JP3272131B2 - Gear transmission meshing device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a meshing device for a gear transmission, and more particularly to a meshing device for a gear transmission in which a plurality of circumferentially arranged sleeve splines and gear splines are engaged to transmit power. Related to the device.

[0002]

2. Description of the Related Art A conventional gear transmission having a synchronizing device includes:
As shown in FIG. 9, a gear spline 20 and a sleeve spline 21 are arranged in a plurality of rows in the circumferential direction, and the gear spline 20 has a chamfered portion (chamfer) 22 at a tip end thereof. The chamfer 22 is formed symmetrically in the circumferential direction. Here, A is gear spline 2
0 and the direction of rotation of the sleeve spline 21;
This shows the operating force of the driver. In such a device, the relative positions of the splines of the sleeve and the gear after synchronization are completely random, so that when the gear spline and the sleeve spline engage with each other, the gear spline and the sleeve spline are almost always engaged. The sleeve spline slides on the gear spline by the chamfer, and then meshes.

[0003]

At the time of engagement between the two,
When the sleeve spline 21 is located in the range of L3, the sleeve spline 21 smoothly engages with the gear spline 20, but the sleeve spline 21 is
When the gear spline and the sleeve spline are engaged with each other, a so-called two-stage motion is generated. This two-stage motion will be described with reference to FIG. When the chamfered portion of the sleeve spline 21 slides on the chamfered portion of the gear spline 20 after the sleeve spline 21 is engaged with a ring (not shown), the sleeve spline 21 is accelerated in the rotational direction by torsional vibration. As a result, a balanced state of force is maintained, and as a result, a state where the sleeve spline 21 cannot advance, that is, a two-stage motion occurs. The operating force F by the driver in the two-stage motion state changes as shown by C in FIG. This 2
The generation of the step motion gives the driver an uncomfortable feeling, such as a feeling of being caught or poorly entering, causing a problem that the shift feeling is deteriorated. 50-12273
Japanese Patent Laid-Open No. 2 (Kokai) No. 2 discloses a technique for preventing the deterioration of the shift feeling due to the two-stage motion described above. In this publication, as shown in FIG. 11, a chamfered portion 22 of a gear spline 21 is formed in an asymmetric shape in a circumferential direction.
That is, the chamfered portion 22a in the same direction as the rotation direction A is made longer and the chamfered portion 22b in the opposite direction is made shorter (the tip of the gear spline 22 is shifted to the opposite side of the rotation direction with respect to the spline center).

However, the one described in this publication is
Although effective to prevent the shift feeling from deteriorating, as shown in FIG. 11, the length of the surface of the gear spline 20 that engages with the sleeve spline 21 during the upshift operation is reduced from L5 to L6. However, there is a problem that the engagement area (that is, the engagement force) is reduced correspondingly, and so-called gear disengagement is likely to occur. Therefore, the present invention has been made to solve the problems of the prior art, and a meshing of a gear transmission which prevents deterioration of shift feeling due to two-stage motion and also prevents gear disengagement at the same time. It is intended to provide a device.

[0005]

In order to achieve the above object, the present invention has a sleeve and a gear, and a sleeve spline of a sleeve and a gear spline of a gear arranged in a plurality of rows in a circumferential direction are related. A meshing device for a gear transmission for transmitting power in combination, wherein at least one of a sleeve spline and a gear spline has a front end chamfered portion on a side of a shift-up engagement surface long and a front end on a shift-down engagement surface side. The chamfered portion is set shorter to form an asymmetrical tip chamfered portion, and further, the inclination angle of at least one of the shift-up engagement surface of the sleeve spline and the gear spline is set to be larger than the inclination angle of the shift-down engagement surface. Then, an elastic member is interposed in the axial gap between the sleeve and the gear, and this elastic member
When the torque from the engine is not acting, the inclined sleeve is returned to the original state. In the present invention configured as described above, at least one of the sleeve spline and the gear spline is set such that the tip chamfer on the shift-up engagement surface is longer and the tip chamfer on the shift-down engagement surface is shorter. As a result, an asymmetrical tip chamfer is formed. For this reason, for example, when the gear spline is formed in an asymmetrical shape, the sleeve spline comes into contact with the shorter end chamfer of the gear spline during the upshift operation, so that the sleeve spline is smoothly engaged with the gear spline. No step motion occurs. Also, after the engagement between the sleeve spline and the gear spline, for example, the inclination angle of the shift-up engagement surface of the gear spline is set to be larger than the inclination angle of the shift-down engagement surface. Engagement force (meshing force)
And the gear is prevented from coming off. Furthermore, when entering the next shift operation, the elastic member interposed in the axial gap between the sleeve and the gear returns the inclined sleeve to its original state when torque from the engine is not acting, The sleeve easily comes off the gear, and the operation can be smoothly shifted to the next operation.

[0006]

[0007]

1 and 2 show an embodiment of the present invention.
This will be described with reference to FIG. FIG. 1 is a sectional view showing an example of a gear transmission to which the present invention is applied. In FIG. 1, reference numeral 1 denotes an output shaft, and a clutch hub 2 is integrally connected to the output shaft 1. A sleeve spline (inner spline) 3 of a sleeve 4 is arranged so as to mesh with the outer spline of the clutch hub 2. The shift fork 15 is engaged with the rear surface of the sleeve 4 and is moved in the axial direction by the shift fork 15.
A shifting key 5 is provided on the outer periphery of the clutch hub 2. Synchronizer rings 8 and 9 are provided on both sides of the clutch hub 2. The synchronizer rings 8 and 9 have outer splines 6 and 7 that mesh with the sleeve spline 3, and their relative positions are shifted by a shifting key 5. Is regulated. Clutch gears 12 and 13 are arranged on both sides of the synchronizer rings 8 and 9, and the clutch gears 12 and 13 have gear splines 10 and 11 that mesh with the sleeve spline 3. These clutch gears 12 and 13 are integrally connected to spline pieces 14 and 15. A ring-shaped elastic member 16 is attached to the side of the sleeve 4 that engages with the gear spline 10.
When the sleeve spline 3 is engaged with the gear spline 10, the sleeve spline 3 is interposed in the axial gap between the sleeve 4 and the clutch gear 12. The elastic member 16 functions to return the inclined sleeve 4 to its original state when no torque is applied from an engine (not shown).

FIG. 2 is a plan view showing an embodiment of the meshing device for a gear transmission according to the present invention. In FIG. 2, the tip end chamfer of the gear spline 10 is formed asymmetrically in the circumferential direction. That is, the tip chamfered portion of the gear spline 10 has a long chamfered portion 30 in the same direction as the rotation direction A, and has a short chamfered portion 31 in the opposite direction. Where 3
Is a sleeve spline, and 7 is a ring spline. During the upshift operation, the gear spline 10 is rotating at a higher speed than the sleeve spline 3, so that the sleeve spline 3 engages with the upshift engagement surface 32 of the gear spline 10 on the left side in FIG.
On the other hand, during the downshift operation, the sleeve spline 3
Is rotating at a higher speed than the gear spline 10, so that the sleeve spline 3 is engaged with the downshift engagement surface 33 of each gear spline 10 on the right side in FIG. 2. Here, the shift-up engagement surface 32 of the gear spline 10 is formed to be inclined at a predetermined angle θ1 with respect to the axis.
Similarly, the shift-down engagement surface 33 also has a predetermined angle θ2 with respect to the axis.
It is formed inclined. Here, these predetermined angles θ
1 preferably satisfies 7 ° ≦ θ1 ≦ 9 °, and most preferably 8 °. Further, the predetermined angle θ2 is preferably
3.3 ° ≦ θ2 ≦ 4.3 °, with 4 ° being most preferred. Further, there is a relationship of θ1> θ2. Here, θ1
The reason for setting> θ2 is that, by setting the predetermined angle θ1 of the shift-up engagement surface 32 to be large, the engagement force (meshing force) between the gear spline 10 and the sleeve spline 3 is increased to prevent gear slippage. That's why.

On the other hand, the sleeve spline 3 is
4 is formed symmetrically in the circumferential direction, but the shift-up engagement surface 35 that engages with the shift-up engagement surface 32 of the gear spline 10 is formed so as to be inclined by a predetermined angle θ3 with respect to the axis. The predetermined angle θ3 of the shift-up engagement surface 35 of the sleeve spline 3 is
The angle θ1 of the shift-up engagement surface 32 is set to be substantially equal to zero. Next, the operation of the above embodiment will be described. At the time of the upshift operation, as shown in FIG. 2, first, the operating force F causes the sleeve spline 3 to engage with the ring spline 7 and synchronize. After the synchronization is completed, the sleeve spline 3 comes into contact with the shorter chamfer 31 of the gear spline 10. At this time, since the chamfered portion 31 of the gear spline 10 is set short, the chamfered portion 31 of the gear spline 10 slides smoothly, and the sleeve spline 3 enters between the gear splines 10 (see FIG. 3). Thus, the sleeve spline 3 is
Sliding into contact with the shorter chamfered portion 31 of the gear spline 10 to enter between the gear splines 10, the two-stage motion which is a problem in the conventional device does not occur, thereby reducing the shift feeling. Prevent deterioration.

Thereafter, the rotational force causes the shift-up engagement surface 35 of the sleeve spline 3 and the shift-up engagement surface 32 of the gear spline 10 to engage with each other (see FIG. 4). As described above, since the upshift engagement surface 35 of the sleeve spline 3 and the upshift engagement surface 32 of the gear spline 10 are engaged with each other at a predetermined angle (θ1, θ3), the engagement between the two is strong. In addition, gear slippage, which has been a conventional problem, can be reliably prevented. Here, when torque is being transmitted from the engine,
The sleeve 4 is inclined by the angle θ5 as shown in FIG. 6, and when the next shift operation is performed, the sleeve spline 3 is not easily removed from the gear spline 10 as shown in FIG. It is possible. However, in this embodiment, the sleeve 4 and the clutch gear 12
5, the state shown in FIG. 5 is prevented, and the sleeve spline 3 can easily come off from the gear spline 10. That is, when torque is transmitted from the engine, the sleeve 4 is inclined by the angle θ5 as shown in FIG. 6, but when the next shift operation is performed, the torque from the engine is not transmitted by the clutch. State, sleeve 4
Returns from the state inclined by the angle θ5 to the original state due to the restoring force of the elastic member 16. Therefore, when the sleeve 4 returns to the original state, the sleeve spline 3 easily comes off from the gear spline 10 as shown in FIG.

[0011] In addition, when the downshift operation is performed, the rotational speed of the gas spline 10 and the sleeve spline 3 is relatively lower than that during the upshift operation, so that even if the above-described configuration is adopted, there is a problem. Will not occur. Next, another embodiment of the present invention will be described with reference to FIG.
FIG. 8 is a plan view showing another embodiment of the meshing device of the gear transmission according to the present invention. In this embodiment, the tip chamfers of all the gear splines 10 are formed symmetrically. The gear sprue line 10 has a shift-up engagement surface 32 and a shift-down engagement surface 33. The angle θ1 between the shift-up engagement surface 32 and the axis and the angle θ2 between the shift-down engagement surface 33 and the axis are , And is set to be equal to a predetermined value. On the other hand, the sleeve spline 3 also has an asymmetric shape at the tip chamfer.
That is, the tip chamfered portion of the sleeve spline 3 includes a long chamfered portion 44 on the shift-up engagement surface 42 side and a short chamfered portion 45 on the shift-down engagement surface 43 side.
Further, the shift-up engagement surface 42 of the sleeve spline 3
Is formed at a predetermined angle θ3 with respect to the axis, and the downshift engagement surface 43 is also formed at a predetermined angle θ4 with respect to the axis. Here, these predetermined angles θ3
Is preferably 7 ° ≦ θ3 ≦ 9 °, and most preferably 8 °. The predetermined angle θ4 is preferably set to 3.
3 ° ≦ θ4 ≦ 4.3 °, and 4 ° is most preferable. Further, there is a relationship of θ3> θ4.

In this embodiment, as in the embodiment shown in FIG. 2, a two-stage motion is not generated, thereby preventing deterioration of the shift feeling. In the embodiment shown in FIG. 8, θ1 = θ2 and θ3> θ4.
The following relationship exists, but θ1> θ2 and θ3 = θ4 may be satisfied, and further, θ1> θ2 and θ3> θ4 may be satisfied.

[0013]

As described above, according to the meshing device for a gear transmission of the present invention, it is possible to prevent the shift feeling from deteriorating due to the two-stage motion and to prevent the gear from slipping off at the same time. When moving on to the next operation, the sleeve spline easily comes off the gear spline.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an example of a gear transmission to which the present invention is applied.

FIG. 2 is a plan view showing an embodiment of a meshing device for a gear transmission according to the present invention.

FIG. 3 is a partial plan view for explaining an engagement state between a sleeve spline and a gear spline according to one embodiment of the present invention.

FIG. 4 is a partial plan view for explaining an engagement state between a sleeve spline and a gear spline according to one embodiment of the present invention.

FIG. 5 is a partial plan view for explaining an engagement state between a sleeve spline and a gear spline according to one embodiment of the present invention.

FIG. 6 is a partial front view showing an inclined state of an elastic member used in one embodiment of the present invention.

FIG. 7 is a partial plan view for explaining an engagement state between a sleeve spline and a gear spline according to one embodiment of the present invention.

FIG. 8 is a plan view showing another embodiment of the meshing device of the gear transmission according to the present invention.

FIG. 9 is a partial plan view showing a gear spline and a sleeve spline of a conventional gear transmission.

FIG. 10 is a diagram showing a state where two-stage motion occurs in a conventional gear transmission.

FIG. 11 is a partial plan view showing a gear spline and a sleeve spline of a conventional gear transmission.

[Explanation of symbols]

 Reference Signs List 3 sleeve spline 4 sleeve 6 ring spline 10 gear spline 12 clutch gear 16 elastic member 30 long chamfered portion of gear spline 31 short chamfered portion of gear spline 32 shift-up engagement surface of gear spline 33 shift-down engagement of gear spline Surface 34 Chamfered portion of sleeve spline 35 Shift up engagement surface of sleeve spline 40 Asymmetrical sleeve spline 41 Symmetrical sleeve spline 42 Shift up engagement surface of sleeve spline 43 Shift down engagement surface of sleeve spline 44 Asymmetrical sleeve spline Long beveled part 45 Short beveled part of asymmetrical sleeve spline 46 Tip of symmetrical sleeve spline 47 Tip of asymmetrical sleeve spline

Continuation of the front page (56) References JP-A 50-122732 (JP, U) JP-A 61-6054 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 11 / 00-23/14

Claims (1)

(57) [Claims] A gear transmission having a sleeve and a gear, wherein a sleeve spline of a sleeve arranged in a plurality of rows in a circumferential direction and a gear spline of the gear are engaged to transmit power. An asymmetrical tip, wherein at least one of a sleeve spline and a gear spline is set to have a longer tip chamfer on the shift-up engagement surface and a shorter tip chamfer on the shift-down engagement surface. forming a chamfered portion, further, is set larger than the inclination angle of the shift-down engaging surface inclination angle of at least one of the shift-up engaging surface of the sleeve spline and gear splines, axial gap between the sleeve and the gear Elastic member interposed in
This elastic member creates torque from the engine.
Return the slanted sleeve to its original state when not in use
Meshing device of the gear transmission, characterized in that the the like.