that it provides a synchronous engagement device of a manual transmission for a vehicle including a spring member having a semi-circular portion protruding from the groove of the outer surface of the synchronizer ring formed corresponding to the protrusion of the sleeve.

Hereinafter, with reference to the accompanying drawings, an embodiment of the present invention that can specifically realize the above object will be described.

EXAMPLE

1 is a side cross-sectional view of a synchronous engagement device according to the present invention, in which the main shaft 1 has two speed gears 3 and 5 related to the rotation of the main shaft 1 via the bearings 7 and 9. It is freely assembled without this.

Clutch gears 15 and 17 having integrally formed corners 11 and 13 are formed inside each of these speed gears 3 and 5, and are assembled to be symmetrical with each other. The synchronizer rings 19 and 21 are coupled to the 13.

The hub 23 is positioned between the speed gears 3 and 5, and is coupled to the splines 106 and 25 of the main shaft 1, and the sleeve 27 is disposed on the outside of the hub 23. Splined to be movable.

In the synchronous toothing device as described above, the present invention provides a protrusion projecting in two steps toward the center side at equal intervals to the chamfer portion 29 formed inwardly of the sleeve 25 in order to spline coupling with the hub 23 ( 31) (32) were formed in a large number at equal intervals, and both bottom edge portions thereof were formed in a round shape.

The protrusions 31 and 32 are formed at 120 degree intervals in the chopper portion 29 as the key 105 is disposed in the conventional synchronizing device to replace the role of the protrusion 108 of the key 105. The width of the protrusions 31 and 32 may be such that the width of the protrusions 31 and 32 does not come into contact with the inner surfaces of the clutch gears 15 and 17 when the sleeve 25 is completely moved normally.

As the sleeve 25 moves, the synchronizer rings 19 and 21 which are in friction with the couns 11 and 13 are in friction with the couns 11 and 13. The spring member 35 which protrudes to the middle part is arrange | positioned in the groove 33 part formed corresponding to (32).

The spring member 35 forms a rod-shaped member having its own elastic force in an arc shape as shown in FIG. 3, and bends the lower end thereof to be inserted into and fixed to the synchronizer rings 19 and 21 as shown in FIG. The upper end is bent upward and then bent in a semicircle toward the synchronizer rings 19 and 21 to form a semicircular portion 37.

The spring member 35 is installed at equal intervals 120 degrees on the synchronizers 19 and 21 similarly to the conventional synchronizer keys 105 and the protrusions 31 and 32 which are in contact with the semi-circular shape 37. ) Is also formed at 120 degree intervals.

The synchronization device configured as described above is maintained in the state as shown in FIG. 1 when it is neutral, and when shifting in this state, the shift fork is interlocked by operating the shift lever not shown for shifting, as in the conventional synchronization device. Shifting is started by moving in the axial direction. As an example, for convenience of explanation, it is assumed that the sleeve 27 is moved to the left side of the drawing like the imaginary line of FIG.

When the sleeve 27 is moved in the above process, one side edge portion of the protrusion 32 is pushed in the moving direction while contacting the semi-circular portion 37 of the circular tube spring 35.

Then, the synchronizer ring 19 moves together with the upper surface of the corner portion 11 to generate torque, thereby synchronizing the speed gear 3 to start receiving the rotational force.

In this operation, after the speed gear 3 and the synchronizer ring 19 are synchronized, the sleeve 27 continues to move so that the gear unit 29 of the sleeve 27 and the gear unit of the clutch gear 15 are moved. Power is transmitted while being coupled, in which case the protrusion 32 is moved while pressing the semi-circular portion 37 of the spring member 35, while the semi-circular portion 37 of the spring member 35 forms a slight deformation. The movement of the protrusion 32 is accommodated, and the state in which the shift is completed is in the same state as the virtual line of FIG. 1.

In the synchronous operation process as described above, the protrusion 32 presses the semi-circular portion 37 of the spring member 35 and at the same time passes over the semi-circular portion 37 of the spring member 35 after a certain interval of movement. Both edges of the end portion 32 are formed in a round shape, so that a natural operation is performed without a feeling of locking.

In the synchronizing device configured as described above, since the key and the spring are omitted as compared with the conventional synchronizing device, the configuration can be simplified by simplifying the components, thereby reducing the manufacturing cost.

In addition, even when an overstroke occurs in the sleeve 27 by the operation of the driver's radical shift lever during shifting, both sides of the protrusion 31 contact the clutch gear 15 to limit the overstroke of the sleeve 27. It can be prevented.

In addition, since the movement of the sleeve 27 is made naturally, it is possible to obtain a shift feeling without a feeling of jamming.

Claims (4)

A hub coupled to the spline of the main shaft; A sleeve which is formed at a plurality of places in the chamfer portion and protrudes toward the center thereof and is coupled to a spline outside the hub; A clutch gear formed integrally with the corner portion inside the speed gear; A synchronizer ring having a groove formed at a position corresponding to the protrusion of the sleeve and positioned outside the corner of the clutch gear and exerting a frictional force while shifting the clutch; And a spring member having a semi-circular portion protruding from the groove of the outer surface of the synchronizer ring formed corresponding to the protrusion of the sleeve. The synchronous engagement device of a manual transmission for a vehicle according to claim 1, wherein a plurality of protrusions circumferentially formed on the upper part of the sleeve is formed at intervals of 120 degrees. The synchronous engagement device of a manual transmission for a vehicle according to claim 1 or 2, wherein the protrusions have rounded corners on both sides thereof. The spring member of claim 1, wherein the spring member forms an arc-shaped member having its own elastic force in an arc shape, and is bent at its lower end to be inserted into the synchronizer ring, and its upper end is bent upwards and then semi-circularly toward the synchronizer ring. Synchronous meshing device of a manual transmission for a vehicle, characterized in that bending to form a semi-circular portion.