JPH1047377A - Transmission clutch synchronizing device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To suppress abrasion of engagement means such as a key groove caused by vibration in a neutral state in which power transmission is interrupted. SOLUTION: A keyway 70 of a synchronizer ring 56 is provided.
A notch 80 is provided so as to bite in the circumferential direction continuously to the axial end face 70a of the slidable key 52. Even if the side wall 70b is worn by collision with the shifting key 52, the shifting key 52 and the synchronizer ring 56 do not bite. I did it. In addition, in the neutral state, so that the synchronizer ring cannot contact the shifting key regardless of the axial vibration,
It is also effective to set the dimensions of each part, separately provide a shifting key for a pair of synchronizer rings, and set the disposition position and the like so that they cannot contact the synchronizer rings on the opposite side. .

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission clutch synchronizing device, and more particularly to a synchronizer ring or the like caused by vibration in a neutral state for interrupting power transmission, and a clutch malfunction due to the wear. It relates to the technology to prevent.

[0002]

2. Description of the Related Art As a transmission for a vehicle, a parallel-shaft type transmission as shown in FIG. 16 is widely known, and a shift speed can be switched by a clutch. Generally, such a clutch for a transmission includes (a) a clutch hub which is disposed so as to be relatively non-rotatable on a rotating shaft such as an output shaft or an input shaft and is rotated integrally therewith, and (b) which is relatively non-rotatable with the clutch hub. A pair of shift positions, which are spline-fitted so as to be relatively movable in the axial direction and are separated in the axial direction by the shift means, and are moved to a neutral position intermediate the pair of shift positions and interrupting power transmission. A clutch hub sleeve, and (c) the clutch hub sleeve is disposed so as to be relatively non-rotatable and relatively movable in the axial direction,
A shifting key that is always positioned at a predetermined position on the clutch hub sleeve by the biasing force of the key spring;
(d) On both sides of the clutch hub, the clutch hub sleeve is disposed so as to be rotatable relative to the rotation shaft, and the clutch hub sleeve is moved to the shift position, so that the clutch hub sleeve is splined with the clutch hub sleeve. And a pair of transmission gears that transmit power to and from the clutch hub, and (e) are disposed so as to be relatively rotatable and axially movable relative to the pair of transmission gears, respectively. A pair of synchronizer rings that are pressed and taper-fitted, and (f) an engagement groove and an engagement protrusion that are engaged with each other in the circumferential direction, wherein the clutch hub or the shifting key and the pair of synchronizer rings Has a pair of engagement means to engage each in a state allowing relative rotation of a predetermined angle,
When the clutch hub sleeve is moved from the neutral position to any shift position, the shifting key is brought into contact with the synchronizer ring, whereby the synchronizer ring is pressed by the shift gear, and the taper is The synchronizer ring and the transmission gear are rotated synchronously by the frictional force of the fitting. Further, the engagement means is a hub index type provided between the clutch hub and the synchronizer ring, the engagement means is a key index type provided between the shifting key and the synchronizer ring, or a clutch hub and the like. Various types of clutches have been proposed, such as a multi-cone type in which a plurality of taper members are interposed in addition to a synchronizer ring between the transmission gear.

The transmission 10 shown in FIG. 16 will be described in detail. The transmission 10 includes an input shaft 12, a counter shaft 14, and an output shaft 16 which are driven by an engine (not shown). It is rotatably supported. The input shaft 12 and the output shaft 16 are coaxially disposed via a bearing 22 so as to be relatively rotatable, and are rotatably supported by bearings 24 and 26. The counter shaft 14 is constantly rotated by the input shaft 12 via the input gear pair 28a, 28b, and between the counter shaft 14 and the output shaft 16 is a first transmission gear pair 30a, 30b,
Transmission gear pair 32a, 32b, third transmission gear pair 34a, 3
4b, a fifth transmission gear pair 36a, 36b, and a reverse transmission gear pair 38a, 38b are provided. Reverse transmission gear pair 38
A reverse idle gear (not shown) is interposed between a and 38b. Also, the counter shaft 14
The transmission gears 30a to 38a on the output shaft 16 are integrally rotated with the counter shaft 14 by spline fitting or the like.
Each of them is disposed so as to be rotatable relative to the output shaft 16, and can be rotated integrally with the output shaft 16 via the clutches 40, 42, 44.

[0004] The first transmission gear pair 30a, 30b establishes a first gear stage having the largest gear ratio (the number of rotations of the input shaft 12 / the number of rotations of the output shaft 16). The power is transmitted to the output shaft 16 by being slid to the left in FIG. The second transmission gear pair 32a, 32b establishes a second gear, and transmits power to the output shaft 16 by sliding the clutch hub sleeve 42s of the clutch 42 rightward in FIG. Third transmission gear pair 34a, 34b
Establishes a third shift speed, and power is transmitted to the output shaft 16 by sliding the clutch hub sleeve 42s of the clutch 42 to the left in FIG. Fifth
The transmission gear pair 36a, 36b has a fifth gear ratio smaller than 1.
The shift stage is established, and power is transmitted to the output shaft 16 by the clutch hub sleeve 40s of the clutch 40 being slid rightward in FIG. The reverse gear pair 38a, 38b establishes a reverse gear together with a reverse idle gear (not shown), and transmits power to the output shaft 16 by sliding the clutch hub sleeve 44s of the clutch 44 rightward in FIG.
Note that the clutch 40 directly connects the input shaft 12 and the output shaft 16 with the clutch hub sleeve 40s slid in the left direction in FIG.

The clutches 40, 42, 44 have exactly the same construction. More specifically, as shown in FIGS. 17 and 18, the center clutch 42 includes a clutch hub 50, a shifting key 52, and synchronizer rings 54 and 56 in addition to the clutch hub sleeve 42s. The clutch hub 50 is attached to the output shaft 16 by spline fitting so as to be relatively non-rotatable, is rotated integrally, and is axially positioned by a snap ring and the transmission gears 32b and 34b disposed on both sides in the axial direction. Has been done. Clutch hub sleeve 42
s has a substantially cylindrical shape, is spline-fitted to the outer peripheral side of the clutch hub 50 so as to be relatively non-rotatable and relatively movable in the axial direction, and is separated in the axial direction by a shift fork 58 as shift means. The gears are moved to a pair of shift positions, specifically, a second speed position on the right side and a third speed position on the left side, and a neutral position (the state shown in FIG. 17) intermediate between the pair of shift positions and interrupting power transmission. Can be
The shift fork 58 can be mechanically moved in the left and right directions in the figure in conjunction with the driver's operation of the shift lever.

[0006] A plurality of shifting keys 52 are provided at equal angular intervals on the inner peripheral side of the clutch hub sleeve 42s (3 in the figure).
And the relative rotation in the axial direction is permitted, but the relative rotation is limited to the clutch hub 5.
It is blocked by engagement with zero. A groove 60 is provided on the inner peripheral surface of the clutch hub sleeve 42s, and the shifting key 52 is pressed against the inner peripheral surface of the clutch hub sleeve 42s by a pair of key springs 62 so that the shifting key 52 is moved in the axial direction. Is positioned substantially at the center of the frame. Note that shifting key 5
When a predetermined load acts on 2, the shifting key 52 comes out of the groove 60 toward the inner circumference side against the urging force of the key spring 62, and can be relatively moved in the axial direction.

The transmission gears 32b and 34b are disposed on the output shaft 16 so as to be relatively rotatable by needle bearings or the like on both sides of the clutch hub 50, and are positioned in the axial direction by a snap ring or the like. . These transmission gears 32b, 34b have gear pieces 64, 6 at their ends on the clutch hub 50 side, respectively.
6, the clutch hub sleeve 42s is moved to the shift position, whereby the gear piece 64 or 66 and the clutch hub sleeve 42s are spline-fitted, and the gear hub 64b is shifted from the shift gear 32b or 34b. Power is transmitted to the output shaft 16 via the clutch hub sleeve 42s and the clutch hub 50.

The synchronizer rings 54 and 56 are disposed on the outer peripheral side of the cone surfaces (tapered surfaces) provided on the gear pieces 64 and 66 so as to be relatively rotatable and relatively movable in the axial direction, respectively. 64,
By being pressed to the 66 side, frictional engagement is achieved by taper fitting. The synchronizer rings 54, 56 are provided with key grooves 68, 70 which are engaged with the axial ends of the shifting keys 52 in a state allowing relative rotation of a predetermined angle. The synchronizer rings 54 and 56 are rotated together with the clutch hub 50 with a predetermined play.
FIGS. 19 and 20 show one synchronizer ring 5.
FIG. 6 is a view showing a keyway 70 provided in 6, and reference numeral 72 denotes spline teeth which are engaged with the clutch hub sleeve 42s so as to be relatively non-rotatable. The key grooves 68 and 70 correspond to the engaging grooves of the engaging means, and both ends of the shifting key 52 correspond to the engaging protrusions.

According to the clutch 42, when the clutch hub sleeve 42s is moved from the neutral position shown in FIG. 17 to any of the shift positions, the shifting key 52 is moved to the key groove 6 of the synchronizer ring 54 or 56.
8 or 70, the synchronizer ring 68 or 70 is taperedly engaged with the gear piece 64 or 66, and the frictional force causes the synchronizer ring 68 or 7 to abut.
0 and the transmission gear 32b or 34b are rotated synchronously. When an operation load (shift operation force) is further applied to the clutch hub sleeve 42s, the key spring 6
The shifting key 52 comes out of the groove 60 to the inner peripheral side against the urging force of No. 2, and the clutch hub sleeve 42s is spline-fitted to the gear piece 64 or 66, so that the clutch hub sleeve 42s is engaged so as not to rotate relatively.

By the way, such a clutch 42 has a structure in which the shifting key 52 is operated by the synchronizer ring 5 during shifting.
4 and 56, and the synchronizer ring 5
When the gears 4 and 56 are taperedly engaged with the gear pieces 64 and 66, the synchronizer rings 54 and 56 and the shifting key 52 that are to rotate together with the gear pieces 64 and 66.
And a large impact load acts on the synchronizer rings 54 and 56 which are generally made of a softer material than the shifting key 52. 21 and 22 are views for explaining wear on the synchronizer ring 56 side, and the side wall 70b of the key groove 70 is provided with the shifting key 52.
Wear due to collision with When such a wear causes a step on the side wall 70b, and the shifting key 52 rides on the step, as shown in FIG. 22, the shifting key 52 is prevented from coming out of the groove 60, and the shift operation is performed. Could have been impaired. In FIG. 22, the hatch in the cross section is omitted.

On the other hand, Japanese Utility Model Publication No. 43551/1994 discloses that, as shown in FIGS. 23 and 24, the corners between the bottom surface 70c of the keyway 70 and the side wall 70b are provided with a bottom surface 70c.
The side wall 70b of the key groove 70 is provided with the notch 74 which bites in the circumferential direction continuously to the shifting key 52.
It has been proposed to prevent a step from occurring even when worn due to contact (collision) with the substrate.

[0012]

However, even if cuts are continuously provided on the bottom surface, when the amount of wear exceeds a predetermined value, the spline teeth of the synchronizer ring and the spline teeth of the clutch hub sleeve come into contact with each other. Therefore, the operability during shifting may be impaired. In particular, when the amount of wear on the side wall of the keyway exceeds a predetermined limit value, the wear rate rapidly advances, and the above-described problem is likely to occur.

As a result of the investigation by the present inventors, it has been found that the wear of the side wall of the key groove not only occurs during the shifting operation but also occurs during traveling at a predetermined gear. The clutch 42 will be described in detail. For example, when the fifth speed is established by the clutch 40 during steady running or the like, the clutch 42 is released and the clutch hub sleeve 42s is connected to the shift fork 5
8, the pair of transmission gears 32b, 34b are idled at a predetermined rotation speed by meshing with the transmission gears 32a, 34a disposed on the counter shaft 14. Also, a predetermined gap (play) is formed between the shifting key 52 and the axial end surfaces 68a, 70a of the key grooves 68, 70 of the synchronizer rings 54, 56, respectively. The synchronizer rings 54, 56 are not pressed by the gear pieces 64, 66.

On the other hand, the transmission gears 30a, 30b to 38a,
As the helical gear 38b and the input gears 28a and 28b are generally helical gears with twisted teeth, the fifth transmission gears 36a and 36b involved in power transmission mesh with the output shaft 16 in the axial direction. While the thrust force acts,
Since an engine (particularly, a diesel engine) as a power source has rotational fluctuations and torque fluctuations, the torque fluctuations cause the output shaft 16 to vibrate in the axial direction due to assembly tolerances of components, play, and the like. Due to this vibration, for example, when the output shaft 16 is displaced to the left in FIG. 17, the second transmission gear 32b, the clutch hub 50, and the like also move to the left, and the synchronizer ring 54 on the second transmission gear 32b side also becomes a gear piece. While the clutch hub sleeve 42s and the shifting key 52 are kept at the neutral position by the clutch fork 58 while being moved to the left by being pushed by the 64, the synchronizer ring 54 comes into contact with the shifting key 52, Shifting key 52
May jump to the left side of FIG. Then, the shifted shifting key 52 is moved to the synchronizer ring 56.
When the synchronizer ring 56 abuts against the axial end face 70a of the key groove 70, the synchronizer ring 56 is pressed by the gear piece 66 and is tapered, and a relative rotation occurs between the synchronizer ring 56 and the shifting key 52, and the shifting key 52 collides with the side wall 70b of the keyway 70. Since the shifting key 52 is rebounded by the collision with the axial end face 70a, a portion separated from the axial end face 70a by a predetermined dimension as shown in FIG. 25 is worn by the collision.

Such abrasion also occurs in the synchronizer ring 56 on the opposite side, and when the abrasion progresses and the shifting key 52 engages (bites) with the step of the abraded portion, the abrasion occurs on both sides. Synchronizer ring 5
4 and 56 are integrally connected via the shifting key 52 in the axial direction. Therefore, output shaft 1
6 and the synchronizer rings 54, 56 are not affected by slight axial vibration of the transmission gears 32b, 34b.
4, 66 are easily fitted in a taper manner, and wear is acceleratedly increased. The graph shown by the solid line in FIG. 4 is an example of such wear. The amount of wear A is the point at which the shifting key 52 starts engaging with the step of the worn portion, and the allowable wear region is the speed change operation regardless of the wear. Is a possible area. The mileage B is the guaranteed mileage of the vehicle, and is caused by the contact between the spline teeth 72 of the synchronizer rings 54 and 56 and the spline teeth of the clutch hub sleeve 42s before reaching the guaranteed mileage due to such accelerated wear. As a result, the operability during shifting is impaired.

Japanese Patent Application Laid-Open No. 4-203533 proposes to use an iron-based material or the like having excellent wear resistance. Becomes

The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress abrasion of engaging means such as a keyway caused by vibration in a neutral state for interrupting power transmission. It is in.

[0018]

In order to achieve the above object, a first aspect of the present invention provides (a) a clutch hub which is disposed on a rotating shaft so as not to rotate relative to each other, and which is integrally rotated, and (b) the clutch hub. A pair of shift positions which are spline-fitted to each other so as to be relatively non-rotatable and relatively movable in the axial direction, and which are separated from each other in the axial direction by the shift means, and a neutral position intermediate the pair of shift positions to interrupt power transmission. And (c) a clutch hub sleeve that is disposed so as to be relatively non-rotatable and axially movable relative to the clutch hub sleeve, and that the clutch hub sleeve is always urged by a key spring. (D) on both sides of the clutch hub, each of which is disposed so as to be rotatable relative to the rotation shaft, and The clutch hub sleeve is moved to the shift position so that the clutch hub sleeve is spline-fitted to transmit power between the clutch hub and the clutch hub sleeve. A state in which it is rotatable and relatively movable in the axial direction, and is pressed by the transmission gear to be tapered and fitted, while permitting a relative rotation of a predetermined angle at an axial end of the shifting key. And a pair of synchronizer rings provided with a key groove which is engaged with the clutch hub sleeve when the clutch hub sleeve is moved from the neutral position to any of the shift positions. When the shifting key is brought into contact, the synchronizer ring is pressed by the transmission gear, and the frictional force of the taper fitting causes the synchronizer ring to be pressed. (F) In the transmission clutch synchronizing device for synchronously rotating the synchronizer ring and its transmission gear, (f) biting circumferentially into a corner portion between the axial end surface and the side wall of the key groove, continuously with the axial end surface. The cut is provided as described above.

According to a second aspect of the present invention, in the synchronizer according to the first aspect, the axial width of the notch is determined from the maximum dimension between the axial end faces of the key grooves of the pair of synchronizer rings in the axial direction of the shifting key. It is characterized by being larger than the size obtained by subtracting the size.

According to a third aspect of the present invention, in the synchronizing apparatus according to the first aspect, as long as the clutch hub sleeve is held at the neutral position by the shift means, the shifting hub is positioned at a predetermined position of the clutch hub sleeve. The dimensions of each part are set so that the axial end face of the key groove of the synchronizer ring does not come into contact with the key.

According to a fourth aspect of the present invention, there are provided (a) a clutch hub which is disposed so as to be relatively non-rotatable on a rotating shaft and is integrally rotated; (C) a clutch hub sleeve that is moved to a pair of shift positions axially separated by the shift means and shifted to an intermediate position between the pair of shift positions and interrupts power transmission, A shifting key which is arranged on the clutch hub sleeve so as to be relatively non-rotatable and relatively movable in the axial direction, and which is always positioned at a predetermined position of the clutch hub sleeve by the urging force of a key spring; and (d) On both sides of the clutch hub, the clutch hub sleeve is disposed so as to be rotatable relative to the rotation shaft, and the clutch hub sleeve is moved to the shift position. A pair of transmission gears that are spline-fitted to the clutch hub sleeve and transmit power between the clutch hub and the clutch hub sleeve; and (e) the pair of transmission gears are relatively rotatable and move axially relative to each other. The clutch hub, comprising: a pair of synchronizer rings which are disposed so as to be capable of being tapered and pressed by the transmission gear; and (f) an engagement groove and an engagement projection which are engaged with each other in a circumferential direction. Or a pair of engagement means for engaging the shifting key and the pair of synchronizer rings in a state allowing relative rotation of a predetermined angle, respectively, wherein the clutch hub sleeve shifts any one of the gears from the neutral position. When the shifting key is brought into contact with the synchronizer ring, the Naizaringu is pressed against the transmission gear, the synchronizer clutch transmission for synchronously rotating said frictionally tapered fitting the synchronizer ring and its transmission gear, (g)
As long as the clutch hub sleeve is held in the neutral position by the shift means, the synchronizer ring is positioned so that the synchronizer ring does not come into contact with the shifting key positioned at a predetermined position of the clutch hub sleeve. It is characterized in that dimensions are set.

According to a fifth aspect of the present invention, in the synchronizing apparatus according to the fourth aspect, the clutch hub sleeve is positioned at a predetermined position of the clutch hub sleeve when the clutch hub sleeve is held at the neutral position by the shift means. A gap is always formed between the shifting key and the synchronizer ring, regardless of the backlash in the axial direction of each part, which dimension is always larger than the dimension between the synchronizer ring and the clutch hub or the key spring. The dimensions of each part are set as described above.

According to a sixth aspect of the present invention, there is provided (a) a clutch hub which is arranged on a rotating shaft so as to be relatively non-rotatable and is rotated integrally therewith; (C) a clutch hub sleeve that is moved to a pair of shift positions axially separated by the shift means and shifted to an intermediate position between the pair of shift positions and interrupts power transmission, A shifting key which is arranged on the clutch hub sleeve so as to be relatively non-rotatable and relatively movable in the axial direction, and which is always positioned at a predetermined position of the clutch hub sleeve by the urging force of a key spring; and (d) On both sides of the clutch hub, the clutch hub sleeve is disposed so as to be rotatable relative to the rotation shaft, and the clutch hub sleeve is moved to the shift position. A pair of transmission gears that are spline-fitted to the clutch hub sleeve and transmit power between the clutch hub and the clutch hub sleeve; and (e) the pair of transmission gears are relatively rotatable and move axially relative to each other. The clutch hub, comprising: a pair of synchronizer rings which are disposed so as to be capable of being tapered and pressed by the transmission gear; and (f) an engagement groove and an engagement projection which are engaged with each other in a circumferential direction. Or a pair of engagement means for engaging the shifting key and the pair of synchronizer rings in a state allowing relative rotation of a predetermined angle, respectively, wherein the clutch hub sleeve shifts any one of the gears from the neutral position. When the shifting key is brought into contact with the synchronizer ring, the Naizaringu is pressed against the transmission gear, the synchronizer clutch transmission for synchronously rotating said frictionally tapered fitting the synchronizer ring and its transmission gear, (g)
Along with providing the shifting keys separately in the circumferential direction with respect to the pair of synchronizer rings,
The arrangement position and the axial dimension with respect to the clutch hub sleeve are set so that they cannot contact the synchronizer ring on the opposite side.

According to a seventh aspect of the present invention, in the synchronization device of the sixth aspect, the shifting key has a reduced axial dimension on the opposite side so that the shifting key cannot contact the synchronizer ring on the opposite side. It is characterized by the following.

According to an eighth aspect of the present invention, in the synchronizing apparatus according to the sixth aspect, the shifting key is offset to a side away from the synchronizer ring on the opposite side so that the shifting key cannot contact the synchronizer ring on the opposite side. The clutch hub sleeve is disposed on the clutch hub sleeve.

[0026]

The first invention relates to a key index type synchronizing device in which a key groove is formed in a synchronizer ring, and a shifting key is engaged with the key groove. In the corner of
The axial end face is provided with a notch that cuts in the circumferential direction continuously, so even if the side wall of the keyway is worn due to vibration in the neutral state that shuts off power transmission, the notch in the axial direction Play is maintained. Therefore, the pair of synchronizer rings are not integrally connected (bite) via the shifting key in the axial direction,
A rapid progress of wear is prevented, and a decrease in the speed change operability is suppressed.

In the second invention, the axial width of the cut is larger than the maximum dimension between the axial end faces of the key grooves of the pair of synchronizer rings minus the axial dimension of the shifting key. Even if the wear progresses with the toing key displaced to the opposite side in the axial direction,
The wear portion and the cut are always continuous, and the cut ensures the play in the axial direction.

In the third aspect, as long as the clutch hub sleeve is held at the neutral position by the shift means, the synchronizer ring is prevented from coming into contact with the shifting key positioned at the predetermined position of the clutch hub sleeve. Since the dimensions of each part are set, there is no danger that the shifting key will press the synchronizer ring against the transmission gear due to the vibration in the neutral state that interrupts the power transmission, and the keyway due to the vibration in the neutral state Wear of the side wall of the fin is suppressed.

The fourth invention can be suitably applied not only to the key index type but also to the hub index type. As long as the clutch hub sleeve is held at the neutral position by the shift means, the predetermined position of the clutch hub sleeve is determined. Since the dimensions of each part are set so that the synchronizer ring does not come into contact with the shifting key positioned at the position, the shifting key will cause the synchronizer ring to rotate due to vibration in the neutral state that interrupts power transmission. There is no danger of pressing the transmission gear, and wear of the engagement groove (key index type key groove) and the engagement protrusion of the engagement means due to vibration in the neutral state is prevented, and reduction in shift operability is suppressed. You.

According to the sixth aspect of the present invention, a pair of synchronizer rings are separately provided in the circumferential direction with a shifting key, and the arranging position with respect to the clutch hub sleeve and the axial dimension are opposite to each other. Is set so that it cannot contact the synchronizer ring on the opposite side even if the shifting key is skipped in the axial direction due to vibration in the neutral state that shuts off power transmission. There is no danger of pressing the transmission gear against the transmission gear, and wear of the engagement groove (key index type key groove) and the engagement protrusion of the engagement means due to vibration in the neutral state is prevented, and the shift operability is reduced. Is suppressed.

[0031]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The synchronizing apparatus according to the present invention has the configuration shown in FIG.
The transmission 10 is preferably applied to a manual transmission that is mechanically shifted by a driver's manual operation, such as the transmission 10, but the clutch gear is moved in the axial direction by moving the clutch hub sleeve in the axial direction by a driving means such as a hydraulic actuator. Can be also applied to a transmission of a type that automatically switches the transmission. The configuration of the transmission itself is determined as appropriate, for example, the number of shift stages may be determined as appropriate, and the input shaft 12 may be omitted and the engine output may be directly input to the counter shaft 14. Further, the clutch is desirably disposed on the output shaft 16 side as in the transmission 10, but may be disposed on the counter shaft 14 side.

Further, in the present invention, rapid progress of abrasion is prevented or abrasion itself is prevented, so that the synchronizer ring and the engagement means can be constituted by a relatively soft material such as a copper-based material. Yes, in that case, compared to the case of using iron-based materials with excellent wear resistance,
No heat treatment or the like is required, processing is easy, and production costs are low.

The first invention relates to a key index type synchronizing device in which a key groove is formed in a synchronizer ring and a shifting key is engaged with the key groove. Any type of hub index type may be used. Also,
The present invention can be applied to a multi-cone type clutch.

The cuts of the first invention are desirably provided in both key grooves of the pair of synchronizer rings, but may be provided only in one of the synchronizer rings. In addition, notches can be provided on both sides in the circumferential direction.However, for example, in a clutch that establishes the lowest shift speed or the highest shift speed, the shifting key only comes into contact with one side wall of the key groove. The form in which the cut is provided is determined as appropriate, for example, the cut may be provided only on one side wall side. Needless to say, the notches 74 in FIGS. 23 and 24 may be provided together. Regarding the fourth and subsequent inventions, the notch of the first invention and FIG.
It is possible to provide the cut 74 of FIG.

In practicing the third invention, for example, when the clutch hub sleeve is held at the neutral position by the shift means, the shifting key and the shifting key positioned at a predetermined position of the clutch hub sleeve are used. The gap between the synchronizer ring and the clutch hub or the key spring is always larger between the key groove and the axial end face regardless of the axial play (assembly tolerance, play, etc.) of each part. The dimensions of each part are set so that a dimensional gap is formed.

According to a sixth aspect of the present invention, a dedicated shifting key is provided for each of a pair of synchronizer rings. Even if the synchronizer ring is contacted with the synchronizer ring, the shift key is contacted with the other synchronizer ring. It is configured to be stopped beforehand by a stopper or the like and returned to an original predetermined position by a key spring.

Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. In the following embodiment, the above-described FIG.
In the case where the present invention is applied to the clutch 42 described below, substantially the same parts are denoted by the same reference numerals, and detailed description thereof will be omitted.

FIGS. 1 and 2 show an embodiment of the invention according to the first and second aspects of the present invention.
a and the side wall 70b have an axial end face 7
0a, a pair of cuts 8 so as to bite in the circumferential direction.
0 is provided. The axial width d of the cut 80
Is the keyway 6 of the pair of synchronizer rings 54, 56.
The size of the shifting key 52 is larger than the maximum dimension between the axial end faces 68a, 70a of the first and second axial ends 70a, 70a, and the wear proceeds with the shifting key 52 being displaced to the opposite side in the axial direction. Also, the wear portion and the cut 80 are always continuous. FIG. 3 shows a state in which the side wall 70b is worn by engagement with the shifting key 52 (scattered portion). The circumferential dimension of the cut 80 is larger than the wear amount up to the vehicle guaranteed travel distance B, and the wear amount is determined by the shifting key 52 and the side wall 70.
Based on the contact area with b, the material of the synchronizer ring 56, and the like, it is obtained by experiments, arithmetic expressions, and the like. The contact area, material, and the like are set such that the amount of wear falls within the range of the allowable wear region. The synchronizer ring 54 on the opposite side is similarly configured.

In this way, even if the side wall 70b of the key groove 70 is worn out due to the vibration in the neutral state that interrupts the power transmission, the axial play is maintained by the cut 80. The synchronizer rings 54 and 56 are not integrally connected in the axial direction via the shifting key 52, so that rapid progress of abrasion is prevented, and reduction in speed change operability is suppressed. That is, as shown by the chain line in FIG. 4, the amount of wear only increases linearly substantially in proportion to the traveling distance.

The axial width d of the cut 80 is
Key grooves 68 of a pair of synchronizer rings 54, 56,
Since it is larger than the maximum dimension between the axial end faces 68a, 70a of the 70 and the axial dimension of the shifting key 52 subtracted, even if the shifting key 52 is displaced to the opposite side in the axial direction, wear proceeds. Thus, the worn portion and the cut 80 are always continuous, and the cut 80 ensures that the axial play is maintained.

Since the rapid progress of wear is prevented as described above, the synchronizer rings 54 and 56 can be made of a relatively soft material such as a copper-based material, and the wear resistance is excellent. Compared to the case where an iron-based material is used, heat treatment and the like are not required, processing is easy, and production cost is low.

The clutch 82 shown in FIG.
In the embodiment of the invention described in the above, the clutch hub sleeve 42s
As long as the shift key 58 is held at the neutral position by the shift fork 58, the dimensions of the respective parts are adjusted so that the synchronizer rings 54 and 56 do not come into contact with the shifting key 52 positioned substantially at the center of the clutch hub sleeve 42s. Is set. Specifically, when the clutch hub sleeve 42s is held at the neutral position by the shift fork 58, the clutch hub sleeve 42s
shifting key 52 positioned approximately at the center of
X and Y between the synchronizer rings 54 and 56
However, the following formulas (1) and (2) should be satisfied in all states regardless of the axial play caused by assembly tolerance and play.
The dimensions of each part are set in consideration of the assembly tolerance and play. The dimensions x ₁ and y ₁ are the synchronizer rings 54 and 5
6 between the clutch hub 50 and the clutch hub 50, the dimension x
₂ and y ₂ are axial gaps between the synchronizer rings 54 and 56 and the key spring 62. X> x ₁ or X> x ₂ (1) Y> y ₁ or Y> y ₂ (2)

With this arrangement, the synchronizer ring 54,
56 abuts on the shifting key 52, and the abutment of the shifting key 52 in the axial direction causes the synchronizer rings 56, 54 on the opposite side to move into the gear piece 6.
There is no possibility of pressing the key grooves 6 and 64, the wear of the side walls of the key grooves 70 and 68 caused by the vibration in the neutral state is prevented, and the reduction in the speed change operability is suppressed. In addition, since the wear is prevented in this manner, the synchronizer rings 54 and 56 can be made of a relatively soft material such as a copper-based material, and an iron-based material having excellent wear resistance is used. Compared with the case, heat treatment and the like are not required, processing is easy, and production cost is low.

Since the synchronizer rings 54 and 56 engage with the gear pieces 64 and 66 due to vibrations of the synchronizer rings 54 and 56 and collide with the shifting key 52, the side walls of the key grooves 68 and 70 may be worn. It is desirable to provide a continuous cut 80 at the axial end faces 68a, 70a of the key grooves 68, 70 as in the embodiment of FIG. In that case, an embodiment of the invention described in claim 3 will be described.

In the synchronizer ring 84 shown in FIG. 6, by extending the axial dimension of the key groove 86 and increasing the dimensions X and Y from the shifting key 52 to the axial end face 86a, the above equation (1) and ( 2) This is the case where the equation is satisfied.

The clutch 90 shown in FIG. 7 is of a hub index type, and has an engagement groove 50a formed in the clutch hub 50.
And engaging projections 54a, 56a provided on the synchronizer rings 54, 56, constitute engaging means 92, 94. The clutch hub 50 and the synchronizer rings 54, 56 are allowed to rotate relative to each other at a predetermined angle. It is adapted to be engaged. Further, the shifting key 98 urged outward by a compression coil spring 96 as a key spring and positioned by the groove 60 of the clutch hub sleeve 42s presses the synchronizer rings 54, 56 against the gear pieces 64, 66 exclusively during gear shifting. And is disposed in the engagement groove 50a. FIG. 7B is a diagram of the vicinity of the shifting key 98 viewed from the outer peripheral side with the clutch hub sleeve 42s removed.

This clutch 90 is an embodiment of the invention according to claims 4 and 5, similarly to the embodiment of FIGS. 5 and 6, wherein the clutch hub sleeve 42s is provided with a shift fork 58.
, The shift key 98 and the synchronizer rings 54, 56 positioned substantially at the center of the clutch hub sleeve 42s.
The following formulas (3) and (4) indicate that the dimensions X and Y between the following equations (3) and (4) in all states regardless of the axial play caused by assembly tolerance and play.
Are set in consideration of the assembly tolerance, play, and the like. The dimensions x and y are axial gaps between the synchronizer rings 54 and 56 and the clutch hub 50, and the same effects as in the embodiment of FIG. 5 can be obtained. X> x (3) Y> y (4)

The clutch 100 shown in FIG. 8 is a multi-cone type with a key index. The transmission gears 32b and 34b are provided with tapered members 102 and 104 so that they cannot rotate relative to each other.
108 are disposed so as not to rotate relative to each other, and the transmission gears 32b, 3
Reference numeral 4b is adapted to be synchronously rotated with the clutch hub 50 via three tapered friction surfaces. Also in this case, the clutch hub sleeve 42s is connected to the shift fork 5
8 so that the synchronizer rings 54 and 56 do not come into contact with the shifting key 52 positioned substantially at the center of the clutch hub sleeve 42s, as long as the synchronizer rings 54 and 56 are kept at the neutral position by the clutch hub sleeve 42s. 5) by setting the dimensions of each part so as to satisfy the equation.
The same effect as that of the embodiment can be obtained. The speed change gear 32b of this embodiment has the gear piece 64 integrally formed.

Although not shown, the invention described in claim 4 can also be applied to a hub-index multi-cone type clutch.

The clutch 110 shown in FIGS. 9 and 10 is an embodiment of the invention according to claims 6 and 7, in which shifting keys 112, 114 are separately provided for a pair of synchronizer rings 54, 56. I have. A plurality of (three in this embodiment) these shifting keys 112 and 114 are provided at equal angular intervals in the circumferential direction, and are arranged at 60 ° intervals so as to be positioned at an intermediate position in the circumferential direction. ing. The clutch 110 is a key index type, and the synchronizer rings 54, 56
Are provided with six key grooves 116 and 118 for engaging with the shifting keys 112 and 114, respectively. Both ends of the shifting keys 112 and 114 are engagement projections of the engagement means, and the key grooves 116 and 118 are formed. It corresponds to an engagement groove. The above-mentioned shifting key 112,
Six grooves 60 are provided corresponding to 114, and the shifting keys 112 and 114 are respectively positioned substantially at the center in the axial direction. FIG. 9 (b) is a view of the vicinity of the shifting key 112 from the outer peripheral side with the clutch hub sleeve 42s removed, and FIG. 9 (c).
FIG. 7 is a view of the vicinity of the shifting key 114 as viewed from the outer peripheral side with the clutch hub sleeve 42s removed.

On the other hand, the shifting key 112 which comes into contact with the synchronizer ring 54 and presses the gear piece 64 at the time of the gear shifting operation is not shown in FIG. 9B so that it cannot be brought into contact with the synchronizer ring 56 on the opposite side. As shown, the axial dimension L ₂ on the opposite side is the synchronizer ring 54.
It is shorter than the axial dimension L ₁ side. More specifically, the synchronizer ring 54 comes into contact with the shifting key 112 due to vibration in a neutral state that interrupts power transmission, and the shifting key 112 is caused to fly toward the synchronizer ring 56 due to the contact. However, the synchronizer ring 56 (strictly, the axial end face of the key groove 118) is stopped by a stopper or the like before coming into contact with the synchronizer ring 56, and is returned to the original center position by the key spring 62. A relatively large gap X is secured between them. The gap X also prevents the synchronizer ring 56 from coming into contact with the shifting key 112 due to vibration in the neutral state. The gap Y between the synchronizer ring 54 (strictly, the axial end face of the key groove 116) and the clutch hub sleeve 42 s
The shifting key 112 is determined to be brought into contact with the synchronizer ring 54 and pressed against the gear piece 64 by being moved to the high speed position.

As shown in FIG. 9C, the other shifting key 114 cannot be brought into contact with the synchronizer ring 54.
The axial dimension L ₂ of the synchronizer ring 56 is shorter than the axial dimension L ₁ of the synchronizer ring 56. Specifically, the synchronizer ring 56 comes into contact with the shifting key 114 due to vibration in a neutral state that interrupts power transmission, and the shifting key 114 is caused to fly toward the synchronizer ring 54 due to the contact. However, the synchronizer ring 54 (strictly, the axial end face of the key groove 116) is stopped by a stopper or the like before contacting the synchronizer ring 54, and is returned to the original center position by the key spring 62. A relatively large gap X between
Is secured. The gap X also prevents the synchronizer ring 54 from coming into contact with the shifting key 114 due to vibration in the neutral state.
The synchronizer ring 56 (strictly speaking, the keyway 11
The gap Y between the clutch hub sleeve 42s and the shift fork 58 is moved by the shift fork 58 to the third speed position.
Is brought into contact with the synchronizer ring 56 and the gear piece 66
Is determined to be pressed.

In this way, the shifting keys 112, 1 are caused by the vibration in the neutral state that interrupts the power transmission.
Even if the shaft 14 is blown in the axial direction, it abuts against the synchronizer rings 56 and 54 on the opposite side to bring it into gear pieces 66 and 6.
There is no danger of pressing on the side walls 4 and wear of the side walls of the key grooves 116 and 118 caused by vibration in the neutral state is prevented, and a decrease in shift operability is suppressed. In addition, since the wear is prevented in this manner, the synchronizer rings 54 and 56 can be made of a relatively soft material such as a copper-based material, and an iron-based material having excellent wear resistance is used. Compared with the case, heat treatment and the like are not required, processing is easy, and production cost is low.

In this embodiment, a total of six shifting keys 112 and 114 are provided for the synchronizer ring 5 respectively.
Because the key grooves 116 and 118 are engaged with the key grooves 116 and 118 in the radial direction, the shifting keys 112 and 114 can be engaged with the key grooves 116 and 118 during shifting.
The area in contact with the side wall of the metal is increased, and the surface pressure is reduced correspondingly, thereby reducing wear.

Note that the synchronizer rings 54 and 56 engage with the gear pieces 64 and 66 due to vibrations of the synchronizer rings 54 and 56 themselves, collide with the shifting keys 112 and 114, and collide with the key grooves 116 and 1.
1 to 3 because the side wall 18 may be worn out.
It is also possible to provide a cut in the axial end surfaces of the key grooves 116 and 118 continuously in the circumferential direction as in the embodiment.

The clutch 120 of FIG. 11 is different from the clutch 110 of FIGS. 9 and 10 in the embodiment of the invention described in claims 6 and 8 in that the shape of the shifting key and the arrangement of the clutch key to the clutch hub sleeve 42s are different. The installation position is different. That is, the shifting keys 122,
124 is equal dimensions L ₃ to both ends from the center, the groove 126 for positioning the shifting key 122 to press the gear piece 64 in contact with the synchronizer ring 54 during shifting operation, the shifting key 122 is on the opposite side thereof As shown in FIG. 5B, the synchronizer ring 56 is offset toward the synchronizer ring 54 by a dimension α so that the synchronizer ring 56 cannot contact the synchronizer ring 56. The groove 128 for positioning the shifting key 124 that contacts the synchronizer ring 56 and presses the gear piece 66 at the time of the gear shifting operation is such that the shifting key 124 cannot contact the synchronizer ring 54 on the opposite side. And (c), it is offset to the synchronizer ring 56 side by the dimension α. This allows
The gaps X and Y are ensured, respectively, and the same operation and effect as in the embodiment of FIGS. 9 and 10 can be obtained.

The clutch 130 shown in FIG. 12 is of a multi-cone type with a key index and is an embodiment of the invention described in claims 6 and 7, and is different from the clutch 110 shown in FIGS. The difference between the transmission gears 32b and 34b is that the tapered members 132 and 134 are arranged on the synchronizer rings 54 and 56 so that the taper members 132 and 138 are relatively non-rotatable. Reference numeral 34b is adapted to be synchronously rotated with the synchronizer rings 54, 56 and the clutch hub 50 via three tapered friction surfaces.

The clutch 140 shown in FIG. 13 is a multi-cone type with a key index, which is an embodiment of the invention according to claims 6 and 8, and the clutch 120 shown in FIG.
, The transmission gears 32b and 34b have tapered members 13
2,134 are arranged so that they cannot rotate relative to each other,
Synchronizer rings 54 and 56 have tapered members 136 and
138 is arranged so as to be relatively non-rotatable, and the transmission gears 32b, 34b can be rotated synchronously with the synchronizer rings 54, 56 and further with the clutch hub 50 via three tapered friction surfaces. I have.

The clutch 150 shown in FIG. 14 is a case where the invention according to claims 6 and 7 is applied to a hub index type clutch as shown in FIG. 7, and is similar to the clutch 110 shown in FIGS. 9 and 10. Shifting keys 15 are separately provided for a pair of synchronizer rings 54 and 56.
2,154 are provided. These shifting keys 152 and 154 are provided in plural numbers (three in this embodiment) at equal angular intervals in the circumferential direction, and are also arranged at 60 ° intervals so as to be positioned in the middle in the circumferential direction. ing. Also, their shifting keys 152, 1
The synchronizer rings 54, 56 are provided with six engagement projections 54a, 56a, respectively, and the clutch hub 50 has six common engagement grooves 50a.
Are formed, and the engaging projections 54a, 56a and the engaging groove 50a constitute engaging means 156, 158. The clutch hub sleeve 42s is provided with six grooves 60 corresponding to the shifting keys 152 and 154, and the shifting keys 152 and 154 are respectively positioned at substantially the center in the axial direction. .

On the other hand, the shifting key 152, which comes into contact with the synchronizer ring 54 and presses the gear piece 64 during the gear shifting operation, cannot be brought into contact with the synchronizer ring 56 on the opposite side, as shown in FIG. axial dimension L ₂ of the synchronizer ring 56 side is shorter than the axial dimension L ₁ of the synchronizer ring 54 side.
Further, a shifting key 154 which comes into contact with the synchronizer ring 56 and presses against the gear piece 66 at the time of gear shifting operation.
Conversely, the synchronizer ring 5 cannot be brought into contact with the synchronizer ring 54, as shown in FIG.
Axial dimension L ₂ of the 4 side is shorter than the axial dimension L ₁ of the synchronizer ring 56 side. This secures the gaps X and Y, respectively, as shown in FIGS.
The same operation and effect as in the embodiment of FIG.

The clutch 160 shown in FIG. 15 is an embodiment of the invention according to claims 6 and 8, and the clutch 160 shown in FIG.
Compared with 50, the shape of the shifting key and the arrangement position with respect to the clutch hub sleeve 42s are different. That is, the shifting keys 162 and 164 of the present embodiment
Equals the dimension L ₃ to both ends from the center, to position the shifting key 162 is pressed to the gear piece 64 to the synchronizer ring 54 during shifting abuts groove 16
6 (b) so that the shifting key 162 cannot contact the synchronizer ring 56 on the opposite side.
As shown in (1), it is offset from the synchronizer ring 54 by the dimension α. A groove 168 for positioning a shifting key 164 that abuts against the synchronizer ring 56 and presses against the gear piece 66 at the time of a shift operation.
The shifting key 164 is formed so as to be offset from the synchronizer ring 56 by a dimension α as shown in (c) so that the shifting key 164 cannot contact the synchronizer ring 54 on the opposite side. Thereby, the gap X
And Y are secured, and the same operation and effect as in the embodiment of FIG. 14 can be obtained.

Although not shown, the invention described in claim 6 can also be applied to a multi-cone type clutch having a hub index.

The embodiments of the present invention have been described in detail with reference to the drawings. However, these embodiments are merely examples, and the present invention is based on the knowledge of those skilled in the art with various modifications and improvements. Can be implemented.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a keyway portion according to an embodiment of the present invention.

FIG. 2 is a plan view of a keyway portion in the embodiment of FIG.

FIG. 3 is a plan view showing a state where the side wall of the keyway is worn out in the embodiment of FIG. 1;

FIG. 4 shows the relationship between the amount of wear on the side wall of the keyway and the traveling distance.
It is a figure shown in comparison with the conventional case.

FIG. 5 is a sectional view showing one embodiment of the invention described in claim 4;

FIG. 6 is a perspective view showing a keyway portion according to another embodiment of the present invention.

FIG. 7 is a view for explaining still another embodiment of the invention described in claim 4;

FIG. 8 is a sectional view showing still another embodiment of the invention described in claim 4.

FIG. 9 is a view for explaining an embodiment of the invention described in claim 6;

FIG. 10 is a side view showing the clutch hub and the like of the embodiment in FIG. 9;

FIG. 11 is a diagram for explaining another embodiment of the invention described in claim 6;

FIG. 12 is a view for explaining still another embodiment of the invention described in claim 6;

FIG. 13 is a view for explaining still another embodiment of the invention described in claim 6;

FIG. 14 is a view for explaining still another embodiment of the invention described in claim 6;

FIG. 15 is a view for explaining still another embodiment of the invention described in claim 6;

FIG. 16 is a diagram illustrating an example of a transmission to which the present invention is suitably applied.

FIG. 17 is a cross-sectional view illustrating an example of a conventional clutch.

FIG. 18 is a side view showing a clutch hub and the like of the clutch of FIG. 17;

19 is a perspective view showing a keyway portion of the clutch shown in FIG.

20 is a plan view showing a keyway portion of the clutch shown in FIG.

21 is a diagram illustrating wear of a side wall of a keyway in the clutch of FIG. 17;

FIG. 22 is a diagram illustrating a state in which a shifting key rides on a step formed by abrasion.

FIG. 23 is a view for explaining a conventional example in which a cut is continuously provided on the bottom surface at the corner between the side wall and the bottom surface of the key groove.

24 is a perspective view showing a keyway portion of the conventional example of FIG.

FIG. 25 is a view for explaining abrasion generated on a side wall of the keyway due to vibration in a neutral state.

[Explanation of symbols]

10: Transmission 16: Output shaft (rotating shaft) 32b, 34b: Transmission gear 42s: Clutch hub sleeve 50: Clutch hub 52, 98, 112, 114, 122, 124, 15
2, 154, 162, 164: Shifting keys 54, 56, 84: Synchronizer ring 58: Shift fork (shift means) 62: Key spring 68, 70, 86, 116, 118: Key groove 80: Cut 82, 90, 100, 110, 120, 130, 14
0, 150, 160: clutch 92, 94, 156, 158: engaging means 96: compression coil spring (key spring)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Hideaki Koga 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Shinichi Takamura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (8)

[Claims] 1. A clutch hub which is disposed on a rotating shaft so as to be relatively non-rotatable and is integrally rotated, and is spline-fitted to the clutch hub so as to be relatively non-rotatable and relatively movable in an axial direction, and a shaft is provided by a shift means. A clutch hub sleeve which is moved between a pair of shift positions spaced apart in the direction and a neutral position which is located in the middle of the pair of shift positions and interrupts power transmission; A shifting key which is disposed so as to be relatively movable, and which is always positioned at a predetermined position of the clutch hub sleeve by the urging force of a key spring; And the clutch hub sleeve is moved to the shift position so that the clutch hub sleeve is moved. A pair of speed change gears that are spline-fitted to the sleeve and transmit power between the clutch hub; and a pair of speed change gears that are respectively rotatably and axially moveable with the pair of speed change gears. A pair of synchronizer rings provided with a key groove which is engaged with an axial end of the shifting key in a state of allowing relative rotation by a predetermined angle while being pressed by a gear and taperedly fitted. When the clutch hub sleeve is moved from the neutral position to any of the shift positions,
When the shifting key is brought into contact with the axial end surface of the key groove, the synchronizer ring is pressed by the transmission gear, and the synchronizer ring and the transmission gear are synchronously rotated by the frictional force of the taper fitting. A transmission clutch synchronizing device, wherein a notch is provided in a corner portion between an axial end surface and a side wall of the key groove so as to bite in the circumferential direction continuously to the axial end surface. Synchronizer for clutch. 2. The axial width of the notch according to claim 1, wherein the axial width of the notch is larger than the maximum dimension between the axial end faces of the key grooves of the pair of synchronizer rings minus the axial dimension of the shifting key. A synchronizing device for a clutch for a transmission. 3. The synchronizer ring according to claim 1, wherein the shifting key positioned at a predetermined position on the clutch hub sleeve is provided as long as the clutch hub sleeve is held at the neutral position by the shift means. A synchronizing device for a clutch for a transmission, wherein dimensions of each part are set so that an axial end face of a key groove does not abut. 4. A clutch hub which is disposed on the rotating shaft so as to be relatively non-rotatable and is integrally rotated, and is spline-fitted to the clutch hub so as to be relatively non-rotatable and relatively movable in an axial direction, and the shaft is shifted by a shift means. A clutch hub sleeve which is moved between a pair of shift positions spaced apart in the direction and a neutral position which is located in the middle of the pair of shift positions and interrupts power transmission; A shifting key which is disposed so as to be relatively movable, and which is always positioned at a predetermined position of the clutch hub sleeve by the urging force of a key spring; And the clutch hub sleeve is moved to the shift position so that the clutch hub sleeve is moved. A pair of speed change gears that are spline-fitted to the sleeve and transmit power between the clutch hub; and a pair of speed change gears that are respectively rotatably and axially moveable with the pair of speed change gears. A pair of synchronizer rings which are pressed by a gear and are taperedly fitted; and an engagement groove and an engagement projection which are engaged with each other in a circumferential direction, wherein the clutch hub or the shifting key and the pair of synchronizer rings are combined. A pair of engagement means for engaging in a state allowing relative rotation of a predetermined angle, respectively, and when the clutch hub sleeve is moved from the neutral position to any of the shift positions, the shifting key is By being brought into contact with the synchronizer ring, the synchronizer ring is pressed by the transmission gear, A transmission clutch synchronizing device for synchronously rotating the synchronizer ring and the transmission gear by the frictional force of the taper fitting, as long as the clutch hub sleeve is held at the neutral position by the shift means. A synchronizing device for a clutch for a transmission, wherein dimensions of each part are set so that the synchronizer ring does not come into contact with the shifting key positioned at a predetermined position of a hub sleeve. 5. The shifting key and the synchronizer ring positioned at a predetermined position of the clutch hub sleeve when the clutch hub sleeve is held at the neutral position by the shift means according to claim 4. Between the synchronizer ring and the clutch hub or the key spring so that a gap always larger than the dimension between the synchronizer ring and the clutch hub or the key spring is formed regardless of the backlash in the axial direction. A transmission clutch synchronizing device, characterized in that: 6. A clutch hub which is disposed on a rotating shaft so as to be relatively non-rotatable and is integrally rotated, and is spline-fitted to said clutch hub so as to be relatively non-rotatable and relatively movable in an axial direction, and said shaft is shifted by shift means. A clutch hub sleeve which is moved between a pair of shift positions spaced apart in the direction and a neutral position which is located in the middle of the pair of shift positions and interrupts power transmission; A shifting key which is disposed so as to be relatively movable, and which is always positioned at a predetermined position of the clutch hub sleeve by the urging force of a key spring; And the clutch hub sleeve is moved to the shift position so that the clutch hub sleeve is moved. A pair of transmission gears that are spline-fitted to the sleeve and transmit power between the clutch hub and the transmission gears, the transmission gears being rotatably and axially movable relative to the transmission gears, A pair of synchronizer rings which are pressed by a gear and are taperedly fitted; and an engagement groove and an engagement projection which are engaged with each other in a circumferential direction, wherein the clutch hub or the shifting key and the pair of synchronizer rings are combined. A pair of engagement means for engaging in a state allowing relative rotation of a predetermined angle, respectively, when the clutch hub sleeve is moved from the neutral position to any of the shift positions, the shifting key is By being brought into contact with the synchronizer ring, the synchronizer ring is pressed by the transmission gear, In the transmission clutch synchronizing device for synchronously rotating the synchronizer ring and the transmission gear by the frictional force of the taper fitting, the shifting keys are separately circumferentially separated from the pair of synchronizer rings. Along with
A transmission clutch synchronizing device, wherein an arrangement position and an axial dimension with respect to the clutch hub sleeve are set so as not to be able to abut against a synchronizer ring on the opposite side. 7. The transmission according to claim 6, wherein the shifting key has a reduced axial dimension on the opposite side so that the shifting key cannot contact the synchronizer ring on the opposite side. Machine clutch synchronizing device. 8. The clutch hub sleeve according to claim 6, wherein the shifting key is offset to a side away from the opposite synchronizer ring so that the shifting key cannot contact the opposite synchronizer ring. A transmission clutch synchronizing device, wherein the synchronizing device is provided for a transmission clutch.