KR20150004102A - Synchronizing device of manual transmission - Google Patents

Abstract

The present invention relates to a synchronizer of a manual transmission. According to the present invention, a synchronizer of a manual transmission comprises: clutch gears arranged on both sides of a hub, coupled to a shaft, and able to be rotated; synchronizer rings positioned between the hub and the clutch gears, and synchronized with the clutch gears by being frictionally coupled to the clutch gears; a sleeve coupled to the hub, able to slide, and selectively engaged with the clutch gears; and a guide key arranged between the hub and the sleeve, and sliding when the sleeve slides, wherein the guide key allows the clutch gears to be aligned with the sleeve. According to the present invention, the guide key is capable of inducing synchronization by touching the synchronizer rings or the clutch gears before the sleeve, thereby reducing a clamping force due to an engagement between the sleeve and the synchronizer rings or the clutch gears. In addition, according to the present invention, the guide key is capable of absorbing the clamping force due to an engagement between the sleeve and the synchronizer rings or the clutch gears by being arranged to be supported elastically, thereby preventing deterioration in durability. Furthermore, according to the present invention, the guide key is capable of absorbing the clamping force, thereby preventing a sense of manipulating the transmission from being deteriorated by the clamping force.

Description

≪ Desc / Clms Page number 1 > SYNCHRONIZING DEVICE OF MANUAL TRANSMISSION &

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a manual transmission synchronizing apparatus, and more particularly, to a manual transmission synchronizing apparatus capable of improving a shifting operation feeling by reducing a latching force when a clutch gear and a sleeve are engaged with each other in a manual transmission in a vehicle.

Generally, a transmission for a vehicle is provided between an engine and a propeller shaft, and serves to change the rotational force of the engine according to driving conditions of the car, and has a reverse device for moving the car backward.

Among manual transmissions, a manual transmission is a mechanical type in which a driver must operate the transmission in accordance with road conditions or speed. The manual transmission is divided into a selective gear type that is configured to engage with the gear teeth of the selected gear stage in accordance with the operation of the shift lever and a normal type that has a gear on the main shaft always engaged with a gear on the subordinate axis.

Of these kinds of manual transmissions, the normally engaged type is classified into a dog clutch type that transmits power using a clutch gear again, and a synchromesh type that uses a sleeve instead of a clutch so as to facilitate gear engagement between gears by improving the dog clutch type .

[0003] A synchronization device using such a synchromesh mechanism generally includes a hub gear spline-coupled to a spindle, a sleeve splined to the hub gear and driven by a shift fork, and a hub coupled to the hub gear by a synchronizer key And a synchronizer ring which is engaged with a synchronizer cone when shifting and performs a clutch action by frictional force.

Such a manual transmission synchronizing device is disclosed in Korean Patent Application Laid-open No. 10-2002-0083287 and Japanese Laid-Open Patent Publication No. 2010-025293.

1 is a view for explaining a conventional manual transmission synchronizing apparatus.

1, a conventional manual transmission synchronizer 100 includes a clutch gear 120 disposed on both sides of a hub 110, a synchronizer ring 120 disposed between the hub 110 and the clutch gear 120, 130 and a sleeve 140 selectively engaged with the clutch gear 120. The conventional manual transmission synchronizer 100 is configured such that the sleeve 140 is slidably engaged with the outer circumferential surface of the hub 110 and can be engaged with the clutch gear 120 through the sliding.

And is coupled to rotate together with the hub 110 axis (not shown). The clutch gear 120 is disposed on both sides of the hub 110 and is rotatably coupled to the shaft. The clutch gear 120 includes gear teeth formed on the outer circumferential surface thereof so as to be tapered toward the hub 110.

The synchronizer ring 130 is disposed between the hub 110 and the clutch gear 120 and is frictionally engaged with the clutch gear 120 to perform a synchronous action with the clutch gear 120. The synchronizer ring 130 includes gear teeth formed on the outer circumferential surface thereof so as to be tapered toward the hub 110.

The sleeve 140 is slidably engaged with the hub 110 to selectively engage the clutch gear. The sleeve 140 includes a clutch gear 120 on the outer circumferential surface thereof and a gear tooth formed to be tapered so as to face the synchronizer ring 130.

In the conventional manual transmission control apparatus 100, the sleeve 140 slidable by a driver's operation is engaged with the gear teeth of the synchronizer ring 130, and the sleeve 140 rotates the synchronizer ring 130 Rotate together. At this time, the synchronizer ring 130 is pushed toward the clutch gear 120, and the inner circumferential surface frictionally supports the clutch gear 120, and the clutch gear 120 is rotated together with the synchronizer ring 130 by the frictional force .

At this time, the synchronizer ring 130 performs a synchronous action to decelerate the rotational speed of the clutch gear 120 by the frictional force. The sleeve 140 slides toward the clutch gear 120 and is engaged with the gear teeth of the clutch gear 220 so that the hub 110 and the clutch gear 120 are mechanically connected to transmit the power. do.

When the sleeve 140 is slid and engaged with the gear teeth of the synchronizer ring 130 in the synchronizing operation, the manual transmission 100 synchronizes with the gear teeth of the synchronizer ring 130, thereby generating a first engaging force, do. In addition, when the manual transmission synchronizer 100 is not appropriately arranged between the synchronizer ring 130 and the gear teeth of the clutch gear 120, the sleeve 140 further moves to engage with the clutch gear 120 The sleeve 140 may collide with the gear teeth of the clutch gear 120, resulting in a second engaging force, which may hinder the driver's feeling of operation. As described above, the engagement force between the sleeve 140 and the synchronizer ring 130 or the clutch gear 120 may cause a problem in that the durability of each component is deteriorated.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above problems, and it is an object of the present invention to provide a manual transmission synchronizing device capable of reducing a latching force generated when a sleeve is engaged with a synchronizer ring or a clutch gear.

It is another object of the present invention to provide a manual transmission synchronizing device capable of preventing durability from being lowered due to a latching force generated when the sleeve is engaged with a synchronizer ring or a clutch gear.

It is another object of the present invention to provide a manual transmission synchronizing device capable of reducing the deterioration of operation feeling due to a latching force.

According to an aspect of the present invention, there is provided a clutch device comprising: a clutch gear disposed on both sides of a hub and coupled to be rotatable with respect to the shaft; a clutch gear interposed between the hub and the clutch gear, And a guide key slidably coupled to the hub and selectively engaged with the clutch gear, and a guide key disposed between the hub and the sleeve and sliding together with the sliding of the sleeve, , So that the guide key aligns the clutch gear with the sleeve.

Preferably, the sleeve has a guide groove on the inner circumferential surface thereof for receiving the guide key, and the guide key has a coupling protrusion opposed to the guide groove formed on a surface thereof facing the sleeve.

Preferably, the guide key further includes a gear teeth formed on the outer surface, and the gear teeth are formed so as to protrude more toward the clutch gear than the sleeve.

The guide key may further include a wiping key interposed between an outer circumferential surface of the hub and the guide key so as to wipe the oil on the inner circumferential surface of the guide key. The wiping key is coupled to an outer circumferential surface of the hub And an elastic member which is made of an elastic material.

According to the present invention, there is an effect that the engaging force generated when the sleeve engages with the synchronizer ring or the clutch gear can be reduced by guiding the guide key in contact with the synchronizer ring or the clutch gear before the sleeve.

Further, according to the present invention, there is an effect that the durability can be prevented from being lowered by absorbing the engaging force generated when the guide key is elastically supported so as to engage the sleeve with the synchronizer ring or the clutch gear.

Further, according to the present invention, it is possible to reduce the deterioration of the operation feeling due to the latching force by reducing the latching force by the guide key.

1 is a view for explaining a conventional manual transmission synchronizing apparatus;
2 is a view illustrating a manual transmission synchronizing apparatus according to an embodiment of the present invention;
3 is a view for explaining the manual transmission synchronizing device of FIG. 2;
4 is a view for explaining the operation of the manual transmission synchronizer of FIG. 2;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 2 is a view for explaining a manual transmission synchronizing apparatus according to an embodiment of the present invention, and FIG. 3 is a view for explaining a manual transmission synchronizing apparatus of FIG.

2 and 3, a manual transmission synchronizer 200 according to an embodiment of the present invention includes a clutch gear 220 disposed on both sides of a hub 210, a hub 210 and a clutch gear 220 And a sleeve 240 selectively engaged with the clutch gear 220 and a guide key 250 selectively engaged with the clutch gear 220. The synchronizer ring 230 is disposed between the clutch gear 220 and the sleeve 240, .

The hub 210 is coupled to rotate together with the rotary shaft of the manual transmission. The hub 210 rotates the sleeve 240, which is slidably coupled to the outer circumferential surface.

The clutch gear 220 is disposed on both sides of the hub 210 and rotatably coupled to the shaft. That is, the clutch gear 220 rotates separately from the shaft. The clutch gear 220 includes a gear tooth 221 formed on an outer circumferential surface thereof and tapered toward the hub 210. The clutch gear 220 can be engaged with the sleeve 240 and rotated together.

The synchronizer ring 230 is frictionally coupled to the clutch gear 220 to synchronize with the clutch gear 220 between the hub 210 and the clutch gear 220. The synchronizer ring 230 includes a gear teeth 231 formed on the outer circumferential surface thereof and tapered toward the hub 210. The synchronizer ring 230 is fitted with the clutch gear 220 on the inner circumferential surface and can rotate the clutch gear 220 together by friction. At this time, the synchronizer ring 230 performs synchronous action by attenuating the relative speed of the clutch gear 220 by friction with the clutch gear 220 fitted to the inner peripheral surface.

Sleeve 240 is slidably engaged with hub 210 to selectively engage clutch gear 220. The sleeve 240 includes a clutch gear 220 on its outer circumferential surface and a gear tooth formed to be tapered to face the synchronizer ring 230. The sleeve 240 has an inner circumferential surface formed with a guide groove 241 through which the guide key 250 is inserted.

The guide key 250 is disposed between the hub 210 and the sleeve 240 and is slid together by the sliding of the sleeve 240. The guide key 250 is formed with a coupling protrusion 251 opposed to the guide groove 241 on the surface facing the sleeve 240. That is, the guide key 250 is coupled to the sleeve 240 by inserting the engaging projection 251 into the guide groove 241.

The guide key 250 further includes gear teeth formed on the outer surface of the guide key 250 so that the gear teeth of the guide key 250 protrude more toward the clutch gear 220 than the sleeve 240. The guide key 250 contacts the synchronizer ring 230 and the clutch gear 220 before the sleeve 240 when the sleeve 240 is slid so that the sleeve 240 contacts the synchronizer ring 230 and the clutch gear 220 220 to reduce the impact of engagement.

The manual transmission synchronizer 200 includes a wiping key 260 disposed between the guide key 250 and the hub 210 to contact the inner circumferential surface of the guide key 250, And an elastic member 270 disposed between the wiping key 260 and the hub 210.

The wiping key 260 is arranged to contact the inner circumferential surface of the guide key 250 so as to wipe the oil on the inner circumferential surface of the guide key 250. That is, the wiping key 260 is interposed between the outer circumferential surface of the hub 210 and the inner circumferential surface of the guide key 250. When the guide key 250 is slid, the wiping key 260 wipes and supports the inner circumferential surface of the guide key 250 by friction.

The elastic member 270 elastically supports the wiping key 260 between the wiping key 260 and the hub 210 so that the wiping key 260 contacts the guide key 250. When the guide key 250 is slid, the elastic member 270 is pressed downward as the wiping key 260 is pressed downward, thereby increasing the elastic force of supporting the wiping key 260 do. Accordingly, the increased elastic force of the elastic member 270 pushes the guide key 250 through the wiping key 260, and the guide key 250 can slide together without falling out of the sleeve 240. The operational state of the manual transmission 200 will be described in more detail with reference to FIG.

4 is a view for explaining the operation of the manual transmission synchronizer of FIG.

4, in the manual transmission synchronizer 200, the hub 210 coupled to the rotation shaft (not shown) rotates, and the sleeve 240 coupled to the hub 210 and the guide key 250 rotate together . At this time, when the sleeve 240 is not engaged with the clutch gear 220, the hub 210, the sleeve and the guide key 250 rotate together, and the synchronizer ring 230 and the clutch gear 220 (A) rotate at different speeds.

At this time, when the sleeve 240 is slid to one side by the shift operation of the driver, the guide key 250 contacts the synchronizer ring 230 to align the gear train of the synchronizer ring 230 and the sleeve 240 . This guide key 250 can reduce impact due to collision when the sleeve 240 is engaged with the synchronizer ring 230 by aligning the synchronizer ring 230 and the sleeve 240 (b).

When the sleeve 240 is engaged with the synchronizer ring 230 and then slid toward the clutch gear 220 located on the side of the synchronizer ring 230 where the sleeve 240 is engaged by the shift operation of the driver, The inner peripheral surface of the ring gear 230 is brought into frictional contact with the clutch gear 220. At this time, the relative speed of the clutch gear 220 is reduced by the friction with the synchronizer ring 230 so that the clutch gear 220 approaches the rotation speed of the synchronizer ring 230, and the guide key 250, . The guide key 250 contacts the clutch gear 220 to align the clutch gear 220 and the sleeve 240. This guide key 250 can reduce the impact due to the collision when the sleeve 240 is engaged with the clutch gear 220 by aligning the clutch gear 220 and the sleeve 240 (c).

When the sleeve 240 is slid, the guide key 250 presses the wiping key 260 downward, and the elastic member 270, which is pressed downward as the wiping key 260 is pressed, The elastic force is increased in the upward direction and the upward elastic force is transmitted to the guide key 250 through the wiping key 260. The resilient force of the elastic member 270 pushes the guide key 250 upwards to support the guide key 250 so that the guide key 250 can be slid together without falling out of the sleeve 240 when the sleeve 240 is slid. The elastic force of the elastic member 270 supporting the guide key 250 can absorb and reduce the engagement force generated when the guide key 250 contacts the clutch gear 220. [

The manual transmission 200 synchronizes with the synchronizer ring 230 when the guide gear 250 contacts the synchronizer ring 230 before the sleeve 240 to reduce the first engaging force. The second engaging force can be reduced by the guide key 250 contacting the clutch gear 220 before the sleeve 240. [ The manual transmission synchronizer 200 is also provided with the guide key 250 elastically supported by the elastic member 270 so that the engagement of the sleeve 240 with the synchronizer ring 230 or the clutch gear 220 So that the durability of each boom can be prevented from being lowered. In addition, the manual transmission synchronizer 200 can reduce the deterioration of the shifting operation feeling by the engaging force by reducing the engaging force by the guide key 250.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

200: Manual transmission synchronizer 210: Hub
220: clutch gear 221: gear teeth
230: Synchronizer ring 231: Gear
240: Sleeve 241: Guide groove
250: guide key 251: engaging projection
260: wiping key 270: elastic member

Claims (6)

A clutch gear disposed on both sides of the hub and rotatably coupled to the shaft;
A synchronizer ring frictionally coupled to the clutch gear to synchronize with the clutch gear between the hub and the clutch gear;
A sleeve slidably coupled to the hub to selectively engage the clutch gear; And
A guide key disposed between the hub and the sleeve and sliding together by sliding of the sleeve;
Wherein the guide key causes the clutch gear to be aligned with the sleeve. The method according to claim 1,
The sleeve
And a guide groove is formed in the inner circumferential surface to receive the guide key. 3. The method of claim 2,
The guide key
And a coupling protrusion opposed to the guide groove is formed on a surface facing the sleeve. The method according to claim 1,
The guide key
And a gear tooth formed on an outer surface of the clutch gear, wherein the gear tooth is formed so as to protrude more toward the clutch gear than the sleeve. The method according to claim 1,
Further comprising a wiping key interposed between an outer peripheral surface of the hub and the guide key so as to wipe the oil on the inner circumferential surface of the guide key. 6. The method of claim 5,
The < RTI ID =
And an elastic member coupled to an outer circumferential surface of the hub so as to be elastically supported on the outer circumferential surface of the hub.

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