JP2010203589A - Transmission for vehicle - Google Patents

Abstract

A vehicular transmission is provided that suppresses a sleeve from falling off.
A sleeve 52 provided in a vehicle transmission 16 is provided with an elastically deforming portion 52e having a bending rigidity lower than that of other parts at least in a part of the axial direction of the sleeve. When the end portion of the sleeve 52 is pushed up by tilting the transmission gear 28 according to the above, the elastic deformation portion 52e is elastically deformed, so that the surface pressure of the fitting portion between the clutch hub 50 and the sleeve 52 is increased. It is possible to suitably prevent the sleeve 52 from falling off due to an increase in frictional resistance. That is, it is possible to provide the vehicle transmission 16 that prevents the sleeve 52 from falling off.
[Selection] Figure 11

Description

  The present invention relates to a vehicle transmission, and more particularly, to an improvement for suppressing a dropout of a sleeve.

  A rotating shaft, a hub fixed to the rotating shaft, a sleeve fitted on the outer peripheral side of the hub so as not to be relatively rotatable around the shaft center and to be relatively movable in the axial direction, and to the rotating shaft around the shaft center A plurality of gears that are arranged so as to be rotatable relative to each other, and each of the gears is rotated by moving the sleeve to a predetermined relative position with respect to the hub. 2. Description of the Related Art There is known a vehicle transmission that establishes a gear stage corresponding to a gear by disabling relative rotation about an axis with respect to a shaft. For example, manual transmissions and semi-automatic transmissions. Further, in such a vehicle transmission, a technique for suppressing gear loss of an idle gear used for a reverse mechanism has been proposed. For example, this is the reverse mechanism described in Patent Document 1. According to this technique, it is said that gear disengagement of the idle gear in the reverse gear can be suitably suppressed by providing a tapered portion in the meshing gear.

JP 2002-250410 A JP 2001-82505 A

  By the way, in the vehicle transmission, when a predetermined gear position is to be established, a problem has been pointed out that a sleeve dropout occurs in which the sleeve falls off from a gear related to the gear stage. However, the conventional technology as described above cannot sufficiently prevent such a sleeve from falling off. As a result of continual research to develop a vehicle transmission that suppresses such sleeve dropping, the present inventor newly elucidated the mechanism by which the sleeve falls off, and based on this knowledge, Invented the invention.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicular transmission that suppresses a dropout of a sleeve.

  In order to achieve such an object, the gist of the present invention is that a rotating shaft, a hub fixed to the rotating shaft, and an outer peripheral side of the hub are relatively unrotatable around the shaft center and in the axial direction. A sleeve that is fitted so as to be relatively movable, and a plurality of gears that are arranged on the rotary shaft so as to be relatively rotatable around an axis, respectively, for establishing predetermined shift speeds, and the sleeve is the hub A vehicle transmission that establishes a gear stage corresponding to the gear by disabling the predetermined gear relative to the rotation shaft to be non-rotatable about the axis by moving to a predetermined relative position. The sleeve is characterized in that an elastically deforming portion having a lower bending rigidity than other portions is provided in at least a part of the sleeve in the axial direction.

  In this case, the sleeve is provided with an elastically deforming portion having a bending rigidity lower than that of the other portion at least in a part in the axial direction of the sleeve. When the end portion of the sleeve is pushed up, the elastic deformation portion is elastically deformed, so that the surface pressure of the fitting portion between the hub and the sleeve is increased and the frictional resistance is increased. Can be prevented. That is, it is possible to provide a vehicle transmission that suppresses the sleeve from falling off.

  Here, preferably, the elastic deformation portion is formed by a fiber reinforced resin material at least partly in the axial direction of the sleeve over the entire circumference. If it does in this way, the drop-off | omission can be suppressed suitably by the sleeve provided with the elastic deformation part of a practical structure.

  Preferably, each of the sleeves is made of a metal material, and the first meshing teeth relating to the fitting with the hub and the second meshing teeth relating to the fitting with the gear are made of a fiber reinforced resin material. The cylindrical main body is provided on the inner peripheral side. If it does in this way, the fall of the sleeve can be suppressed suitably by the sleeve of practical composition, and the intensity of the meshing tooth concerning the fitting with the hub and the gear can be guaranteed.

1 is a schematic diagram of a vehicle drive device to which the present invention is preferably applied. FIG. 2 is a partial cross-sectional view cut along a plane including its axis for explaining the configuration of a synchronization device for establishing a predetermined gear stage in the vehicle transmission provided in the drive device of FIG. 1. FIG. 3 is a diagram schematically illustrating a state in which a sleeve provided in the vehicle transmission of FIG. 2 is moved to a position that prevents relative rotation of a transmission gear with respect to an input shaft. FIG. 4 is a diagram schematically showing a state in which the transmission gear is tilted with respect to the input shaft as compared to a normal state as shown in FIG. 3. It is a figure explaining the geared area | region and gear missing area | region which are the premise on demonstrating the mechanism of sleeve missing | explained which this inventor elucidated. It is a figure explaining the geared area | region and gear missing area | region which are the premise on demonstrating the mechanism of sleeve missing | explained which this inventor elucidated. It is a figure explaining the geared area | region and gear missing area | region which are the premise on demonstrating the mechanism of sleeve missing | explained which this inventor clarified. FIG. 5 is a diagram for explaining meshing of a sleeve and a gear piece in a state where a transmission gear is inclined with respect to an input shaft as shown in FIG. 4. FIG. 5 is a diagram for explaining meshing of a sleeve and a clutch hub in a state where a transmission gear is inclined with respect to an input shaft as shown in FIG. 4. FIG. 5 is a diagram illustrating the relationship between the frictional force and axial force during one rotation of the clutch hub and sleeve when the transmission gear is tilted with respect to the input shaft as shown in FIG. 4. It is a view sectional view explaining the composition of the sleeve with which the transmission for vehicles which is one example of the present invention was equipped. It is a figure which shows typically a mode that the gear missing of a sleeve generate | occur | produces in the transmission for vehicles of a prior art. It is a figure which shows typically a mode that a gear omission is suppressed in the transmission for vehicles provided with the sleeve of the present Example shown in FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram of a vehicle drive device 10 to which the present invention is preferably applied. A drive device 10 shown in FIG. 1 is a laterally-mounted device that is suitably used for an FF (front engine / front drive) vehicle, and includes an engine 12, a clutch 14, and a transaxle 22 that are driving power sources for traveling. It is configured with.

  The engine 12 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates driving force by combustion of fuel injected in a cylinder. Further, the clutch 14 is normally engaged, and is slipped or released by a stepping operation of a clutch pedal (not shown), so that power output from the engine 12 is transmitted to the transaxle 22. It is a power interrupting device that interrupts. In addition, the transaxle 22 is configured such that the vehicle transmission 16 according to an embodiment of the present invention and the final reduction gear 18 are accommodated in a common transaxle case 20 (hereinafter simply referred to as the case 20). Is.

  The transmission 16 is, for example, a mechanical manual transmission (manual transmission) that selectively establishes a plurality of shift stages in response to an operation of a shift operation device (not shown) provided near the driver's seat. That is, the transmission 16 includes a plurality of sets of transmission gears (transmission gear pairs) 28a, 28b, 28c, 28d having different gear ratios between a pair of input shafts 24 and a counter shaft 26 parallel to each other in the vehicle width direction of the vehicle. 28e (hereinafter simply referred to as transmission gear 28 unless otherwise distinguished) is provided, and a plurality of meshing clutches 30a, 30b, 30c, 30d, 30e (hereinafter, particularly distinguished from each other) corresponding to each transmission gear 28. In this case, it is a parallel shaft type constantly meshing transmission mechanism provided with a meshing clutch 30). By driving the shift select shaft 34, any one of these meshing clutches 30 is selectively engaged to change the speed. Synchronizing devices (synchronizing and meshing devices) 32a, 32b, 32c (hereinafter simply referred to as the synchronizing device 32 unless otherwise distinguished) for switching the stage, Susumu five stages of shift stage is adapted to is established. The input shaft 24 and the counter shaft 26 are further provided with a reverse gear pair 36 and meshed with a reverse idle gear provided on an output shaft (not shown) to establish a reverse gear. ing. An output gear 38 is disposed on the counter shaft 26 and meshes with the final gear 40 of the final reduction gear 18.

  In the transmission 16, when the shift select shaft 34 is driven and the meshing clutch 30e is engaged by the synchronizing device 32c, the speed ratio (the rotational speed of the input shaft 24 / the rotational speed of the counter shaft 26) is the highest. A large first gear is established. Further, when the meshing clutch 30d is engaged by the synchronization device 32c, the second gear position having the second largest gear ratio is established. Further, when the meshing clutch 30c is engaged by the synchronizing device 32b, the third shift speed having the third largest gear ratio is established. Further, when the meshing clutch 30b is engaged by the synchronizing device 32b, the fourth shift speed having the fourth largest gear ratio is established. Further, when the meshing clutch 30a is engaged by the synchronizing device 32a, the fifth shift speed with the smallest speed ratio is established.

  The final reduction gear 18 includes a pair of left and right side gears 42R and 42L, which are bevel gears, and a pair of left and right drive shafts 44R and 44L connected to the side gears 42R and 42L by spline fitting or the like. The power input from the counter shaft 26 is distributed to the left and right front wheels (drive wheels) 46R and 46L, and the front wheels 46R and 46L are driven to rotate. That is, the final reduction gear 18 includes a differential device (differential device) that distributes the rotational speeds of the drive axles of the left and right front wheels 46R and 46L so as to achieve smooth rolling running. As shown in FIG. 1, in the driving apparatus 10 of the present embodiment, the drive shafts 44 </ b> R and 44 </ b> L that are axles are input shafts 24 that are output shafts of the engine 12 when the vehicle forward direction is forward. It is arrange | positioned rather than back.

  FIG. 2 is a partial cross-sectional view cut along a plane including the axis C in order to explain the configuration of the synchronizer 32 for establishing a predetermined gear position in the transmission 16. Hereinafter, with reference to this figure, the engagement thru | or release control of the said mesh clutch 30 by such a synchronizer 32 is demonstrated. In FIG. 2, the configuration of the synchronization device 32 b is shown, but the other synchronization devices 32 also control the engagement or disengagement of the meshing clutch 30 by the same operation as described below. Description is omitted.

  As shown in FIG. 2, the synchronization device 32 includes a clutch hub 50, a sleeve 52, an outer synchronizer ring 56, an inner synchronizer ring 58, a middle ring 60, a gear piece 62, and an illustration on the input shaft 24 as a rotating shaft. Don't have a concentric key. The clutch hub 50 is fitted to the input shaft 24, which is a rotating shaft, by a spline groove 50a formed on the inner peripheral side thereof so as not to be relatively rotatable, and the snap ring 54 shown in FIG. The position of the axial center direction is determined by the transmission gears 28b and 28c disposed on the input shaft 24 so that the input shaft 24 is fixed (fixed). Further, on the outer peripheral side of the clutch hub 50, outer peripheral teeth 50b for fitting with the sleeve 52 are formed.

  The sleeve 52 has a substantially cylindrical shape. Further, as will be described later with reference to FIG. 11, the outer peripheral teeth 50 b formed on the outer peripheral side of the clutch hub 50 or the engaging teeth 62 a formed on the outer peripheral side of the gear piece 62 are provided on the inner peripheral side of the sleeve 52. The first meshing teeth (inner peripheral teeth) 52a to the second meshing teeth 52b are formed so as to mesh with each other, and the outer peripheral teeth 50b and the first meshing teeth 52a to the second meshing teeth 52b are fitted to each other. As a result, the sleeve 52 is fitted on the outer peripheral side of the clutch hub 50 so as not to rotate relative to the shaft center but to allow relative movement in the shaft center direction. Further, the sleeve 52 has a convex portion projecting toward the inner peripheral side at the central portion in the width direction, and is normally located at a neutral position where the power transmission is interrupted as shown in FIG. On the other hand, when it is driven in the axial direction by a shift fork (not shown), it is arranged to be movable to a transmission position where power transmission is possible as schematically shown in FIG. This shift fork is mechanically moved in the left-right direction in FIG. 2 or the like in conjunction with the driver's operation of the shift lever.

  The transmission gears 28b and 28c are both disposed adjacent to the clutch hub 50 and are relatively rotatable about the axis around the input shaft 24 by bearings (needle bearings) 64b and 64c, and are not shown. The position in the axial direction is determined by a snap ring or the like. The gear piece 62 is fixed to the clutch hub 50 side of the transmission gear 28 so as not to be relatively rotatable by, for example, press-fitting or welding. The sleeve 52 is disposed on the outer peripheral side of the gear piece 62 at the transmission position. When the synchronizer 32 is moved to a position, a meshing tooth 62a for meshing with a second meshing tooth (inner peripheral tooth) 52b formed on the inner peripheral side of the sleeve 52 is formed. Further, the transmission gear 28 or the gear piece 62 fixed to the transmission gear 28 is formed with an outer peripheral tapered surface (outer cone surface) 66 that is adjacent to the clutch hub 50 and has a smaller diameter toward the clutch hub 50. Has been.

  The middle ring 60 is formed between the clutch hub 50 and the transmission gear 28 at a position corresponding to a plurality of holes 62b provided in the circumferential direction of the gear piece 62 on the clutch hub 50 side. Is positioned by being inserted into the hole 62b, is rotated together with the transmission gear 28, and is disposed in a state in which movement in the axial direction is allowed. The middle ring 60 is formed with an inner circumferential tapered surface (inner circumferential cone surface) 60b and an outer circumferential tapered surface (outer circumferential cone surface) 60c that become smaller in diameter toward the clutch hub 50.

The outer synchronizer ring 56 is formed while the inner peripheral tapered surface (inner peripheral cone surface) 56a slidably contacted with the outer peripheral tapered surface 60c of the middle ring 60 and the sleeve 52 and the transmission gear 28 are relatively rotated. An outer peripheral engagement tooth 56b for engaging with the meshing tooth 52b of the sleeve 52 until the sleeve 52 and the transmission gear 28 are synchronously rotated to prevent axial movement of the sleeve 52; while the relative rotation of a predetermined angle theta _a is allowed for a given amount or more relative rotation i.e. the circumferential direction of the clutch hub 50 rotate relative, is and disposed on the outer peripheral side of the axial direction of the relatively movable said middle ring 60 ing. As shown in FIG. 2, the outer synchronizer ring 56 has an outer peripheral surface 56c of the outer synchronizer ring 56 that contacts an inner peripheral surface of the outer peripheral ring provided with the outer peripheral teeth 50b of the clutch hub 50. The clutch hub 50 is disposed such that relative rotation at a predetermined angle θ _A is allowed with respect to the circumferential direction while being relatively unrotatable and relatively movable in the axial direction. The relative rotation of the predetermined angle θ _A is, for example, the meshing teeth 52a to 52b of the sleeve 52 and the outer synchronizer so that the axial movement of the sleeve 52 is prevented until the sleeve 52 and the transmission gear 28 rotate synchronously. The relative position in the circumferential direction between the ring 56 and the outer peripheral engagement tooth 56b is determined so that a deviation of about half of the tooth width occurs.

  The inner synchronizer ring 58 is disposed on the inner peripheral side of the middle ring 60. In other words, it is inserted between the middle ring 60 and the gear piece 62. Further, an outer peripheral taper surface (outer cone surface) 58a for sliding contact with the inner peripheral taper surface 60b of the middle ring 60, and an inner peripheral taper surface (inner peripheral cone) for sliding contact with the outer peripheral taper surface 66 of the transmission gear 28. Surface) 58b. As described above, the synchronizing device 32 of the present embodiment includes an outer synchronizer ring 56 and an inner synchronizer ring 58 each having a cone surface (taper surface), and a middle surface having a taper surface that is between them and is in sliding contact with the taper surface. This is a so-called multi-cone sync mechanism composed of the ring 60.

  In the synchronization device 32 configured as described above, when the shift fork for moving the sleeve 52 is not driven, the sleeve 52 is moved to a relative position as shown in FIG. Positioned. At such relative positions, the transmission gears 28b and 28c are both rotatable relative to the input shaft 24 around the axis, and no power is transmitted via the transmission gears 28b and 28c. .

Here, a case will be described in which the synchronization device 32 is driven to establish a state in which power is transmitted by the transmission gear 28c. At the start of the shift when the sleeve 52 starts moving from the neutral position to the transmission position, a key (not shown) is pushed toward the inner peripheral side by the sleeve 52 and is pushed toward the transmission gear 28c, whereby the outer The synchronizer ring 56 is pressed against the middle ring 60, and the sleeve 52 and the outer synchronizer ring 56 are relatively rotated by the frictional force generated by the relative rotation between the outer synchronizer ring 56 and the middle ring 60. The sleeve 52 and the outer synchronizer ring 56 are positioned so as to prevent further relative rotation in a state in which the sleeve 52 and the outer synchronizer ring 56 are relatively rotated at a predetermined angle θ _A in the circumferential direction by a key (not shown). As a result, while the outer synchronizer ring 56 and the middle ring 60 are rotating relative to each other, that is, until the sleeve 22 and the transmission gear 28c rotate synchronously, the meshing teeth 52b of the sleeve 52 and the outer synchronizer ring 56 are recovered. The sleeve 52 is prevented from moving in the axial direction by the engagement with the outer peripheral engagement teeth 56b.

  Then, the frictional force between the pair of synchronizer rings 56, 58 and the middle ring 60 integrated with each other via a key (not shown) and the inner peripheral taper of the inner synchronizer ring 58 by the outer peripheral tapered surface 66 of the transmission gear 28c. When the pair of synchronizer rings 56, 58 and the transmission gear 28c are synchronously rotated by the pressing force on the surface 58c, that is, the frictional force between the pair of synchronizer rings 56, 58 and the transmission gear 28c, in other words, For example, when the sleeve 52 and the transmission gear 28c are rotated synchronously, the engagement action between the meshing tooth 52b of the sleeve 52 and the outer peripheral engagement tooth 56b of the outer synchronizer ring 56 that prevents the sleeve 52 from moving in the axial direction. And the meshing tooth 52b passes between the outer peripheral engaging teeth 56b, so that the sleeve 52 further moves forward. It is moved to shift gears 28c side, the meshing teeth 62a of the engaging teeth 52b and the gear piece 62 is engaged.

  FIG. 3 is a diagram schematically showing a state in which the sleeve 52 has been moved to a position that prevents relative rotation of the transmission gear 28 with respect to the input shaft 24. As shown in FIG. 3, the outer peripheral teeth 50b formed on the outer peripheral side of the clutch hub 50 and the first engaging teeth 52a formed on the inner peripheral side of the sleeve 52 are engaged with each other by the operation as described above. At the same time, the second engagement teeth 52b formed on the inner peripheral side of the sleeve 52 and the engagement teeth 62a formed on the outer peripheral side of the gear piece 62 are engaged with each other, whereby the input shaft 24 of the transmission gear 28 is engaged. Thus, relative rotation in the axial direction with respect to the shaft is disabled, and a state in which power can be transmitted via the transmission gear 28 is configured. 2, the sliding contact surfaces between the pair of synchronizer rings 56 and 58 and the middle ring 60 and the sliding contact between the inner peripheral tapered surface 58c of the inner synchronizer ring 58 and the outer peripheral tapered surface 66 of the transmission gear 28. The gaps on the surface are illustrated so that the gaps can be easily understood, and the actual gaps are so small that they are almost in contact with each other.

  FIG. 4 shows a state in which the transmission gear 28 through the gear piece 62 is inclined with respect to the input shaft 24 as compared with the normal state as shown in FIG. 3, that is, a state in which the shaft misalignment of the transmission gear 28 through the gear piece 62 has occurred. It is a figure shown typically. In a state where the clutch hub 50, the sleeve 52, and the gear piece 62 are rotated integrally, there is a possibility that the inclination of the transmission gear 28 to the gear piece 62 from the shaft center may occur due to so-called backlash. Further, as shown in FIG. 4, due to the inclination of the transmission gear 28 to the gear piece 62 with respect to the shaft center, a radial of a bearing (needle bearing) 64 provided between the transmission gear 28 and the input shaft 24. Inclination due to the gap, and further, the axial misalignment of the sleeve 52 occurs. The inventor of the present invention caused the sleeve 52 to fall off, that is, the gear piece 62 to come off from the meshing teeth 62a due to the inclination of the transmission gear 28 to the gear piece 62 with respect to the shaft center (the sleeve 52 is shifted to the clutch hub 50 side). We have newly elucidated the mechanism of the failure. Hereinafter, the mechanism of the sleeve removal will be described with reference to FIGS. 4 to 10 used for explaining this mechanism, the transmission 16 provided with the sleeve 52, which is common in the prior art, will be described. That is, the entire sleeve 52 is integrally formed of a metal material such as steel, and the meshing teeth 52c provided on the inner peripheral side thereof are continuous in the axial direction as shown in FIG. Is formed.

  FIG. 5 to FIG. 7 are diagrams for explaining the gear-engaged region and the gear-missed region, which are preconditions for explaining the mechanism of sleeve disengagement clarified by the present inventors. As shown in FIG. 5, when the axis of the sleeve 52 is inclined at a predetermined relative angle with respect to the axis of the clutch hub 50, during one rotation of the clutch hub 50 and the sleeve 52, The gear disengagement region shown in FIG. 6 and the gear engagement region shown in FIG. 7 exist for the same time. That is, according to the balance between the axial force and the frictional force as a component force of the tangential load due to the rotational torque, the sleeve 52 moves away from the clutch hub 50 (direction approaching the gear piece 62) as shown in FIG. The gear disengagement region where the force is generated and the gear engagement region where the force is generated in the direction in which the sleeve 52 approaches the clutch hub 50 (the direction away from the gear piece 62) alternately appear as shown in FIG.

  FIG. 8 is a view for explaining the meshing of the sleeve 52 and the gear piece 62 when the transmission gear 28 to the gear piece 62 are inclined with respect to the input shaft 24 as shown in FIG. Similarly, FIG. 9 is a view for explaining the meshing of the sleeve 52 and the clutch hub 50 when the transmission gear 28 through the gear piece 62 are inclined with respect to the input shaft 24 as shown in FIG. In the state shown in FIG. 8, the gear piece 62 is inclined with respect to the axial center by the thrust load, and the sleeve 52 is moved in the direction indicated by the white arrow in FIG. Further, the gear piece 62 is decentered by the tangential load, and accordingly, the sleeve 52 is moved in a direction approaching the gear piece 62 (leftward in the drawing). In such a state, a high surface pressure portion as shown by a broken line in FIG. 9 is generated in the meshing portion of the sleeve 52 and the clutch hub 50. The high surface pressure portion is a region in which the gap between the outer peripheral teeth 50b of the clutch hub 50 and the meshing teeth 52c of the sleeve 52 is clogged, and the surface pressure at these contact portions is higher than the normal value.

  FIG. 10 illustrates the relationship between the friction force and axial force during one rotation of the clutch hub 50 and the sleeve 52 when the transmission gear 28 through the gear piece 62 are inclined with respect to the input shaft 24 as shown in FIG. The axial force is indicated by a solid line, and the apparent friction force is indicated by a broken line. As described above with reference to FIG. 9, when a high surface pressure portion having a surface pressure higher than a normal value is present in the meshing portion of the sleeve 52 and the clutch hub 50, as shown in FIG. = Μ × surface direct load) is larger than the axial force, and a fixed region where relative movement (slip) between the sleeve 52 and the clutch hub 50 does not occur occurs. As described above, during one rotation of the clutch hub 50 and the sleeve 52, the gear disengagement region where the sleeve 52 approaches the gear piece 62 and the gear engagement region where the sleeve 52 is separated from the gear piece 62 are the same time. In the case where the sleeve 52 exists only, the sleeve 52 is not detached from the gear piece 62. However, when there is a fixing region as described above, the sleeve 52 enters the fixing region in a state of being separated from the gear piece 62, and the next cycle is repeated without being sufficiently approached to the gear piece 62. Thus, the sleeve 52 is detached from the gear piece 62. That is, when the sleeve 52 is detached from the gear piece 62, the sleeve 52 is inclined with respect to the axial center when the gear piece 62 pushes up the sleeve 52, and a high surface pressure portion between the clutch shaft 50 and the sleeve 52 is generated by the inclination. It is considered that the fundamental mechanism is that the fixing region caused by the hindrance prevents the sleeve 52 from returning to the gear piece 62 side.

  FIG. 11 is a cross-sectional view illustrating the configuration of the sleeve 52 according to one embodiment of the present invention, which is made based on the above knowledge. As shown in FIG. 11, the sleeve 52 provided in the transmission 16 according to the present embodiment includes a first meshing tooth 52a and a second meshing tooth 52b made of a metal material such as steel, respectively, and a fiber-reinforced resin material. The cylindrical main body 52d made of (Fiber Reinforced Plastics: FRP) is provided on the inner peripheral side so as not to be relatively rotatable. Here, in the state of power transmission from the clutch hub 50 to the transmission gear 28, the first meshing teeth 52a are fitted with the outer peripheral teeth 50b of the clutch hub 50, and the second meshing teeth 52b. Is fitted with the fitting teeth 62 a of the gear piece 62. That is, in the sleeve 52 of the present embodiment, the first meshing teeth 52a related to the engagement with the clutch hub 50 and the second meshing teeth 52b related to the engagement with the gear piece 62 are used as separate members. These are configured to be integrally fixed to the inner peripheral side of the cylindrical main body 52d.

  In other words, the sleeve 52 of this embodiment is formed by a part of the axial center direction of the sleeve 52 from the fiber reinforced resin material over the entire circumference. As the fiber reinforced resin material, an unsaturated polyester resin reinforced with glass fiber is preferably used. Further, as shown in FIG. 11, the first meshing teeth 52a and the second meshing teeth 52b are fixed on the inner peripheral side of the cylindrical main body 52d on the outer peripheral surface thereof. It is desirable that axial grooves such as spline grooves are formed on the outer peripheral surfaces of the first meshing teeth 52a and the second meshing teeth 52b. The cylindrical main body 52d is molded on the outer peripheral side of the first meshing teeth 52a and the second meshing teeth 52b in which the axial grooves are formed as described above, thereby ensuring durability in the rotational direction. it can.

  In other words, the sleeve 52 of the present embodiment is provided with an elastic deformation portion 52e having a bending rigidity lower than that of other portions at least in a part in the axial direction. That is, the gap between the first meshing tooth 52a and the second meshing tooth 52b in the axial direction of the cylindrical main body 52d shown in FIG. 11 corresponds to the elastic deformation portion 52e. FIG. 12 is a diagram schematically illustrating a state in which gear loss occurs in the conventional sleeve 52, and FIG. 13 is a diagram schematically illustrating a state in which gear loss is suppressed in the sleeve 52 of this embodiment. In the case of the prior art as shown in FIG. 12, that is, when the sleeve 52 is integrally formed of a metal material such as steel in the axial direction, the gear piece 62 pushes up the sleeve 52 so that the sleeve 52 is As a result of the inclination with respect to the axial center, as described above, a fixed region is generated due to the high surface pressure portion between the clutch hub 50 and the sleeve 52 which is generated by the inclination. On the other hand, in the sleeve 52 of the present embodiment configured as described above, when the gear piece 62 is inclined with respect to the shaft center, the elastic deformation portion 52e having a lower bending rigidity than the other portions in the shaft center direction. Elastic deformation occurs, whereby the relative angle between the sleeve 52 and the clutch hub 50 becomes smaller than the relative angle in the prior art. As a result, the surface pressure at the contact portion between the sleeve 52 and the clutch hub 50 can be made uniform to suppress the generation of the high surface pressure portion, and hence the occurrence of the fixing region. As described above, in the sleeve 52 of this embodiment provided with the elastically deformable portion 52e having a bending rigidity lower than that of other portions at least in the axial direction, the contact portion between the sleeve 52 and the clutch hub 50 By making the surface pressure uniform in this case and suppressing the occurrence of the fixed region, the sleeve 52 can be preferably prevented from dropping from the gear piece 62 by the mechanism described above.

  Thus, according to the present embodiment, the sleeve 52 is provided with the elastically deforming portion 52e having a bending rigidity lower than that of the other portion at least in the axial direction thereof, so that it is engaged. When the end portion of the sleeve 52 is pushed up by tilting the transmission gear 28, the elastic deformation portion 52 e is elastically deformed, so that the surface pressure of the fitting portion between the clutch hub 50 and the sleeve 52 is increased. It is possible to suitably prevent the sleeve 52 from falling off due to an increase in frictional resistance. That is, it is possible to provide the vehicle transmission 16 that suppresses the sleeve 52 from falling off.

  Further, since the elastic deformation portion 52e is formed of a fiber reinforced resin material over the entire circumference in the axial direction of the sleeve 52, the elastic deformation portion 52e having a practical configuration is formed. The omission of the sleeve 52 can be suitably suppressed.

  The sleeve 52 is made of a metal material, and the first meshing teeth 52a associated with the clutch hub 50 and the second meshing teeth 52b associated with the transmission gear 28 (gear piece 62). Is provided on the inner peripheral side of the cylindrical main body 52d made of a fiber reinforced resin material. Therefore, the sleeve 52 having a practical configuration can be suitably prevented from falling off, and the clutch hub 50 And the intensity | strength of the meshing tooth which concerns on a fitting with the transmission gear 28 can be ensured.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the outer synchronizer ring 56 and the inner synchronizer ring 58 having a cone surface (taper surface), and the middle ring 60 having a taper surface between which the taper surfaces are respectively slidably contacted. However, the present invention is not limited to this example. For example, a single synchronizer is provided and the synchronizer is used to synchronize with the transmission. The present invention may be applied to a transmission provided with a Warner type synchronous meshing device, a servo sync type synchronous meshing device, or a constant load type synchronous meshing device that operates.

  In the above-described embodiment, an example in which the present invention is applied to a manual transmission that transmits power by engaging / disengaging the clutch 14 in response to a depression operation of a clutch pedal (not shown) has been described. The present invention is also suitably applied to a semi-automatic transmission that automatically engages and disengages the clutch 14.

  In the above-described embodiment, the clutch of the transmission 16 is of a type in which the sleeve 52 is moved in the axial direction by a shift fork that is mechanically moved in the left-right direction in conjunction with the shift lever operation of the driver. However, the present invention can also be suitably applied to a clutch of the transmission 16 that automatically switches the gear position by moving the sleeve 52 in the axial direction by a driving means such as a hydraulic actuator. In addition, the transmission 16 of the above-described embodiment may be configured such that the input shaft is omitted and the engine output is directly input to the counter shaft. For example, the transmission 10 can have various configurations. It is.

  In the above-described embodiment, the example in which the present invention is applied to the configuration in which the clutch (synchronization mechanism) and the transmission gear 28 are disposed on both sides in the axial center direction with the clutch hub 50 as a center has been described. The present invention is preferably applied to a configuration in which only one of them is provided.

  In the above-described embodiment, the example in which the present invention is applied to the synchronizing device 32b using the input shaft 24 as a rotating shaft has been described. However, the present invention also applies to the synchronizing device 32c using the counter shaft 26 as a rotating shaft. It is preferably applied.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

16: Vehicle transmission 24: Input shaft (rotary shaft)
28: Transmission gear 50: Clutch hub 52: Sleeve 52a: First meshing tooth 52b: Second meshing tooth 52d: Cylindrical body 52e: Elastic deformation portion

Claims (3)

A rotating shaft, a hub fixed to the rotating shaft, a sleeve fitted to the outer peripheral side of the hub so as not to be relatively rotatable around the shaft center and to be relatively movable in the axial direction, and to the rotating shaft around the shaft center A plurality of gears that are arranged so as to be rotatable relative to each other, and each of the gears is rotated by moving the sleeve to a predetermined relative position with respect to the hub. A vehicular transmission that establishes a gear stage corresponding to the gear by disabling relative rotation about an axis with respect to a shaft;
The vehicular transmission according to claim 1, wherein the sleeve includes an elastic deformation portion having a bending rigidity lower than that of the other portion at least in a part of the sleeve in the axial direction.   2. The vehicle transmission according to claim 1, wherein the elastically deforming portion is formed of a fiber reinforced resin material at least partially in the axial direction of the sleeve over the entire circumference in the circumferential direction.   Each of the sleeves is made of a metal material, and a first meshing tooth for fitting with the hub and a second meshing tooth for fitting with the gear are inside of a cylindrical body made of a fiber reinforced resin material. The vehicle transmission according to claim 2, wherein the transmission is provided on a circumferential side.

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