WO2005095814A1

WO2005095814A1 - Synchronization device for transmission

Info

Publication number: WO2005095814A1
Application number: PCT/JP2005/006889
Authority: WO
Inventors: Kazuyoshi Hiraiwa
Original assignee: Kyowa Metal Works Co., Ltd.
Priority date: 2004-04-02
Filing date: 2005-04-01
Publication date: 2005-10-13
Also published as: JP2005291423A

Abstract

A synchronization device for a transmission capable of increasing synchronization performance by self-servo action, comprising a thrust piece (26) engaged with the groove (16e) of a sleeve (16), axially pressed from the sleeve (16), and transmitting a friction torque produced in a synchronization ring (24) in a process for pressing the chamfers (24e) and (24f) of the synchronization ring (24) to the slopes (12g), (12h), (12i), and (12j) of a hub (12). The thrust piece (26) further comprises a restriction means restricting the relative rotation of the synchronization ring (24) to the hub (12) after a synchronous action performing by axially pressing the synchronization ring (24) is completed. Thus, the deterioration of operating feeling can be avoided.

Description

Description Synchronizer for transmission

Technical field

According to the present invention, it is possible to increase the pressing force from the sleeve to the synchronizing ring by the friction torque generated by the synchronizing ring during the shifting operation (gear switching) of the manual transmission for a vehicle, thereby improving the synchronizing ability. It relates to a transmission synchronizing device. Background art

Conventionally, this type of transmission synchronizing device includes a thrust generated between a hub and a sleeve or a thrust plate in a process of transmitting friction torque generated by a synchronization ring to a hap through a slope of a sleeve or a thrust plate. In other words, there is known a device in which a synchronizing ability is enhanced by a self-servo effect (for example, see Patent Document 1).

However, in the method of generating a thrust between the hub and the sleep (FIGS. 1 to 12 of Patent Document 1), the slave and the synchronization ring are connected to the hub after the end of the synchronization operation (Patent Document 1). The sleeve and the hub are slightly rotated with respect to each other so that the sleeve and the hub cannot rotate relative to each other as shown in Fig. 11 of Patent Document 1, and then the spline on the sleeve and the gear side (Patent Document 1). (Equivalent to splines 21 and 31).

For this reason, an inclined surface 45 is formed in the sleeve receiver, and the inclined surface 66 of the sleep 6 moves along the inclined surface 45. During this time, the sleeve 6 moves in vain in the axial direction. Have to do. That is, The axial movement which is not related to the synchronizing action is added, and as a result, the operation stroke or the operation force for moving the sleeve 6 is increased, thereby deteriorating the operation feeling.

On the other hand, in the method of generating thrust between the hub and the thrust plate (FIGS. 13 to 20 of Patent Document 1), the method shown in FIG. After the synchronization is completed, the synchronization ring 5 can rotate with the thrust plate 10 relative to the hap (the sleep receiver 4 in the publication) until the sleeve 6 engages with the spline 21 on the gear side. During this time, a difference in rotation occurs again between the synchronized hap and the sleeve and the transmission gear, and when the sleeve and the spline 61 on the gear side engage with each other, a collision occurs between them. Deteriorate the operation feeling.

Therefore, the problem to be solved is that the improvement of the synchronization performance by the self-servo effect and the operation filling cannot be compatible. Disclosure of the invention

SUMMARY OF THE INVENTION An object of the present invention is to provide a synchronizing device capable of preventing a deterioration in operation feeling while improving a synchronizing ability with a simple structure. The most important feature is that a restricting means is provided between the sleep and the synchronization ring between the end of the synchronization and the engagement of the sleeve with the spline of the transmission gear so that relative rotation between the sleeve and the synchronization ring does not occur. I do.

That is, at the stage where the synchronizing action between the synchronizing ring, the hub and the sleeve and the transmission gear is completed, the synchronizing ring is integrated with the transmission gear and is engaged with the thrust piece. Between the sleep or synchronization ring A step is provided, and by engaging the step, relative rotation between the sleep and the transmission gear is regulated, and then the spline of the sleep and the transmission gear are engaged with each other.

The transmission synchronizer of the present invention configured as described above has a simple structure, converts the friction torque generated in the synchronous ring into an axial thrust, and converts this into a part of the force pressing the synchronous ring. In this way, it is possible to improve the synchronizing ability (friction torque) against the pressing force from the sleeve, and from the end of the synchronizing operation until the splines of the sleeve and the transmission gear mesh with each other. Since the synchronous ring does not rotate relative to the hub, it is possible to prevent the operation filling from being deteriorated due to the collision between the splines of the sleeve and the transmission gear.

Also, since there is no extra axial movement of the sleeve to regulate the relative rotation of the synchronous ring with respect to the hub, it is possible to prevent the deterioration of the operation filling due to the increase in the stroke of the sleeve. it can. Brief Description of Drawings

FIG. 1 is a cross-sectional view of a main part of a 3-speed or 4-speed synchronizer. (Example 1)

FIG. 2 is an external view of FIG. 1 with the third and fourth gears removed and viewed from the third gear.

FIG. 3 is a partially enlarged view of FIG.

Figure 4 is an external view of the hub.

Figure 5 is an external view of the sleep.

FIG. 6 is a sectional view and an external view of the synchronous ring.

Fig. 7 is an external view of the thrust piece.

FIG. 8 is an external view and a cross-sectional view for explaining the main details. FIG. 9 is an explanatory diagram showing details of the operation.

FIG. 10 is an enlarged view for explaining details of the operation.

FIG. 11 is an operation diagram illustrating another operation state.

FIG. 12 is an external view of the synchronization ring. (Example 2)

FIG. 13 is an external view and a cross-sectional view illustrating details of a main part.

FIG. 14 is an enlarged sectional view of a main part. (Example 3)-Fig. 15 is an enlarged external view of a main part.

FIG. 16 is an enlarged sectional view of a main part. (Example 4)

Figure 17 is an enlarged external view of the main part. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, a transmission synchronizer according to an embodiment of the present invention will be described with reference to the drawings based on each embodiment.

(Example 1)

FIG. 1 is a cross-sectional view of a main part of one embodiment of the device of the present invention, and is a cross-section taken along line AA in FIG. FIG. 2 is an external view of the input shaft 10, the third gear 20, and the fourth gear 22 in FIG. 1 as viewed from the right side (the third gear 20 side).

FIG. 3 is an enlarged view of the main part on the upper side of FIG.

The input shaft 10 can be connected to the engine via a clutch disc (not shown).

A hub 12 is integrally connected to the input shaft 10 in a rotational direction by splines 10a and 12a formed on the hub, and a bush 14 is also pressed into the input shaft 10 from the left side in the figure. It is united with 10.

The hub 12 has a flange 12c extending outward from the boss 12b, and a spline 12e formed on an annular portion 12d on the outer periphery of the flange 12c. A sleeve 16 is engaged with the hub 12 so that the splines 12 e and 16 a formed on the hub 12 are relatively movable in the axial direction.

The input shaft 10 has a third gear 20 via a bearing 18a, a fourth gear 22 outside the push 14 via a bearing 18b, and a hub 12 each. It is arranged so as to sandwich it and is rotatably supported. The third gear 20 and the fourth gear 22 constitute the transmission gear of the present invention. Each of the third gear 20 and the fourth gear 22 is meshed with a mating gear (not shown) on the output shaft side, and is connected to a vehicle wheel through these gears. ing.

On the hub 12 side of the third gear 20 and the fourth gear 22, there are splines 20 a and 22 a that mesh with the spline 16 a of the sleeve 16, and a conical friction surface 20 b, 2 2b is formed.

A fork groove 16 b is formed on the outer periphery of the sleeve 16, and a shift fork (not shown) is slidably fitted thereto. The sleeve 16 can be moved in the axial direction.

As shown in Fig. 1, the sleeve 16 is in the neutral position where it engages only with the spline 12 e of the hap 12 and does not engage with the splines 20a and 22a. When a predetermined distance is reached, the left part of the sleep 16 engages the spline 12 e of the hub 12 while the right part engages the spline 20 a of the third gear 20 with the third gear Position, the left part is engaged with the spline 1 2 e of the hap 12 and the spline of the fourth gear 22 while the right part of the sleeve 16 is engaged with the spline 1 2 e of the hap 12. Set the length and the positional relationship of the sleeve 16 so that it is in the 4th speed position that fits into 2 2a.

Synchronous rings 24 and 24 having the same shape are arranged between the third speed gear 20 and the fourth speed gear 22 and the hub 12, respectively. These synchronous rings 24 are provided with friction surfaces 24a and 24a corresponding to the friction surfaces 20b and 22b, respectively. As will be described later, the friction surfaces 20b and 24b are formed. a and the friction surfaces 22b and 24a synchronize when pressed against each other.

Between the two synchronous rings 24 and the hub 12 and the sleeve 16, thrust pieces 26 are arranged at three places on the circumference.

In addition, a spring 28 is disposed between the two synchronous rings 24 and the three thrust pieces 26.

The components are arranged as described above, and the relationship between these shapes and the components will be described in detail.

The hub 12 is shown in FIG. 4. FIG. 4 (a) is an external view of the hub 12 corresponding to FIG. 2, and FIG. 4 (b) is a portion of the hub 12 viewed from above (a). It is an enlarged external view.

From the flange portion 1 2c to the annular portion 1 2d, there are formed notches 1 2f at three places on the circumference, and slopes 1 2g 1 2h on both sides in the rotation direction of the notches 1 2f. 1 2 i and 1 2 j are formed.

As will be described later, when the thrust piece 26 abuts and a rotational force acts on the slopes 12 g, 12 h, and 12 i 12 j, the slopes 12 g, 12 h, and 12 i 12 j are converted into axial forces. The thrust piece 26 is pressed. Guide splines 12 m and 12 n are formed near the notch 1 2 f of the annular portion 1 2 d, and guide splines 12 o, 12 p, 12 q, and 12 with r.

The sleep 16 is shown in FIG. 5, and FIG. 5 (c) is an external view of the sleep 16 corresponding to FIG. 2, and FIG. 6 (d) is a partially expanded view of arrow B in (c). FIG. 7 is an external view of a sleeve 16 shown in FIG.

Chambers 16c and 16d are formed at both ends of each spline 16a in the axial direction. The groove 16 e is formed on the inner periphery. Both side surfaces of the groove 16e constitute pressing surfaces 16f and 16g.

The synchronous ring 24 is shown in FIG. 6, and FIG. 6 (e) is a sectional view of the synchronous ring 24 corresponding to FIG. 1. FIG. 6 (f) is a synchronous ring viewed from the right side of FIG. FIG.

As described above, the inside of the synchronous ring 24 has a conical friction surface 24a, which faces the friction surfaces 20b and 22b of the third gear 20 and the fourth gear 22. I have to.

Protrusions 24 b are provided at the three outer peripheral points, and side surfaces 24 c and 24 d are formed on both sides in the rotation direction. The protrusions 24 a and 24 d are protruded in the axial direction toward the hub 12. 24 f is formed, and at the end on the hub 12 side, a depression 24 is formed at two out of three places, and a connecting projection 24 h is formed at the remaining one place.

Fig. 6 (g) is a view from arrow C in which a depression 24 g is formed in Fig. 6 (f), and Fig. 6 (h) is a view from above (e) where a connection protrusion 24 h is formed. Each part represents the appearance.

The recess 24 g and the connecting protrusion 24 h are formed by alternately combining the two synchronous rings 24 with the hub 12 interposed therebetween as shown in FIG. 4 h engages with the other recess 24 g to connect in the rotational direction.

Thrust piece 26 Figure 7 shows the appearance of thrust piece 26 corresponding to Figure 2 (i), and Figure (j) shows the thrust developed from below (i). It is an external view of Tobisu 26.

The thrust piece 26 (as shown in (i), the entire shape viewed from the front is an arc, and the side surfaces 26a, 26b shown in (j) are sleeves 16). It is inserted so as to correspond to the pressing surfaces 16 f and 16 g of the pressing member, and is movable in the rotational direction along the groove 16 e.

A groove 26 c is formed at the center of the thrust piece 26, and the groove 26 c corresponds to the projection 24 b of the synchronous ring 24, and the chamfers 26 d, 26 e, 26 f, 26 g and sides 26 j and 26 k are formed. That is, the side surfaces 26 k and 26 j are slidable corresponding to the side surfaces 24 c and 24 d of the synchronous ring 24, and the chamfers 26 d, 26 e and 26 f 26 Similarly, g corresponds to the chamfers 24 e and 24 f of the synchronous ring 24. In the synchronous action described later, the two contact each other to transmit the pressing force and can slide with each other.

Further, thrust Topisu on both sides of the 2 6 thrust Tochanfa 2 6 j, 2 6 k _s 2 6 1, 2 6 m is formed, the thrust Tochanfa 2 6 j, 2 6 ks 2 6 1, 2 6 m corresponds to the slopes 12 g, 12 h, 12 i and 12 j of the hub 12 respectively.

That is, the thrust piece 26 is disposed between the synchronization ring 24 and the hub 12 and the sleeve 16, is movable in the axial direction together with the sleeve 16, and has a The thrusters 26 j, 26 k, 26 1, 26 m are engaged with the projections 24 b and move in the rotational direction together with the synchronization ring 24, so that the slopes 12 g, 1 2 of the hub 12 are formed. h, 1 2 i, 1 2 j can be contacted.

Guide nails 26 n and 26 o are formed at both ends of the thrust piece 26, and the guide nails 26 n and 26 o are point-symmetric with respect to the guide channels 26 p and 26. q ヽ 26 r ヽ 26 s is formed.

Further, inner chamfers 26 t and 26 u are formed on the radially inner side of the thrust piece 26, so that the inner chamfers 26 t and 26 u can be brought into contact with the spring 28.

The spring 28 has a circular cross section and an annular shape, As shown in FIG. 3, it is arranged between the inner chamfers 26 t and 26 u of the thrust piece 26 and the synchronization ring 24.

For this reason, when the thrust piece 26 moves in the axial direction, the annular spring 28 is slightly deformed by the inner chamfers 26t and 26u so as to approach a triangular shape. It can pass outside.

Next, the operation of the synchronizer shown in FIG. 1 will be described.

For the sake of simplicity, description will be made based on the enlarged development view shown in FIG.

That is, FIG. 8 is a partial exploded view of the neutral state shown in FIG. 1 and shows the hub 12 and the spline 22 a of the fourth speed gear 22, and the hub 12 is a spline 12. e and guide splines 1 2 m, 1 2 n appearance, sleep 16 is a partial cross section depicting only four splines 22 a, and synchronization ring is a partial appearance centering on protrusion 24 b The cross section of the thrust piece 26 and the partial appearance of the spring 28 are shown only in the essential points.

As shown in Fig. 1, the side facing the hub 12 has a shape and structure that are substantially symmetrical with the third speed gear 20 side and the fourth speed gear 22 side, and the operation is basically the same. Since the operation is the same, the operation in shifting from the neutral state to the fourth gear 22 will be mainly described.

In FIG. 8, the thrust piece 26 is inside the notch 12 f of the hub 12, and in the neutral state, is in contact with the notch 12 f as shown in the figure, so that the rotation direction (see FIG. 8 left and right directions).

The synchronous ring 24 has a projection 24 b engaged with the groove 26 c of the thrust piece 26, but in the neutral state, as shown in the figure, there is a slight gap in the rotation direction, Rotable relative to thrust piece 2 6 Hereinafter, each step in which the sleeve 16 moves sequentially to the fourth speed gear 22 side based on FIG. 9 will be described. Note that (1) in FIG. 9 is a neutral state in which FIG. 8 is scaled down and drawn on the same scale as in FIG. 1, and hereinafter, the sleeve 16 is attached to the hub 12 by (m) (n) (o) ( p) and move to the 4th gear 22 in the vehicle direction (vertical direction in the figure).

Note that the center of the notch 12 f of the haptic 12 is drawn by a dashed line from (k) to (o) for simplicity.

The arrow drawn to the left of (k) (1) in FIG. 9 indicates that the fourth speed gear 22 is rotating relative to the hub 12 and the like.

First, when the sleeve 16 is pushed by the shift fork (not shown) toward the fourth speed gear 22 and starts moving, the inner chamfer 26 u of the thrust piece 26 first comes into contact with the spring 28 ( Through this, the synchronization ring 24 is started to be pushed axially.

That is, an axial load corresponding to the force required to deform the spring 28 into a triangular shape acts on the synchronous ring 24 as a pressing force.

The state where the sleeve 16 has slightly advanced to the fourth gear 22 side by overcoming the tension of the spring 28 is (n). At this time, the spring 28 has a diameter by the thrust pieces 26 at three places. As a result, the thrust piece 26 rides on the outer side of the spring 28.

At the same time, the synchronous ring 24 pressed in the axial direction from the spring 28 presses the friction surface 24 a against the friction surface 22 b of the fourth speed gear 22, so that there is a relative rotation difference between the two. Friction occurs.

The synchronizing action is started by this friction torque, and the synchronizing ring 24 is attached to the fourth speed gear 22 and slightly rotates with respect to the thrust piece 26 and the hub 12. On the other hand, at this time, the thrust piece 26 is slightly moved together with the sleeve 16 toward the fourth speed gear 22, so that the friction torque acting on the synchronous ring 24 causes the thrust piece 26 to move rightward together with the synchronous ring 24. By rotating, the thrust chamber 26 j abuts the slope 12 i of the hub 12, and the friction torque generated by the synchronous ring 24 acts on the slope 12 i.

At this time, as shown in the enlarged view of FIG. 10, an axial force Ft is generated by the friction torque Tf, and this is a thrust for pushing the thrust piece 26 to the fourth speed gear 22 side.

Therefore, when the force of the sleeve 16 pressed from a shift fork (not shown) is F m, the force of the thrust piece 26 pressing the synchronous ring 24 toward the fourth gear 22 is F m and F t The sum of

That is, among the pressing forces for pushing the synchronous ring 24 in the axial direction to generate the friction torque T f, F t is a self-servo force generated by the friction torque, and is added to F m to be applied to the synchronous ring 24. Therefore, the pressing force from the sleeve 16 required to obtain the same friction torque (synchronizing force) as compared with a synchronizer having no self-servoir can be reduced by Ft. This is the principle that the synchronizing performance is improved by the self-sustaining boosting action. (1) in FIG. 9 shows a state where the synchronous ring 24 is pressed by Fm + Ft to perform a synchronous action, and the relative rotational difference of the fourth speed gear 22 with respect to the hub 12 is slightly reduced. .

As can be seen from FIGS. 10 and 9 (1), the thrust piece 26 has the chamfer 26 f in contact with the chamfer 24 e of the synchronous ring 24 and presses it axially.

Therefore, by appropriately setting the inclination angles of the chamfers 26 f and 24 e, there is a relative rotation difference between the synchronous ring 24 and the fourth speed gear 22, and the above-described friction torque is generated. As long as the thrust piece 2 6 is prevented from moving in the axial direction by the synchronous ring 24 and cannot move to the fourth gear side, and continues to press the synchronous ring 24, and the self-servo force Ft continues to urge it. -As a result of this synchronizing action, when the rotational difference between the fourth gear 22 and the synchronizing ring 24 eventually disappears, the friction torque disappears, so the thrust piece 26 moves the synchronizing ring 24 to the left by the chamfer 26 f. Proceed to the 4th gear 22 side with relative rotation, and the result is (in) in FIG. (M) is a state in which the chamfer 26 f has passed through the chamfer 24 e.

At this time, it can be seen that the guide chamfer 26 s of the guide claw 26 o of the thrust piece 26 comes into contact with the guide chamfer 1 2 q of the guide spline 12 h of the hap 12.

That is, when the state of (m) is reached, the relative rotation of the synchronous ring 24 with respect to the hub 12 is restricted. In other words, in (m), when the synchronization ring 24 tries to rotate rightward relative to the hub 12, the thrust chamfer 26 1 of the thrust piece 26 abuts the chamfer 1 2 i of the hap 12. The guide chamfer 26 s of the thrust top 26 touches the guide chamfer 1 2 q of the hub 12 and is constrained when trying to make a relative rotation to the left.

From here, when the sleep 16 further proceeds to the fourth gear 22 side, it reaches (n) in FIG.

That is, as the sleeve 16 advances, the thrust piece 26 moves along the slope 12 i of the hub 12 and rotates relative to the right side with respect to the hap 12 along with the thrust piece 2. Since the guide chamfer 26 s of 6 moves along the guide chamfer 1 2 q of the hub 12, there is a restriction in that the synchronous ring 24 and the thrust piece 26 rotate relative to the hub 12. to continue. Further, FIG. 9 (o) shows a state in which the sleeve 16 advances to the fourth gear 22 side, and the spline 16a meshes with the spline 22a of the fourth gear 22.

In this way, immediately before the spline 16 a and the spline 22 a engage, the synchronization ring 24 and the fourth-speed gear integrated therewith are connected to the hub 12 and the slip 16. Relative rotation between the sleep 16 and the fourth gear 22 does not occur, and the spline 16a and the spline 22a smoothly engage with each other. It does not deteriorate the operation filling.

Also, the amount by which the sleeve 16 moves in the axial direction from (m) to (n) toward the fourth speed gear 22 is the same as the amount of movement in a normal synchronizer, and there is no useless movement. There is no increase in the volume and the operation filling is not degraded.

That is, the movement length of the sleeve 16 from (m) to (n) includes the amount that allows for the wear of the friction surfaces 24a and 14b of the synchronous ring 24 and the fourth speed gear 22. Therefore, the movement of the sleeve 16 is within the range of the predetermined movement distance of the sleeve 16, and the movement S of the sleeve 16 does not increase. (K) to (o) in FIG. 9 show an example in which the fourth-speed gear 22 rotates relative to the hub 12 in the right direction. However, when there is relative rotation in the opposite left direction. The operation of will be described with reference to FIG. Here also, the center of the notch 1 2 f of the hub 12 is drawn by the dashed line.

FIG. 11 shows the state corresponding to (0) in FIG. 9 and the figures corresponding to (1) to (n) are omitted, but these are symmetric with respect to the center of the notch 12 f .

Fig. 11 shows that the engagement between the guide pawl 260 and the guide spline 12n is slightly different from (o) in Fig. 9; Relative rotation is regulated by thrust piece 26 and hub 12

-When the sleeve 16 is returned from (0) to (k) in Fig. 9 and the gear is further shifted to the third gear 20 side, the same is applied to the third gear 20 side and the fourth gear 22 side. Since the first rings 24 are connected in the rotational direction, the sleeve 16 can be smoothly moved to the third speed gear 20 side.

As can be seen from the above description, the load that the sleep 16 presses on the synchronous ring 24 via the thrust piece 26 to obtain the same synchronous capacity (friction torque) can be reduced by F t, so that F m Comparing the values of the same, the synchronization performance is higher, and the magnification is as follows.

(F m + F t) / F m

After the synchronizing action is completed, the relative rotation of the synchronizing ring 24 with respect to the hub 12 is restricted, so that the spline 16 a of the sleeve 16 is connected to the spline 22 a of the fourth speed gear 22. Since there is no rotation difference between the splines 16a and 22a until they fit together, they can be engaged smoothly.In addition, the sleep mode is used to regulate the relative rotation of the synchronization ring 24 with respect to the hub 12. Since the amount of movement in the axial direction of 16 does not increase, it is possible to avoid an increase in the amount of movement and deterioration of the operation feeling caused by the dog.

According to the transmission synchronizing device of the present invention shown in the first embodiment, it is possible to avoid the deterioration of the operation feeling while improving the synchronizing performance by the self-servo operation.

(Example 2)

FIGS. 12 and 13 show a second embodiment of the transmission synchronizer of the present invention. Here, a description will be given focusing on portions different from the first embodiment, and substantially the same portions as those in the first embodiment will be denoted by the same reference numerals and description thereof will be omitted. FIG. 12 is a diagram showing the appearance of the synchronization ring 24, and corresponds to FIG. 6 (f) in the first embodiment. FIG. 13 is an enlarged view corresponding to FIG. 11 in the first embodiment.

The difference from the first embodiment is that a splice is provided at three places on the outer circumference of the synchronous ring 24 and guide chamfers 24 i and 24 j are formed. .

Further, a guide spline 1 Sf is formed on the sleeve 16 corresponding to the spline 24 h.

That is, FIG. 13 shows a state in which the spline 16 a of the sleep 16 and the spline 22 a of the fourth speed gear 22 mesh with each other, and the guide spline 16 f is the other spline 16 a the axial length and tooth thickness is slightly different though Rukoto force ^s I Chikarararu.

In addition, there are no guide splines 12 m and 12 n of the hub 12 and guide claws 26 n and 26 o of the IF thruster 26 as in the first embodiment. Although the detailed description is omitted, in FIG. 9 of the first embodiment, the synchronizing operation is completed and the sleep 16 proceeds, and the guide spline is performed in the same manner as described in (m) to (o). By engaging the 16 f with one side of the spline 24 h, the relative rotation of the synchronization ring 24 with respect to the hub 12 can be restricted.

Also in this case, the amount of movement of the sleeve 16 does not increase because the rotation of the synchronous ring 24 relative to the hub 12 is restricted.

Although the detailed description is omitted, in the transmission synchronizing apparatus of the present invention shown in the second embodiment, it is possible to avoid the deterioration of the operation filling while improving the synchronizing performance by the self-servo effect. it can. (Example 3)

FIGS. 14 and 15 show a third embodiment of the transmission synchronizer of the present invention.

Here, a description will be given focusing on portions different from the first embodiment, and portions substantially the same as those in the first embodiment will be denoted by the same reference numerals, and description thereof will be omitted. FIG. 14 is a partially enlarged cross-sectional view corresponding to FIG. 3 of the first embodiment, and FIG. 15 is a partially enlarged external view corresponding to FIG. 2, showing a spring 28 and a third gear 20 side. Synchronous ring 24 is removed.

The difference from the first embodiment is that an inner ring 30 and an intermediate ring 32 are provided in addition to the synchronous ring 24.

In other words, the inner ring 30 forms a protrusion 30a on the hap 12 side, and has a slight | 5 spacing in the rotation direction with the inner notch 12 s formed in the hub 12. The inner friction surface 30b corresponding to the friction surface 22b of the fourth speed gear 22 and the outer friction surface 30c on the outer periphery are formed.

In addition, the intermediate ring 32 has a projection 32 a formed thereon and is rotationally engaged with the recess 22 e formed in the fourth speed gear 22, corresponding to the outer friction surface 30 c of the inner ring 30. The inner friction surface 32b and the outer friction surface 32c corresponding to the friction surface 24a of the synchronous ring 24 are formed.

Therefore, the second embodiment is a so-called multi-cone type synchronizing device. When the synchronizing ring 24 receives a pressing force toward the fourth speed gear 22, the friction surface 24 a and the outer friction surface 32 c are connected to each other. The friction surfaces 32b and the outer friction surfaces 30c are pressed against each other, and the inner friction surface 30b and the friction surfaces 22b are pressed against each other at three places, thereby generating a friction torque.

Therefore, even if the force for pressing the synchronization ring 24 is the same, a significantly larger friction torque can be obtained than in the first embodiment, and the synchronization ability increases. Other structures and operations are the same as those of the first embodiment. Since the relative rotation between the sleeve 16 and the fourth speed gear 22 is restricted from the end of the synchronizing action to the fourth speed gear 22, the spline 16 a There is no collision between 2a and the operation filling does not deteriorate.

In addition, since there is no extra movement of the sleeve 16 to regulate the relative rotation between the sleeve 16 and the fourth speed gear 22, there is no deterioration of the operation fee link due to an increase in the moving distance. .

Although illustration and detailed description are omitted, the relative rotation between the sleep 16 and the fourth-speed gear 22 by the means described in the second embodiment can be performed even in the multi-constitution type configuration shown in the third embodiment. Can be regulated.

Although the detailed description is omitted, in the transmission synchronizing apparatus of the present invention shown in the third embodiment, if the synchronizing performance is improved by the self-servo action, it is possible to avoid deterioration of the operation filling. .

(Example 4)

FIGS. 16 and 17 show a fourth embodiment of the transmission synchronizer of the present invention.

Here, a description will be given focusing on portions different from the first and third embodiments, and portions substantially the same as those will be denoted by the same reference numerals, and description thereof will be omitted.

FIG. 16 is a partially enlarged sectional view corresponding to FIG. 3 of the first embodiment, and also corresponds to FIG. 14. FIG. 17 is a partially enlarged external view corresponding to FIG. As shown in Fig. 15, the spring 28 and the synchronous ring 24 on the third gear 20 are removed.

Embodiment 4 is also a multi-cone synchronizer like Embodiment 3. The difference from the third embodiment is that the synchronous ring 24 and the inner ring 30 are connected in the rotational direction.

That is, the synchronous ring 24 is provided with a connecting protrusion 24 f, and the notch 24 g of the connecting protrusion 24 f is engaged with the protrusion 30 a of the inner ring 30.

Therefore, when the synchronous ring 24 receives a pressing force to the fourth speed gear 22 side, the friction surface 24a and the outer friction surface 32c and the inner friction surface 32b and the outer friction surface 30c mutually. It is the same as the third embodiment that the inner friction surface 30b and the friction surface 22b are pressed against each other at three places at the same time to generate friction friction.

The difference from the third embodiment is that all the friction torques at these three places are transmitted to the synchronous ring 24, and as described in the first embodiment, the slopes 12g, 12h, and 12i of the hap 12 are described. Acting on any of 1 2 j ′ to increase the synchronization capacity by the self-servo effect.

Therefore, it is necessary to properly set the slopes of the slopes 12g :, 12h, 12i, 12j and the chamfers 24e, 24f of the synchronous ring 24. However, the same operation as in the first embodiment is performed.

Also, since the relative rotation between the end of the synchronizing action and the engagement of the sleeve 16 with the fourth-speed gear 22 can be regulated, the splines 16a and 22a do not collide with each other, and the operation line is prevented. The ring does not deteriorate.In addition, since there is no extra movement of the sleeve 16 to regulate the relative rotation between the sleep 16 and the fourth gear 22, the travel distance increases. There is no deterioration of the operation filling.

Although illustration and detailed description are omitted, the relative rotation between the sleep 16 and the fourth-speed gear 22 by the means described in the second embodiment can also be applied to the multi-cone configuration shown in the fourth embodiment. Can be regulated.

Although detailed description is omitted, the transmission synchronization device of the present invention shown in Embodiment 4 In addition, the operation feeling can be prevented from deteriorating while improving the synchronization performance by the self-servo action.

As described above, the transmission synchronizer of the present invention can improve the synchronization performance by the self-servo action utilizing the friction torque at the time of synchronization. In addition to restricting the relative rotation between them, there is no extra movement of the sleeve 16 for restricting the relative rotation. Can be avoided.

For this reason, the manual transmission can reduce the operating force and contribute to the improvement of the operability, and the transmission that performs the shifting operation by an electric motor such as an electric motor can be used. Can reduce the capacity of the entire factory, contributing to weight reduction and improved vehicle fuel efficiency.

In the first to fourth embodiments, the synchronizer is arranged on the input shaft 10. However, it goes without saying that the same operation can be achieved even if the synchronizer is arranged on the output shaft side.

Also, the slopes 12 g, 12 h, 12 i, and 12 j of the hub 12 and the chamfers 24 e and 24 f of the synchronous ring 24 and the corresponding chamfers of the thrust wheels 26 are provided. Although 26 d, 26 e, 26 f, 26 g, and thrust chambers 26 j, 26 k, 26, 126 m have been described as inclined surfaces, they may be spiral surfaces.

Based on the general knowledge of a person skilled in the art, the transmission synchronizing device according to the present invention has been modified in such a manner that a thread and an oil groove are formed on the friction surface of the synchronization ring in order to increase the friction coefficient on the friction surface. In addition to this, it is possible to stably improve the synchronization performance by using an appropriate material for the friction surface. Industrial applicability

Synchronization performance can be improved while avoiding deterioration of operation filling, so that it can be applied particularly to transmissions for passenger cars that require miniaturization and reduction of manufacturing cost. The present invention can be applied to a transmission that performs a shifting operation all over the factory.

Claims

The scope of the claims

1. Power transmission shaft and

A plurality of notches and splines are formed in an outer shell of a flange portion extending radially outward from a boss portion fixed to the shaft, and a rotational force can be converted to an axial force by the notch. A hub with a slope,

A sleeve having an inner periphery formed with a spline and a groove inside the spline, and a sleeve slidably supported by the spline of the hub;

A transmission gear in which a spline and a friction surface to which the sleeve can be fitted are integrally provided on the hub side;

A synchronous ring having a friction surface capable of being pressed against the friction surface of the transmission gear and having a projection having a chamfer on the outer periphery;

A thrust that is inserted into the groove of the slip, is pressed in the axial direction from the sleeve, and transmits a friction torque generated in the synchronization ring in a process of pressing the chamfer of the synchronization ring to the slope of the hub. Tope and

A transmission, comprising: a regulating means for regulating a relative rotation between the synchronization ring and the hub after a synchronization operation performed by the thrust piece pressing the synchronization ring in the axial direction is completed. For synchronizer.

2. The regulating means has a guide spline formed on the hap and a guide claw formed on the thrust piece, and the guide claw abuts or engages with the guide spline of the hap. 2. The transmission synchronizing device according to claim 1, wherein the relative rotation between the synchronizing ring and the hap is regulated by doing so.

3. The regulating means has a spline formed on the synchronization ring and a guide spline formed on the sleeve. The transmission synchronizing device according to claim 1, characterized in that, by engaging said spline with said spline of said synchronizing ring, relative rotation between said synchronizing ring and said hub is regulated. .

4. The synchronizing ring has two parts, and the two synchronizing rings are arranged so as to sandwich the hub and are connected to each other in a rotational direction. 4. The synchronizer for a transmission according to any one of 3.

5. The transmission according to any one of claims 1 to 4, wherein an inner chamfer is formed radially inward of the thrust piece, and an annular spring is disposed between the inner chamfer and the synchronization ring. Machine synchronizer o