KR20150004112A - Manual transmission for vehicle - Google Patents

Manual transmission for vehicle Download PDF

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Publication number
KR20150004112A
KR20150004112A KR20130077162A KR20130077162A KR20150004112A KR 20150004112 A KR20150004112 A KR 20150004112A KR 20130077162 A KR20130077162 A KR 20130077162A KR 20130077162 A KR20130077162 A KR 20130077162A KR 20150004112 A KR20150004112 A KR 20150004112A
Authority
KR
South Korea
Prior art keywords
synchronizer
ring
clutch gear
gear
sleeve
Prior art date
Application number
KR20130077162A
Other languages
Korean (ko)
Inventor
김승현
Original Assignee
현대다이모스(주)
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 현대다이모스(주) filed Critical 현대다이모스(주)
Priority to KR20130077162A priority Critical patent/KR20150004112A/en
Publication of KR20150004112A publication Critical patent/KR20150004112A/en

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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
    • F16D23/025—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
    • 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
    • F16D23/0612—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 the blocking mechanism comprising a radial pin in an axial slot with at least one branch
    • 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
    • F16D2023/0625—Details of members being coupled, e.g. gears
    • 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
    • F16D2023/0631—Sliding sleeves; Details thereof
    • 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
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F16D2023/141—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings characterised by using a fork; Details of forks

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

Abstract

By changing the shape of the hole formed in the center ring of the multi-synchronizer ring and the shape of the hole formed in the clutch gear to a shape having a gradient angle, unnecessary friction between the rings of the multi-synchronizer ring can be prevented, thereby enhancing the durability of the multi- A manual transmission for a vehicle is introduced. The vehicular manual transmission includes a multi-synchronizer ring positioned between a synchronizer sleeve and a first clutch gear to synchronize the number of rotations of the synchronizer sleeve and the clutch gear, the multi-synchronizer ring comprising at least two accessory rings, And one of the ring gears of the synchronizer ring and the clutch gear are coupled to each other through the inclined engagement structure having the gradient angle.

Description

Technical Field [0001] The present invention relates to a manual transmission for a vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a manual transmission for a vehicle, and more particularly, to a manual transmission for a vehicle having a structure capable of enhancing the durability of a multi-synchronizer ring.

BACKGROUND ART [0002] Generally, a shift device mounted on a vehicle performs a function of changing a driving force generated from an engine during running to a driving wheel according to a running state of the vehicle and dividing the driving force into manual, automatic, and continuously variable transmissions do.

On the other hand, the manual transmission is composed of a shift lever device having a shift lever which is located on the interior side of the vehicle and can be operated by a driver, and a transmission main body connected to the shift lever device via a cable.

FIG. 1 is a cross-sectional view showing a main portion of a transmission main body applied to a conventional manual transmission, FIG. 2 is a cross-sectional view showing a main portion of a transmission main body applied to a conventional manual transmission when the gear is in a neutral state, FIG. 4 is a view showing a shift fork and a synchronizing device of a transmission main body applied to a conventional manual transmission; FIG. 4 is a cross-sectional view showing a main portion of a transmission main body applied to a manual transmission of FIG. 1 to 4, a conventional transmission main body includes a transmission housing 10, a torsion shaft 20 rotatably installed in the transmission housing 10, and a torsion bar 20 fixed to the torsion shaft 20, A shift lever 30 connected to the transmission housing 10 via a cable (not shown) and a shift lever (not shown) operated by the shift lever 30; (41, 42, 43) formed on the shift rail (40), and a shift rail (40) provided on the transmission housing (10) A poppet plug 50 for connecting the shift rail 40 to the torsion shaft 20 so that the shift rail 40 can be hooked at a position corresponding to the speed change stage, When the shaft 20 rotates at a certain angle, A shift sliding lever 60 and a gear shifting tank 70 for sliding the shift rail 40 in the axial direction and a gear shifting lever 60 installed on the shift rail 40 to move together with the shift rail 40 in the axial direction And a synchronizing device 90 which is operated by the shift fork 80 so as to perform gear shifting.

On the other hand, in the gear neutral state shown in Fig. 2, when the shift lever is operated in the direction of the arrow A by operating the shift lever for gear shifting, the torsion shaft 20 is also rotated in the direction of arrow A And the shift rail 40 and the gear shifting tank 70 are slid in the direction of the arrow B in association with the rotation. The shift fork 80 mounted on the rail 40 is moved as the rail 40 is slid and the synchronizer 90 provided on the main shaft 1 of the transmission by the shift fork 80, The synchronizer sleeve 91 moves in the axial direction D to shift the gear. At this time, the synchronizer ring R is positioned between the synchronizer sleeve 91 and the clutch gear G to synchronize the number of rotations of the synchronizer sleeve 91 and the clutch gear G.

On the other hand, Fig. 5 shows an example of a synchronizing apparatus for a manual transmission for a vehicle to which a multi-synchronizer ring is applied. The multi-synchronizer ring has been improved to solve the problem of insufficient synchronous capacity of the conventional synchronizer ring. Such a multi-synchronizer ring is not limited to a phenomenon in which the shift lever is excessively heavy in operation, There is a double synchronizer ring having two friction surfaces or a triple synchronizer ring having three friction surfaces so that the synchronous capacity in space can be increased. The multi-synchronizer ring shown in FIG. 5 has a triple synchronizer ring .

Hereinafter, a synchronizing device for a manual transmission for a vehicle to which a synchronizer ring is applied will be described. The same components as those of the conventional art described above will be described using the same reference numerals.

Referring to FIG. 5, in the case of the synchronous device using the multi-synchronizer ring R shown in FIG. 5 when gear shifting is performed in the same manner as in the conventional technology, , The multi-synchronizer ring (R) is squeezed toward the clutch gear (G) while moving. Then, the number of revolutions of the synchronizer sleeve 91 and the clutch gear G is synchronized first, and then the synchronizer sleeve 91 and the clutch gear G are meshed with each other to complete the gear shifting.

At this time, if there is no adequate releasing force for releasing the compression to the multi-synchronizer ring (R) being synchronized and compressed, it still remains in a compressed state as shown in FIG.

When the synchronizer sleeve 91 moves in the opposite direction (in the direction of the arrow E) for shifting to a neutral stage or another speed change stage, the multi-synchronizer ring 91 is rotated by the edge of the spline of the synchronizer sleeve 91 R is released toward the synchronizer hub 95 and spaced apart from the center ring r2 of the multi-synchronizer ring R. However, the center ring r2 of the multi-synchronizer ring R and the multi- The inner ring r3 of the inner ring R may still remain in a frictional state, which causes dragging in the transmission, and if accumulation of the drag is accumulated, the synchronizer ring prematurely wears or seams, There was a problem.

SUMMARY OF THE INVENTION The present invention has been proposed in order to solve the above problems and it is an object of the present invention to provide a multi- So that the durability of the multi-synchronizer ring can be improved.

According to an aspect of the present invention, there is provided a manual transmission for a vehicle including a transmission main shaft rotatably installed in a transmission housing and connected to an engine to transmit power, a synchronizer hub splined to an outer periphery of the transmission main shaft, A synchronizer sleeve which is engaged with the outer clutch gear of the synchronizer hub movably in the axial direction, a speed gear which is disposed on both sides of the synchronizer hub and is idly mounted on the transmission main shaft, A clutch gear that is rotated integrally with the speed gear and selectively engaged with the synchronizer sleeve; a shift fork connected to the groove formed in the synchronizer sleeve to slide the synchronizer sleeve in an axial direction; Nitzer sleeves And a multi-synchronizer ring which is located between the first and second clutch gears and synchronizes the number of revolutions of the synchronizer sleeve and the clutch gear, the multi-synchronizer ring being composed of at least two accessory rings, And the clutch gear are coupled to each other through an inclined engagement structure having a gradient angle.

Preferably, the multi-synchronizer ring includes an outer ring, a centering ring, and an inner ring as an accessory ring.

The inclined engagement structure includes a lug formed on the centering ring and including a pair of inclined engagement surfaces having a gradient angle and a hole formed in the clutch gear and including an inclined engagement surface having a gradient angle .

According to the vehicular manual transmission as described above, by changing the shape of the lug formed in the center ring of the multi-synchronizer ring and the shape of the hole formed in the clutch gear into a shape having a gradient angle, unnecessary friction between the rings of the multi- So that the durability of the multi-synchronizer ring can be enhanced.

1 is a cross-sectional view showing a main part of a conventional vehicular manual transmission;
Fig. 2 is a cross-sectional view showing a state in which the main portion of the conventional manual vehicular transmission is in a gear neutral state; Fig.
3 is a cross-sectional view showing a state in which the main portion of the conventional manual vehicular transmission is in a gear engagement state.
4 is a view showing a shift fork and a synchronizing device of a transmission main body applied to a conventional manual transmission.
5 is a view showing an example of an operating state of a synchronizing apparatus of a conventional manual transmission for a vehicle to which a multi-synchronizer ring is applied.
6 is a view showing an example of an operating state of a synchronizing apparatus of a manual transmission for a vehicle according to an embodiment of the present invention;
7 is a view showing lugs of a centering and coupling structure of a multi-synchronizer ring applied to a manual transmission for a vehicle according to an embodiment of the present invention.
8 is a view showing a hole of a clutch gear and a coupling structure applied to a manual transmission for a vehicle according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objectives, specific advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. In the following description of the present invention, detailed description of known related arts will be omitted when it is determined that the gist of the present invention may be unnecessarily obscured by the present invention. Also, the thickness of the lines and the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, terms used are terms defined in consideration of functions in the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be based on the entire contents of the present specification.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 6 is a view showing an example of the operating state of the synchronizing device of the manual transmission for a vehicle according to the embodiment of the present invention, and FIG. 7 is a view showing an example of the centering and engaging structure of the multi-synchronizer ring applied to the vehicular manual transmission according to the embodiment of the present invention. FIG. 8 is a view showing a hole of a clutch gear and a coupling structure applied to a manual transmission for a vehicle according to an embodiment of the present invention. FIG.

Referring to FIGS. 6 to 8, a manual transmission for a vehicle according to an embodiment of the present invention includes a transmission main shaft 100, a synchronizer hub 200, a synchronizer And includes a sleeve 300, a speed gear 400, a clutch gear 500, a shift fork 600, a multi-synchronizer ring 700, and an inclined engagement structure S.

The transmission main shaft 100 is rotatably installed in the transmission housing 10, and is connected to the engine to receive power.

The synchronizer hub 200 is splined to the outer periphery of the transmission main shaft 100 and rotates integrally with the transmission main shaft 100.

The synchronizer sleeve 300 is engaged with the outer clutch gear of the synchronizer hub 200 so as to be movable in the axial direction.

The speed gear 400 is disposed on both sides of the synchronizer hub 200 and idly mounted on the transmission main shaft 100. The speed gear 400 is installed so as to be always engaged with the output gears mounted at the gear positions of the transmission auxiliary shaft (not shown).

The clutch gear 500 may be press-fitted into the inner surface of the speed gear 400 and may be integrally rotated with the speed gear 400 to be selectively engaged with the synchronizer sleeve 300.

The shift fork 600 is connected to the groove 310 formed in the synchronizer sleeve 300 to slide the synchronizer sleeve 300 in the axial direction.

The shift fork 600 is installed on the shift rail 40 and moves together when the shift rail 40 is slid in the axial direction.

The shift rail 40 is installed on the transmission housing 10 so as to be slidable in the axial direction D and connected to the torsion shaft 20 through the shift sliding lever 60 and the gear shifting tank 70 And moves in the axial direction D when the torsion shaft 20 rotates at a certain angle.

The torsion shaft 20 is rotatably installed in the transmission housing 10. A shift lever 30 connected to a shift lever (not shown) operated by a driver through a cable is connected to the torsion shaft 20 .

The synchronizer ring 700 is positioned between the synchronizer sleeve 300 and the clutch gear 500 to synchronize the rotational speed of the synchronizer sleeve 300 and the clutch gear 500.

The multi-synchromesh ring 700 is improved in order to solve the problem of insufficient synchronous capacity of the conventional synchronizer ring. Such a multi-synchronizer ring may cause a phenomenon in which the shift lever becomes excessively heavy during operation of the shift lever, A double synchronizer ring having two frictional surfaces or a triple synchronizer ring having three frictional surfaces so that the synchronous capacity in a limited space can be increased.

A multi-synchronizer ring 700 applied to a manual transmission for a vehicle according to an embodiment of the present invention is a triple synchronizer ring composed of three adjoining rings having three friction surfaces, and includes an outer ring 710, a centering 720 And an inner ring 730, as shown in Fig.

Meanwhile, in the manual transmission for a vehicle according to the embodiment of the present invention including the above-described multi-synchronizer ring 700, in order to prevent durability deterioration such as premature wear and disconnection due to accumulated accumulation of drag, And one of the ring gears of the ring gear 700 and the clutch gear 500 are coupled to each other via the inclined engagement structure S having the gradient angle.

The inclined engagement structure S is formed in the centering 720 and includes a lug 721 including a pair of engaging surfaces 721a inclined with a gradient angle and a lug 721 formed on the clutch gear 500 And a hole 510 including an inclined mating surface 511 having a gradient angle.

In the manual transmission for a vehicle according to the embodiment of the present invention in which the inclined engagement structure S is applied as described above, when the gear shift is performed, the synchronizer sleeve 300 moves while the multi- (500). Then, the number of rotations of the synchronizer sleeve 300 and the clutch gear 500 is synchronized. Thereafter, the synchronizer sleeve 300 and the clutch gear 500 engage with each other to complete the gear shifting.

The outer ring 710 of the synchronizer ring 700 is rotated by the edge of the spline of the synchronizer sleeve 300 when the synchronizer sleeve 300 moves in the opposite direction for shifting to a neutral stage or another speed change stage. Is pulled out to the synchronizer hub 200 and spaced apart from the centering 720 of the multi-synchronizer ring 700.

Since the centering 720 of the synchronizer ring 700 and the clutch gear 500 are coupled to each other through the inclined engagement structure S having a gradient angle, A speed difference is generated between the center ring 720 and the inner ring 730 due to the gradient angle and this speed difference causes the centering 720 to be pushed toward the synchronizer hub 200 . Accordingly, an improper friction between the center ring 720 and the inner ring 730 can be prevented, and dragging of the inside of the transmission can be suppressed, thereby improving the durability of the multi-synchronizer ring 700.

According to the manual transmission for a vehicle according to the embodiment of the present invention as described above, the shape of the hole formed in the lug and the clutch gear formed in the centering ring of the multi-synchronizer ring is changed to a shape having a gradient angle, Unnecessary friction between the accessory rings can be prevented and the durability of the multi-synchronizer ring can be enhanced.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. It is to be understood that the invention may be variously modified and changed.

100: Transmission main shaft 200: Synchronizer hub
300: Synchronizer sleeve 400: Speed gear
500: clutch gear 600: shift fork
700: Multi-synchronizer ring 710: Outer ring
720: Centering 730: Inner ring
S: an inclined type coupling structure 721: lug 721a: coupling surface 510: hole 511: inclined coupling surface

Claims (3)

A transmission main shaft 100 rotatably installed in the transmission housing 10 and connected to the engine to receive power;
A synchronizer hub 200 splined to the outer periphery of the transmission main shaft 100;
A synchronizer sleeve 300 coupled to the outer peripheral clutch gear 500 of the synchronizer hub 200 to be movable in the axial direction;
A speed gear 400 disposed on both sides of the synchronizer hub 200 and idly mounted on the transmission main shaft 100;
A clutch gear (500) connected to the speed gear (400) and integrally rotated with the speed gear (400) and selectively engaged with the synchronizer sleeve (300);
A shift fork 600 connected to the groove 310 formed in the synchronizer sleeve 300 to slide the synchronizer sleeve 300 in an axial direction; And
The synchronizer sleeve 300 is disposed between the synchronizer sleeve 300 and the clutch gear 500 to synchronize the rotational speed of the synchronizer sleeve 300 and the clutch gear 500, A synchronizer ring 700,
Characterized in that one of the accessory rings of the synchronizer ring (700) and the clutch gear (500) are coupled to each other via an inclined engagement structure (S) having a gradient angle. The method according to claim 1,
The multi-synchronizer ring (700) includes an outer ring (710), a centering ring (720), and an inner ring (730) as an accessory ring. The method of claim 2,
The inclined engagement structure S is formed in the centering 720 and includes a lug 721 including a pair of engaging surfaces 721a inclined with a gradient angle and a lug 721 formed on the clutch gear 500 , And a hole (510) including an oblique engagement surface (511) having a gradient angle.
KR20130077162A 2013-07-02 2013-07-02 Manual transmission for vehicle KR20150004112A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR20130077162A KR20150004112A (en) 2013-07-02 2013-07-02 Manual transmission for vehicle

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Application Number Priority Date Filing Date Title
KR20130077162A KR20150004112A (en) 2013-07-02 2013-07-02 Manual transmission for vehicle

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KR20150004112A true KR20150004112A (en) 2015-01-12

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107061539A (en) * 2015-11-04 2017-08-18 贺尔碧格传动技术控股有限公司 The multiple simultaneous component of manual transmission
CN108263188A (en) * 2016-12-30 2018-07-10 比亚迪股份有限公司 Flange assembly and with its locking system, power assembly, power drive system and vehicle
CN108263208A (en) * 2016-12-30 2018-07-10 比亚迪股份有限公司 Locking system, power assembly, power drive system and vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107061539A (en) * 2015-11-04 2017-08-18 贺尔碧格传动技术控股有限公司 The multiple simultaneous component of manual transmission
CN108263188A (en) * 2016-12-30 2018-07-10 比亚迪股份有限公司 Flange assembly and with its locking system, power assembly, power drive system and vehicle
CN108263208A (en) * 2016-12-30 2018-07-10 比亚迪股份有限公司 Locking system, power assembly, power drive system and vehicle
CN108263188B (en) * 2016-12-30 2020-04-24 比亚迪股份有限公司 Flange assembly, locking device with same, power assembly, power transmission system and vehicle

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