KR19980045965A - Assembly structure of manual transmission of automobile - Google Patents

Abstract

The present invention discloses a manual transmission assembly structure of a motor vehicle. The disclosed invention is characterized in that the first, second, and third jaws (31, 32, 33) are formed on the outer periphery of the shaft (3) formed sequentially; The first gear 1, the clutch hub 4, the second gear 2, and the bearing 9 are fitted; In a manual transmission assembly structure of a vehicle in which a nut (10) is fastened to a final end of the shaft (3), the first gear (1) is assembled in close contact with the first jaw portion (31); The clutch hub 4 is assembled in close contact with the second jaw portion 32; An indentation sleeve (11) is fitted on the outer periphery of the shaft (3) between the clutch hub (4) and the third jaw portion (33), and one end of the indentation sleeve (11) is in close contact with the clutch hub (4); The second gear (2) is fitted on the outer circumference of the press-fit sleeve (11), and the other end thereof is in close contact with the inner side of the other end of the press-fit sleeve (11); The bearing 9 is characterized in that it is assembled in close contact with the outer surface of the press-fit sleeve (11).

Description

Assembly structure of manual transmission of automobile

The present invention relates to an assembling structure of a manual transmission of a vehicle, and more particularly, to an assembling structure for optimizing an axial clearance of a pair of gears, which are mediums that are inserted into an input shaft or an output shaft and transmit power by synchronous action. It is about.

In general, the transmission of the vehicle is to increase or decrease the rotational force of the engine in accordance with the change of the driving state of the vehicle between the input shaft connected to the engine via the clutch and the output shaft connected to the driving wheel.

As a kind of such a transmission for a vehicle, a gear type transmission is known widely so that one set of a plurality of sets of gear devices disposed between both shafts is in a drive transmission state, and this type of gear type transmission typically has an input shaft or an output shaft. A synchronizing device is provided for smooth engagement of the gear spline and the clutch hub of the slidably fitted gear device and the clutch sleeve.

Among these synchronous devices, two and three friction coupling units are used to increase the synchronous capacity, and so-called triple and triple synchronous coupling devices are usually provided with an inner ring, an outer ring, a double cone, and a synchronizer key. The double-synchronous gearing system has an inner ring and an outer ring friction-coupled to the double cone at two places from both sides prior to the clutch hub and the clutch sleeve engaging the gear spline, and the triple-synchronous gearing device is at the two positions described above. One more frictional engagement portion between the inner ring and the boss of the gear is added to thereby rotate the gear spline, the clutch hub and the clutch sleeve in synchronism.

1 shows a conventional manual transmission.

As shown, a clutch hub 4 is splined to an input shaft or an output shaft 3 (hereinafter simply referred to simply as an axis), and a pair of pairs are formed on the outer periphery of the shaft 3 around the clutch hub 4. The 1st and 2nd gears 1 and 2 are fitted so that sliding rotation is possible. The synchronizer ring 5 is fitted in the boss portion of the gears 1 and 2 so as to be slidable. The clutch sleeve 6 is splined to the outer circumferential surface of the clutch hub 4, and the clutch is moved together according to the axial sliding movement of the sleeve 6 to push the synchronizer ring 5 to synchronize the ring 6. A synchronizer key 7 for frictionally engaging the boss portion of each gear 1, 2 is interposed between the clutch sleeve 6 and the clutch hub 2.

In addition, a groove portion 34 is formed in the shaft 3 between the clutch hub 4 and the second gear 2, and a snap ring 8 is fitted into the groove portion 34. The bearing 9 is fitted to the shaft 3 at the outer end of the second gear 2, and the nut 10 is finally fastened to the outer end of the shaft 3.

On the other hand, the shaft 3 is provided with first, second, and third jaw portions 31, 32, and 33, so that the first gear 1, the clutch hub 4, the second gear 2, and the like are respectively formed. The jaws 31, 32 and 33 are assembled on the basis of assembly.

Referring to the conventional manual transmission assembly operation is as follows.

While the first gear 1 is in close contact with the first jaw portion 31, the first gear 1 is fitted to the shaft 3 based on the second jaw portion 32, the clutch hub 4 is fitted to the shaft 3, and then the snap ring 8 ) Is inserted into the groove 34 to adjust the amount of axial play between the first gear 1 and the clutch hub 4. Then, the second gear 2 is fitted to the shaft 3, the bearing 9 is press-fitted, the nut 10 is fastened to one end of the shaft 3, and the bearing 9 is attached to the third end. It is in close contact with the jaw portion 33.

However, in the conventional manual transmission assembly structure, the first gear (1), clutch hub (4), snap ring (8), on the shaft (3) from the first jaw (31) to the third jaw (33) And a method of assembling the second gear 2 sequentially, so that tolerances of the first and second gears 1 and 2, the clutch hub 4, and the snap ring 8 are accumulated, and the second gear is accumulated. There are many problems in which the assembly position of (2) is shifted more than the designed position, and inconsistency occurs in the function of the manual transmission.

Therefore, the present invention has been made to solve the problems caused by the conventional manual transmission assembly structure, by setting to two places on the basis of assembly, so that the gear tolerance is not allowed to accumulate the tolerance of each part of the manual transmission. An object of the present invention is to provide an assembly structure for a manual transmission of a vehicle that can be prevented from being generated.

1 is a cross-sectional view showing a conventional manual transmission assembly structure

2 is a cross-sectional view showing a manual transmission assembly structure according to the present invention.

* Description of the symbols for the main parts of the drawings *

1-1st Gear 2-2nd Gear

3-Axle 4-Clutch Hub

9-Bearing 10-Nut

11-press-fit sleeve 31-first jaw

32-2nd Jaw 33-3rd Jaw

In order to achieve the above object, the present invention, the first, second, and third jaw portion is formed on the outer periphery of the shaft sequentially; The first gear, the clutch hub, the second gear, and the bearing are fitted; In a manual transmission assembly structure of a vehicle in which a nut is fastened to the end of the shaft, the first gear is assembled in close contact with the first jaw portion; The clutch hub is assembled in close contact with the second jaw; A press fit sleeve is fitted in the outer circumference of the shaft between the clutch hub and the third jaw, and one end of the press fit sleeve is in close contact with the clutch hub; The second gear is fitted to the outer circumference of the press-fit sleeve, and the other end thereof is in close contact with the other end inner surface of the press-fit sleeve; The bearing is characterized in that it is assembled in close contact with the outer surface of the press-fit sleeve.

According to the above-described configuration of the present invention, the second gear is assembled by being fitted to the press-fit sleeve, so that the first gear has an axial play amount formed between the first and second jaws, and the second gear is within the axial length of the press-fit sleeve. The axial play amount can be formed at, so that the tolerances of the respective parts including the first and second gears assembled to the shaft can be prevented from accumulating, thus preventing the handover of the manual transmission after assembly. do.

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

EXAMPLE

Figure 2 is a cross-sectional view showing a manual transmission assembly structure according to the present invention.

For reference, in the description of the configuration of the present embodiment, the same parts as in the prior art described at the beginning of the specification are omitted and repeated descriptions are mainly described in order to avoid duplication of description. use.

As shown, the first, second, and third jaws 31, 32, 33 are formed in the shape of gradually decreasing in diameter on the input shaft 3. A pair of first and second gears 1 and 2, a clutch hub 4, a snap ring 8, a bearing 9 and the like are assembled to the input shaft 3 of this shape.

That is, the first gear 1 is fitted to the input shaft 3, one side is in close contact with the first jaw portion 31, the other side is located on the same radius line as the second jaw portion (32). The clutch hub 4 is fitted to be in close contact with the second jaw portion 32.

Here, the press fitting sleeve 11 is fitted to the outer circumference of the input shaft 3 between the clutch hub 4 and the third jaw portion 33, so that one end of the press fitting sleeve 11 is in close contact with the clutch hub 4.

The second gear 2 is fitted to slide on the outer circumference of the press-fit sleeve 11. One side of the second gear 2 is spaced apart from the clutch hub 4 at regular intervals, and the other side is in close contact with the inner side of the press-fit sleeve 11. The bearing 9 is fitted in close contact with the outer surface of the press-fit sleeve 11, and finally the nut 10 is fastened along the axial direction to the final end of the input shaft 3.

That is, when the nut 10 is fastened, the bearing 9 is not in close contact with the second gear 2, but is in close contact with the other side of the press-fit sleeve 11, so that the bearing 9 is connected to the second gear 2. It will not push. Therefore, the second gear 2 is not moved due to the tolerance at the position fitted to the outer circumference of the press-fit sleeve 11.

In addition, since the first gear 1 has no change in movement in the axial direction when the nut 10 is fastened, the first gear 1 is prevented from being moved due to the tolerance, similarly to the second gear 2.

According to the present invention as described above, the axial play amount of the first gear 1 is limited between the first jaw portion 31 and the second jaw portion 32, and the axial play amount of the second gear 2 is limited. By being limited between the axial lengths of the press-fit sleeves 11, the tolerances of the respective components assembled to the input shaft 3 are accumulated, so that the interference of the manual transmission is prevented from occurring.

On the other hand, the present invention is not limited to the above-described specific preferred embodiments, and various changes can be made by those skilled in the art without departing from the gist of the invention claimed in the claims. will be.

Claims (1)

On the outer circumference of the shaft in which the first, second, and third jaw portions are sequentially formed; The first gear, the clutch hub, the second gear, and the bearing are fitted; In a manual transmission assembly structure of a vehicle in which a nut is fastened to the end of the shaft, The first gear is assembled in close contact with the first jaw portion; The clutch hub is assembled in close contact with the second jaw; A press fit sleeve is fitted in the outer circumference of the shaft between the clutch hub and the third jaw, and one end of the press fit sleeve is in close contact with the clutch hub; The second gear is fitted to the outer circumference of the press-fit sleeve, and the other end thereof is in close contact with the other end inner surface of the press-fit sleeve; And said bearing is assembled in close contact with the outer surface of the press-fit sleeve.