JPH08200397A - Synchronizer for vehicle transmission - Google Patents

Abstract

PURPOSE: To provide a synchronizer with a simple structure suitable for the first-speed gear or reverse gear of a transmission for a vehicle. CONSTITUTION: A sleeve 6 is meshed and coupled with one rotor 1 of a pair of rotors 1, 3 arranged coaxially, adjacently, and relatively rotatably. An operating means moving the sleeve 6 in the axial direction and removably meshing and coupling it with the other rotor 3 is provided. An elastic body 10 elastically holding a synchronizer ring 7 meshed and coupled with the other rotor 3 at the initial position near the sleeve 6 is provided. A clutch face 12 to be kept in slide contact with a friction face 11 provided on the side face of the sleeve 6 is provided on the side face of the synchronizer ring 7 to form a friction clutch. When the sleeve 6 is moved forward (shift movement) to press the friction face 11 to the clutch face 12, the relative rotation of a pair of rotors 1, 3 is suppressed by the friction force generated between the friction face 11 and the clutch face 12.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a synchronizing device for a vehicle transmission, and more particularly to a synchronizing device having a simple structure suitable for a first speed gear or a reverse gear.

[0002]

2. Description of the Related Art In a conventional first gear or reverse gear of a vehicle transmission, a driven gear A, which is rotationally driven by the rotation of a counter shaft (not shown) as shown in FIG. The sleeve D, which is engaged with and disengageably engages with the dog portion C of the driven gear A, is engaged with and retained by the hub E provided on the main shaft B.

A sleeve D, which is normally meshed with only the hub E as shown by the solid line in FIG. 4, is moved forward by a shifter (not shown) as shown by a chain double-dashed line in FIG. The rotation of the driven gear A is transmitted to the main shaft B through the sleeve D and the hub E by meshingly engaging the dog portion C.

As described above, in the case where the synchronizing device for the first gear or the reverse gear is omitted, although the structure of the transmission is simplified, the first gear or the reverse gear can be slightly moved while the vehicle is moving. Try to shift to
When the clutch is turned off, the driven gear A and the sleeve D, which are stationary, rotate relative to each other. Therefore, if the conventional transmission not provided with the synchronizer is shifted to the first speed or the reverse, there is a concern that the sleeve D does not mesh smoothly with the dock portion C and a gear squeal occurs.

In order to avoid such a situation, the synchronizer used for the second or higher speed gear may be applied to the first speed gear or the reverse gear. However, in this case, there is a problem that the structure of the transmission is complicated and the manufacturing cost is high, although the gear squeal that may occur during the shift can be prevented.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and suppresses an increase in manufacturing cost by providing a synchronizer having a simple structure suitable for a first speed gear or a reverse gear. At the same time, the problem is to prevent gear squeal, which is a concern when shifting to first gear or reverse.

[0007]

SUMMARY OF THE INVENTION In order to solve the above problems, according to the present invention, a sleeve is meshed with and engaged with one of a pair of rotating bodies that are coaxially adjacent to each other and are rotatable relative to each other. Operation means is provided for holding the sleeve and moving the sleeve in the axial direction to engage and disengage the other rotating body in a disengageable manner. Further, an elastic machine is provided for elastically holding the synchronizer ring meshed with and held by the other rotating body of the pair of rotating bodies at an initial position close to the sleeve. The friction clutch is configured by providing a clutch surface, which is in sliding contact with the friction surface provided on the side surface of the sleeve, on the side surface of the synchronizer ring.

[0008]

In the vehicle transmission synchronizing device configured as described above, when the sleeve is moved forward (shifted) and the friction surface formed on the side surface is pressed against the clutch surface of the synchronizer ring, the frictional force between them is increased. The relative rotation of the sleeve and the synchronizer ring is suppressed by this. Therefore, in the state in which the friction surface of the sleeve is pressed against the clutch surface of the synchronizer ring, relative rotation between the rotating body that engages and holds the sleeve and the rotating body that engages and holds the synchronizer ring is suppressed. .

Therefore, when the sleeve is moved forward by using an operating means such as a shifter and the friction surface provided on the side surface is pressed against the clutch surface of the synchronizer ring to move the sleeve forward, the holding force of the ammunition is resisted. Since the lever sleeve moves forward together with the synchronizer ring and meshes with the other rotating body as well, the meshing of both rotating bodies is smoothly performed. In addition, when the sleeve is moved backward to return to the initial position and the meshing of both rotating bodies is released,
Since the pressing action by the sleeve is released, the synchronizer ring is pushed back to the initial position by the tension of the ammunition and waits for the next shift operation.

[0010]

Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 is a cross-sectional view of an embodiment in which a vehicle transmission synchronizing device according to the present invention is applied to a reverse gear. A main shaft 1 (one rotating body) axially mounted on a transmission case (not shown) is provided with a bearing. Reverse gear 3 through 2
(The other rotating body) is pivotally attached. The reverse gear 3 is held in mesh with a counter shaft (both not shown) via an idler.

A hub 5 adjacent to the dock portion 4 of the reverse gear 3 is provided on the main shaft 1, and a sleeve 6 is meshed with and held by the hub 5. The sleeve 6 is controlled to slide by a shifter (not shown) so that the reverse gear 3
Engages and engages with the dock portion 4 in a detachable manner.

A dock portion 4 provided on the reverse gear 3
The synchronizer ring 7 is engaged with and held by. An inner peripheral surface of the synchronizer ring 7 is provided with an inclined surface 8 which is inclined so as to be separated from the axis of the main shaft 1 as it is separated from the sleeve 6, and is a C-shape fitted and held in a groove 9 provided in the dock portion 4. By making the linear spring 10 contact the inclined surface 8, the expanding force of the linear spring 10 elastically holds the synchronizer ring 7 at the initial position close to the sleeve 6.

By providing a conical clutch surface 12 that is in sliding contact with a conical friction surface 11 provided on the side surface of the sleeve 6 on the side surface of the synchronizer ring 7, the sleeve 6 is resisted against the holding force of the wire spring 10. Is moved to the right side in the drawing to bring the friction surface 11 into sliding contact with the clutch surface 12,
A friction clutch 13 that suppresses the relative rotation of the sleeve 6 and the synchronizer ring 7 by the frictional force between 1 and 12 is configured.

In the vehicle transmission synchronizing device constructed as described above, when the sleeve 6 is not shifted, as shown in FIGS. 1 and 2, the friction surface 11 of the sleeve 6 and the clutch of the synchronizer ring 7 are engaged. A slight gap is secured between the surfaces 12. Therefore, in this state, the sleeve 6 and the synchronizer ring 7 freely rotate relative to each other.

By operating a shifter (not shown), the sleeve 6 is moved forward to the right in the figure, and the friction surface 11 formed on the side surface of the sleeve 6 as shown by the chain double-dashed line in FIG. 2 is applied to the clutch surface 12 of the synchronizer ring 7. When pressed against the sleeve 6 and the synchronizer ring 7 due to the frictional force between them.
Relative rotation is suppressed.

Accordingly, the friction surface 1 of the sleeve 6 is thus
In the state where 1 is pressed against the clutch surface 12 of the synchronizer ring 7, the relative rotation of the main shaft 1 which holds the sleeve 6 in meshing engagement and the reverse gear 3 which holds the synchronizer ring 7 in meshing engagement is suppressed. It

When the shift operation force applied to the sleeve 6 is increased, the sleeve 6 is moved to the synchronizer ring 7.
The thrust transmitted to is also large. Then, when the operating force applied to the sleeve 6 is made larger than the elastic force holding force of the wire spring 10, the sleeve 6 together with the synchronizer ring 7 reduces the diameter of the wire spring 10 by the guiding action of the inclined surface 8 formed on the synchronizer ring 7. Migrate to the middle right (see Figure 3).

Further, the reaction force of the wire spring 10 whose diameter is reduced by the guiding action of the inclined surface 8 in this manner causes the friction surface 11 of the sleeve 6 to move.
And acting as a pressure contact force between the clutch surface 12 of the synchronizer ring 7 and the friction clutch 13 in the connected state.
For this reason, when the sleeve 6 and the synchronizer ring 7 are moving forward against the elastic force holding force of the wire spring 10, the relative rotation between them is prevented or suppressed.
The sleeve 6 smoothly meshes with the dock portion 4 of the reverse gear 3.

That is, at the time when the sleeve 6 and the dock portion 4 mesh with each other, the relative rotation between the sleeve 6 and the reverse gear 3 is suppressed or becomes zero due to the connecting action of the friction clutch 13 constituted by the sleeve 6 and the synchronizer ring 7. Therefore, the dock portion 4 of the reverse gear 3 and the sleeve 6 are smoothly meshed with each other.

When the sleeve 6 is moved backward from the state shown in FIG. 3 to the left side in the drawing in order to return it to the neutral position, the pressing action of the sleeve 6 is released, so that the synchronizer ring 7 pushes the wire spring 10 back. It is pushed back to the initial position by force and waits for the next shift operation.

In the above embodiment, the present invention is applied to the reverse gear synchronizer, but such a synchronizer can also be applied to the first speed gear. In the embodiment, the inclined surface 8 is formed on the inner circumference of the synchronizer ring 7, and the step portion 14 is provided at the end of the inclined surface 8. Then, when the synchronizer ring 7 is located at the initial position, the wire spring 10 is moved to the step portion 1.
When the sleeve 6 is returned to the neutral position while increasing the elastic pressure retaining force of the synchronizer ring 7 to the initial position by engaging with the synchronizer 4, the synchronizer ring 7 is expanded by the expanding force of the wire spring 10 and the guiding action of the inclined surface 8. Although the tension of the wire spring 10 is doubled by the inclined surface 8 to increase the synchronizing force due to the friction between the friction surface 11 and the clutch surface 12, the synchronizer ring 7 is used. It is also possible to configure the bullet that holds the elastic pressure in the initial position with a disc spring, a coil spring, a rubber spring, or the like.

Further, in the embodiment, the friction surface 1 of the sleeve 6 is used.
1 and the clutch surface 12 of the synchronizer ring 7 are both formed in a conical shape to form a so-called cone clutch so as to obtain a larger frictional force (synchronous force), but the frictional clutch 13 may be arbitrarily configured. is there.

[0023]

As is apparent from the above description, according to the present invention, a synchronizer ring which forms a friction surface on the side surface of a sleeve which meshes and engages a pair of rotating bodies and constitutes a friction clutch together with the sleeve, and the synchronizer. Despite the simple structure of providing an elastic machine that elastically holds the ring in the initial position, the relative rotation of the pair of rotating bodies is automatically suppressed with the shift operation of the sleeve to smoothly engage the sleeve. Therefore, it is possible to prevent the gear squeal, which is a concern when shifting to the first speed or the reverse, while suppressing an increase in the manufacturing cost.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of an embodiment in which a vehicle transmission synchronizing device according to the present invention is applied to a reverse gear.

FIG. 2 is a cross-sectional view immediately before pressing the friction surface of the sleeve against the clutch surface of the synchronizer ring.

FIG. 3 is a cross-sectional view showing a state in which a sleeve is meshed with and engaged with both rotary bodies.

FIG. 4 is a sectional view showing a conventional example of a meshing portion of a reverse gear.

[Explanation of symbols]

 1 Main shaft (one rotating body) 2 Bearing 3 Reverse gear (other rotating body) 4 Dock part 5 Hub 6 Sleeve 7 Synchronizer ring 8 Inclined surface 9 Groove 10 Wire spring (munition machine) 11 Friction surface 12 Clutch surface 13 Friction Clutch 14 steps

Claims (1)

[Claims] 1. A pair of rotating bodies which are coaxially adjacent to each other and are rotatable relative to each other, a sleeve which is engaged with and held by one rotating body, and a sleeve which is moved in the axial direction to rotate the other. An operating means for engaging and disengaging the body in a detachable manner;
A synchronizer ring meshed with and held by the other rotating body, and an ammunition for elastically retaining the synchronizer ring at an initial position close to the sleeve, and a clutch surface slidably contacting a friction surface provided on a side surface of the sleeve are provided. A vehicle transmission synchronizing device comprising a friction clutch provided on a side surface of a synchronizer ring.