WO2005095814A1 - Dispositif de synchronisation pour transmission - Google Patents

Dispositif de synchronisation pour transmission Download PDF

Info

Publication number
WO2005095814A1
WO2005095814A1 PCT/JP2005/006889 JP2005006889W WO2005095814A1 WO 2005095814 A1 WO2005095814 A1 WO 2005095814A1 JP 2005006889 W JP2005006889 W JP 2005006889W WO 2005095814 A1 WO2005095814 A1 WO 2005095814A1
Authority
WO
WIPO (PCT)
Prior art keywords
hub
spline
ring
sleeve
synchronization
Prior art date
Application number
PCT/JP2005/006889
Other languages
English (en)
Japanese (ja)
Inventor
Kazuyoshi Hiraiwa
Original Assignee
Kyowa Metal Works Co., Ltd.
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 Kyowa Metal Works Co., Ltd. filed Critical Kyowa Metal Works Co., Ltd.
Publication of WO2005095814A1 publication Critical patent/WO2005095814A1/fr

Links

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
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/02—Clutches in which the members have interengaging parts disengaged by a contact of a part mounted on the clutch with a stationarily-mounted member
    • F16D11/06—Clutches in which the members have interengaging parts disengaged by a contact of a part mounted on the clutch with a stationarily-mounted member with clutching members movable otherwise than only axially, e.g. rotatable keys
    • 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

Definitions

  • 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
  • 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.
  • a device in which a synchronizing ability is enhanced by a self-servo effect for example, see Patent Document 1.
  • 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.
  • 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.
  • 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.
  • 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.
  • the synchronizing ring is integrated with the transmission gear and is engaged with the thrust piece.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • thrust pieces 26 are arranged at three places on the circumference.
  • a spring 28 is disposed between the two synchronous rings 24 and the three thrust pieces 26.
  • 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.
  • FIG. 5 is an external view of the sleep 16 corresponding to FIG. 2
  • 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.
  • 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.
  • 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.
  • Fig. 6 (g) is a view from arrow C in which a depression 24 g is formed in Fig. 6 (f)
  • 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.
  • 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.
  • 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 ⁇ 26 r ⁇ 26 s is formed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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).
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • (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. .
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • FIGS. 12 and 13 show a second embodiment of the transmission synchronizer of the present invention.
  • 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. .
  • a guide spline 1 Sf is formed on the sleeve 16 corresponding to the spline 24 h.
  • 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.
  • 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.
  • FIGS. 14 and 15 show a third embodiment of the transmission synchronizer of the present invention.
  • FIG. 14 is a partially enlarged cross-sectional view corresponding to FIG. 3 of the first embodiment
  • 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.
  • the inner ring 30 forms a protrusion 30a on the hap 12 side, and has a slight
  • 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.
  • 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.
  • the second embodiment is a so-called multi-cone type synchronizing device.
  • 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.
  • 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.
  • FIGS. 16 and 17 show a fourth embodiment of the transmission synchronizer of the present invention.
  • 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.
  • 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.
  • 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.
  • 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.
  • the transmission synchronization device of the present invention shown in Embodiment 4
  • the operation feeling can be prevented from deteriorating while improving the synchronization performance by the self-servo action.
  • 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.
  • 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.
  • the synchronizer is arranged on the input shaft 10.
  • the same operation can be achieved even if the synchronizer is arranged on the output shaft side.
  • 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.
  • 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.
  • the transmission synchronizing device 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.
  • 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.
  • 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.

Landscapes

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

Abstract

Il est prévu un dispositif de synchronisation pour transmission capable d’augmenter les performances de synchronisation par action autoservo, comprenant une pièce de poussée (26) engagée dans la rainure (16e) d’un manchon (16), comprimée axialement par rapport au manchon (16) et transmettant un couple de friction produit dans un anneau de synchronisation (24) dans un procédé pour comprimer les chanfreins (24e) et (24f) de l’anneau de synchronisation (24) contre les pentes (12g), (12h), (12i), et (12j) d’un moyeu (12). La pièce de poussée (26) comprend en outre un moyen de restriction limitant la rotation relative de l’anneau de synchronisation (24) au moyeu (12) après une action synchrone réalisée en pesant axialement contre l’anneau de synchronisation (24). Ainsi, on peut éviter la détérioration de la sensation d’exploitation.
PCT/JP2005/006889 2004-04-02 2005-04-01 Dispositif de synchronisation pour transmission WO2005095814A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004-109562 2004-04-02
JP2004109562A JP2005291423A (ja) 2004-04-02 2004-04-02 変速機用同期装置

Publications (1)

Publication Number Publication Date
WO2005095814A1 true WO2005095814A1 (fr) 2005-10-13

Family

ID=35063850

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2005/006889 WO2005095814A1 (fr) 2004-04-02 2005-04-01 Dispositif de synchronisation pour transmission

Country Status (2)

Country Link
JP (1) JP2005291423A (fr)
WO (1) WO2005095814A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1750025A3 (fr) * 2005-08-05 2008-01-23 Kyowa Metal Works Co., Ltd Dispositif de changement de vitesses avec dispositif de synchronisation pour transmission
JP2013504720A (ja) * 2009-09-14 2013-02-07 ヘアビーガー アントリープステクニーク ホールディング ゲーエムベーハー ２つのシンクロナイザリングを備えたアセンブリユニット
DE102016223002B3 (de) 2016-11-22 2018-03-01 GETRAG B.V. & Co. KG Servosynchronisationsvorrichtung für ein Getriebe eines Kraftfahrzeugs

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT506205B1 (de) * 2007-12-18 2011-11-15 Miba Sinter Austria Gmbh Kraftverstärkungselement
JP5701180B2 (ja) * 2011-08-17 2015-04-15 大岡技研株式会社 ダブルコーンシンクロ用の同期クラッチ歯車

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2555961A (en) * 1946-11-27 1951-06-05 Chrysler Corp Transmission synchromesh mechanism
JPH01120432A (ja) * 1986-07-04 1989-05-12 Getrag Getriebe & Zahnradfab Gmbh 切換クラッチ用の同期装置
JPH094653A (ja) * 1995-05-23 1997-01-07 Eaton Corp 自己増力式同期クラッチ
JPH09500705A (ja) * 1993-07-23 1997-01-21 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト ロック型同期機構を備えた変速機用切換装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2555961A (en) * 1946-11-27 1951-06-05 Chrysler Corp Transmission synchromesh mechanism
JPH01120432A (ja) * 1986-07-04 1989-05-12 Getrag Getriebe & Zahnradfab Gmbh 切換クラッチ用の同期装置
JPH09500705A (ja) * 1993-07-23 1997-01-21 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト ロック型同期機構を備えた変速機用切換装置
JPH094653A (ja) * 1995-05-23 1997-01-07 Eaton Corp 自己増力式同期クラッチ

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1750025A3 (fr) * 2005-08-05 2008-01-23 Kyowa Metal Works Co., Ltd Dispositif de changement de vitesses avec dispositif de synchronisation pour transmission
JP2013504720A (ja) * 2009-09-14 2013-02-07 ヘアビーガー アントリープステクニーク ホールディング ゲーエムベーハー ２つのシンクロナイザリングを備えたアセンブリユニット
DE102016223002B3 (de) 2016-11-22 2018-03-01 GETRAG B.V. & Co. KG Servosynchronisationsvorrichtung für ein Getriebe eines Kraftfahrzeugs

Also Published As

Publication number Publication date
JP2005291423A (ja) 2005-10-20

Similar Documents

Publication Publication Date Title
US8511451B2 (en) Clutch assembly
JP4609796B2 (ja) 変速機用同期装置
KR101328817B1 (ko) 변속기용 동기 장치
US20050061095A1 (en) Automotive power transmission with synchromesh mechanism
JPH0942314A (ja) 同期装置クラッチ組立体
JP5390909B2 (ja) 変速機用同期装置
WO2005095814A1 (fr) Dispositif de synchronisation pour transmission
JP2018159390A (ja) ドグクラッチおよび変速機
JP2011080496A (ja) 変速機用同期装置
WO2002046633A1 (fr) Synchroniseur pour réducteur de vitesse
JP2010242827A5 (fr)
US6895832B2 (en) Power transmission system
JP2003042183A (ja) 常時噛み合い式変速機
JP2006226515A (ja) 変速機用同期装置
JP6018475B2 (ja) 変速機用同期装置
US6779417B2 (en) Power transmission system
JP2007285400A (ja) 変速機用同期装置
EP2677189A1 (fr) Boîte de vitesses d'un véhicule et véhicule comportant une telle boîte de vitesses
US4838399A (en) Gear synchronizer for power transmission
JP2007292151A (ja) 変速機のシンクロメッシュ機構
JP4246606B2 (ja) 変速機のシンクロ機構
JPH10246245A (ja) 変速機用同期装置の組立て方法
JP2005344849A (ja) 変速機用クラッチの同期装置
US6776062B2 (en) Power transmission system
JP2002039212A (ja) 変速機用同期装置−２

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SM SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): BW GH GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
NENP Non-entry into the national phase

Ref country code: DE

WWW Wipo information: withdrawn in national office

Country of ref document: DE

122 Ep: pct application non-entry in european phase