A synchronizer with a guide

Abstract

The application discloses a synchronizer with a guide function, and belongs to the technical field of gear shifting synchronizer mechanisms of an automobile transmission. A gear hub is slidably matched into a gear sleeve, and a sliding block assembly is arranged between the gear hub and the gear sleeve; two synchronizer rings and two frictional damping rings are assembled into a synchronizer ring assembly one by one, and then are respectively inserted into the gear sleeve on the left and right sides of the gear hub. In the case that the existing arrangement space is unchanged, the synchronizer guide function is added to the part structure, the gear engagement state of the gear sleeve of the gear shifting synchronizer and the gear combination is improved, the reliability of the transmission is improved, the hidden danger of the automobile driving safety is eliminated, and the gear shifting smoothness is improved. The shape of the ball socket limiting tooth of the synchronizer sleeve is improved, different synchronizer sliding block combinations are used when high and low gears are engaged, the axial force of the synchronizer sliding block spring is increased, the gear shifting force is not affected, and the gear shifting performance of the transmission is improved. The synchronizer ring and the frictional damping ring stabilize the working posture of the synchronizer ring, and the NVH quality of the transmission is improved.

Description

Technical Field

[0001] This invention belongs to the technical field of automotive transmission shift synchronization mechanism, specifically relating to a guide synchronizer. Background Technology

[0002] Currently, the commercial vehicle market is becoming increasingly competitive, and users have higher and higher requirements for vehicle driving performance and NVH (noise, vibration, and harshness). Most manual transmissions now use shift synchronization mechanisms to ensure safe and reliable power transmission in each gear while avoiding gear shift shock. The widely used transmission shift synchronization mechanisms include components such as synchronizer assemblies, synchronizer rings, and gear assemblies. Existing shift synchronization mechanisms have the following three problems:

[0003] I. Transmission disengagement problem:

[0004] When a car is in gear, the synchronizer sleeve and the gear shift gear engage via splines. Both sides of the splines are machined with conical surfaces to ensure constant spline engagement. Due to gear runout, the synchronizer sleeve and gear shift gear engage in a continuous cycle of engagement and disengagement to maintain balance. Under normal circumstances, the dynamic balance remains within the effective range of the anti-disengagement conical surfaces.

[0005] However, when the accelerator is suddenly pressed or released during driving, the gear shift gears will wobble and move in the opposite direction due to the change in force on the gears. This will cause the meshing length of the synchronizer sleeve and the anti-disengagement cone surface of the gear shift gear to be significantly reduced, resulting in disengagement. At this time, the transmission will automatically disengage from the driving gear and return to the neutral position, and the vehicle's power will be interrupted and unable to be transmitted to the wheels.

[0006] II. Gear grinding noise during rapid gear shifting:

[0007] During gear shifting, if the driver applies significant force and shifts gears quickly, the synchronizer sleeve moves too fast. At this time, the synchronizer slider spring cannot provide sufficient axial force to push the synchronizer ring cone surface into full contact with the gear cone surface, failing to achieve a locking function. The synchronizer sleeve quickly passes through the synchronizer ring and contacts the gear teeth that are not synchronized, generating an impact and producing a "clicking" sound. Existing synchronizer slider springs have relatively high stiffness. Further increasing the stiffness to enhance the axial force would lead to installation difficulties and problems such as spring shear stress exceeding the material's allowable shear stress, causing breakage.

[0008] III. Intermittent scraping noise from the transmission synchronizer ring:

[0009] In existing transmissions, the synchronizer ring is positioned between the gear and the gear hub. When the transmission is in neutral, there is no axial or radial hard constraint. However, when the transmission is in neutral and the throttle is revved to high speed, the synchronizer ring is excited and vibrates, generating scraping noise with the synchronizer hub.

[0010] In summary, the existing shift synchronization mechanism suffers from problems such as gearbox disengagement and abnormal noises during shifting and neutral operation, which affect driving safety and urgently require improvement. Summary of the Invention

[0011] In order to solve the problems existing in the prior art, the present invention provides a directional synchronizer.

[0012] The technical solution adopted in this invention is:

[0013] A directional synchronizer includes a gear sleeve, a gear hub, a slider assembly, two synchronization rings, and two friction damping rings. The gear hub is slidably fitted into the gear sleeve, and a slider assembly is provided between the gear hub and the gear sleeve. The two synchronization rings and the two friction damping rings are assembled into synchronization ring assemblies in a one-to-one correspondence and then inserted into the gear sleeves on the left and right sides of the gear hub, respectively.

[0014] Compared with the prior art, the present invention has the following advantages:

[0015] 1. Without changing the existing layout space, this invention improves the meshing state of the synchronizer sleeve and gear in gear by adding a synchronizer guiding function to the component structure. This solves the problem of large sway in gear in the existing synchronizer structure, which causes the transmission to disengage when suddenly pressing or releasing the accelerator during driving. This improves the reliability of the transmission, eliminates potential safety hazards in driving, and also improves the smoothness of gear shifting, providing users with a light and easy gear shifting feel.

[0016] 2. This invention improves the shape of the ball socket limiting teeth of the synchronizer sleeve, allowing different synchronizer slider combinations to be used when engaging high and low gears. This increases the axial force of the synchronizer slider spring without affecting the shifting force, solving the problem of insufficient axial force of the existing synchronizer slider that causes grinding noise during rapid shifting, and improving the shifting performance of the transmission.

[0017] 3. This invention provides a novel synchronous ring structure and a matching friction damping ring component, which stabilizes the working posture of the synchronous ring and effectively solves the problem of large movement gap of the existing synchronous ring, vibration under unstable working conditions, and scratching noise, thereby improving the NVH quality of the transmission. Attached Figure Description

[0018] Figure 1 This is an exploded three-dimensional view of the assembly of this invention;

[0019] Figure 2 This is an assembly cross-sectional view of the present invention;

[0020] Figure 3 This is a schematic diagram of the structure of the gear hub of the present invention;

[0021] Figure 4 This is a front view of the gear hub of the present invention;

[0022] Figure 5 yes Figure 4 AA section view;

[0023] Figure 6 yes Figure 4 BB cross-sectional view;

[0024] Figure 7 yes Figure 4 CC section view;

[0025] Figure 8 This is a front view of an existing technology gear hub;

[0026] Figure 9 It is a cross-sectional view of an existing technology gear hub;

[0027] Figure 10 This is a schematic diagram of the gear shifting process of the present invention;

[0028] Figure 11 This is a schematic diagram of the gear shifting process using existing technology.

[0029] Figure 12 This is a schematic diagram of the gear sleeve and gear hub in the gear engagement state of the present invention;

[0030] Figure 13 This is a schematic diagram of the gear sleeve and gear hub in gear engagement state in existing technology;

[0031] Figure 14 This is a schematic diagram of the combined state of the toothed sleeve, toothed hub, and slider assembly of the present invention;

[0032] Figure 15 This is a front view of the toothed sleeve, toothed hub, and slider assembly of the present invention;

[0033] Figure 16 yes Figure 15 DD sectional view;

[0034] Figure 17 yes Figure 15 EE sectional view;

[0035] Figure 18 yes Figure 15 FF sectional view;

[0036] Figure 19 This is a schematic diagram of the toothed sleeve structure of the present invention;

[0037] Figure 20 This is a front view of the toothed sleeve of the present invention;

[0038] Figure 21 yes Figure 20 HH sectional view;

[0039] Figure 22 yes Figure 20 GG cross-sectional view;

[0040] Figure 23 This is a front view of an existing technology gear sleeve;

[0041] Figure 24 This is a sectional view of an existing technology gear sleeve;

[0042] Figure 25 This is a schematic diagram of the shifting process of the slider assembly of the present invention. Figure 1 ;

[0043] Figure 26 This is a schematic diagram of the shifting process of the slider assembly of the present invention. Figure 2 ;

[0044] Figure 27 This is a schematic diagram of the shifting process of an existing slider assembly;

[0045] Figure 28 This is a schematic diagram of the synchronization ring structure of the present invention;

[0046] Figure 29 This is a schematic diagram of an existing synchronization ring structure;

[0047] Figure 30 This is a front view of the synchronization loop of the present invention;

[0048] Figure 31 yes Figure 30 Sectional view II;

[0049] Figure 32 This is a front view of the friction damping ring of the present invention;

[0050] Figure 33 yes Figure 32 JJ sectional view;

[0051] Figure 34 This is a schematic diagram of the friction damping ring structure of the present invention;

[0052] Figure 35 This is a cross-sectional view of the friction damping ring structure of the present invention;

[0053] The components are: 1. Gear sleeve; 2. Gear hub; 3. Slider assembly; 4. Synchronizing ring; 5. Friction damping ring; 6. Guide tooth; 7. Normal tooth; 8. Limiting tooth; 9. Slider groove; 10. Slider ball socket limiting tooth; 11. Missing tooth structure; 12. Outer conical surface; 13. Inner conical surface; 14. Circumferential outer end face; 15. End face claw; 16. Neck; 17. End face hole; 18. Friction damping ring end face. Detailed Implementation

[0054] To better understand the purpose, structure, and function of this invention, the invention will be described in further detail below with reference to the accompanying drawings.

[0055] like Figure 1 , Figure 2 As shown, the present invention provides a directional synchronizer, including a gear sleeve 1, a gear hub 2, a slider assembly 3, two synchronization rings 4, and two friction damping rings 5; the gear hub 2 is slidably fitted into the gear sleeve 1, and a slider assembly 3 is provided between the gear hub 2 and the gear sleeve 1; after the two synchronization rings 4 and the two friction damping rings 5 ​​are assembled into synchronization ring assemblies in a one-to-one correspondence, they are respectively inserted into the gear sleeves 1 on the left and right sides of the gear hub 2.

[0056] Regarding the first problem in the background technology: This invention solves the problem of transmission disengagement by adding a synchronizer guiding function to the component structure without changing the existing layout space, while improving shifting smoothness and providing users with a light and easy shifting feel.

[0057] like Figures 3 to 13 As shown, the external spline of the gear hub 2 is composed of three types of teeth: guide teeth 6, normal teeth 7, and limiting teeth 8. The guide teeth 6 have twelve teeth, four adjacent to each other, and are evenly distributed in three circumferential locations. The difference between the guide teeth 6 and the normal teeth 7 is the axial length of the spline; the axial length of the guide teeth 6 exceeds that of the normal teeth 7 by an amount of L1, and is symmetrical on both sides. The limiting teeth 8 are evenly distributed in six circumferential locations, alternating left and right (respectively...). Figure 4 , Figure 6 , Figure 7 In the middle, limit tooth 8B and limit tooth 8C). For example Figure 5 As shown, guide tooth 6 guides gear sleeve 1 during gear shifting, improving shifting smoothness. Figure 12 , Figure 13 As shown, in the present invention, the meshing length L2 between the gear sleeve 1 and the gear hub 2 in the geared state is greater than the meshing length L3 of the prior art. The guide tooth 6 increases the meshing length between the gear sleeve 1 and the gear hub 2 in the geared state without changing the existing arrangement space, reduces the geared swing of the synchronizer assembly in geared state, improves the meshing state between the synchronizer gear sleeve and the gear engagement teeth in geared state, and stabilizes the overall meshing and swinging balance of the synchronizer gear sleeve and the gear engagement teeth compared with the prior art, thus solving the problem of gearbox disengagement.

[0058] Regarding problem two in the background technology: By improving the shape of the synchronizer sleeve ball socket limiting teeth, different synchronizer slider combinations are used when shifting to high and low gears. This increases the axial force of the synchronizer slider spring without affecting the shifting force, thus solving the problem of grinding noise during rapid shifting and improving the shifting performance of the transmission.

[0059] like Figures 14-18As shown, the number of slider assemblies 3 is six, and the gear hub 2 has six slider grooves 9, which are evenly distributed around the circumference and staggered left and right, to accommodate the six slider assemblies 3. The teeth left in the six slider grooves 9 are limiting teeth 8, as shown. Figure 3 As shown, the limiting tooth 8 cooperates with the upper part of the slider assembly 3 to stabilize the working posture of the slider assembly 3, prevent the slider assembly 3 from moving in the opposite direction under force during the gear engagement process, and avoid the failure of being unable to disengage the gear due to the large amount of the slider assembly 3 exposed, causing the slider assembly 3 to tilt up and fall off.

[0060] like Figures 19-27 As shown, the slider ball socket limiting tooth 10 of the toothed sleeve 1 has an inclined surface on only one side, and is evenly distributed on all six sides of its circumference. The six inclined surfaces are staggered and angled left and right, cooperating with the slider assembly 3; as shown... Figure 20 As shown, slider assemblies 3 at positions ①, ③, and ⑤ form one group, and slider assemblies 3 at positions ②, ④, and ⑥ form another group. The design of the slider ball socket limiting tooth 10 in this invention allows for the use of different synchronizer slider combinations when shifting to higher or lower gears. When shifting gears, the tooth sleeve 1 not only overcomes the axial force generated by the slider compression springs of the three slider assemblies 3 in this combination, but also overcomes the elastic force generated by the pre-compression of the slider springs of the other three slider assemblies 3. This achieves the goal of not affecting the shifting force of the slider assembly 3 during synchronizer shifting, while increasing the axial force generated by the synchronizer slider springs, enabling the synchronizer ring cone surface to quickly establish a frictional relationship, thus solving the problem of abnormal noise from gear grinding during rapid shifting.

[0061] Regarding problem three in the background technology: By designing a novel synchronizer ring structure and matching friction damping ring components, the working posture of the synchronizer ring can be stabilized, effectively solving the scraping noise caused by synchronizer ring vibration and improving the NVH quality of the transmission.

[0062] like Figures 28-31 As shown, each of the synchronization rings 4 is a novel single-cone synchronization ring structure. The external spline has a missing tooth structure 11, with a total of eighteen missing teeth evenly distributed around its circumference. The missing tooth structure 11 mates with the guide teeth 6 on both sides of the gear hub 2, serving as the indexing mechanism for the synchronization ring. The front end of the synchronization ring 4 (the side that mates with the gear hub 2) lacks a boss or groove structure that mates with the synchronizer slider assembly. The outer circumferential end face of the synchronization ring 4 is an outer conical surface 12, which mates with the inner conical surface 13 of the friction damping ring 5.

[0063] like Figures 32-35 As shown, the friction damping ring 5 is an irregularly shaped spring sheet with a main body being an annular groove structure. The inner wall of the annular groove structure is an inner conical surface 13, the outer wall is a smooth circumferential outer end surface 14, and the bottom surface is the friction damping ring end surface 18. The top surface of the annular groove structure is provided with end face claws 15, which are evenly distributed around the circumference of the annular groove structure and are assembled in the end face holes 17 provided on the synchronous ring 4.

[0064] During the pre-synchronization process of gear engagement, the gear sleeve 1 drives the slider assembly 3 to move axially. The neck 16 in the slider assembly 3 contacts the end face 18 of the friction damping ring, which acts as a thrust ring and transmits axial force to push the synchronous ring cone surface to establish a friction relationship.

[0065] When the synchronous ring is excited and unstable during the shifting process, the outer cone surface 12 of the synchronous ring contacts the inner cone surface 13 of the friction damping ring 5. The friction damping ring 5 can play a role in buffering and damping, which can effectively solve the problem of scraping noise caused by the unstable working state of the synchronous ring during the shifting process.

[0066] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.

Claims

1. A directional synchronizer, characterized in that: The assembly includes a gear sleeve (1), a gear hub (2), a slider assembly (3), two synchronizing rings (4), and two friction damping rings (5). The gear hub (2) is slidably fitted into the gear sleeve (1), and a slider assembly (3) is provided between the gear hub (2) and the gear sleeve (1). The two synchronizing rings (4) and the two friction damping rings (5) are assembled into synchronizing ring assemblies, which are then inserted into the gear sleeves (1) on the left and right sides of the gear hub (2). The external spline of the gear hub (2) is composed of three types of teeth: guide teeth (6), normal teeth (7), and limiting teeth (8). The guide teeth (6) have a total of twelve teeth, with four teeth adjacent to each other and evenly distributed in three circumferential locations. The axial length of the spline of the guide teeth (6) exceeds that of the normal teeth (7) by an amount of L1, and is symmetrical on both sides. The limiting teeth (8) are evenly distributed in six circumferential locations, alternating left and right. The number of slider assemblies (3) is six. The gear hub (2) is provided with six slider grooves (9), which are evenly distributed around the six sides of the circumference and staggered left and right to accommodate the six slider assemblies (3). The teeth left in the six slider grooves (9) are limiting teeth (8). The limiting teeth (8) cooperate with the upper part of the slider assembly (3). The slider ball socket limiting tooth (10) of the tooth sleeve (1) has an inclined surface on only one side, and is evenly distributed on six sides of the circle. The six inclined surfaces are staggered and inclined to cooperate with the slider assembly (3).

2. A directional synchronizer according to claim 1, characterized in that: The outer spline of the synchronization ring (4) is provided with a missing tooth structure (11), with a total of eighteen missing teeth, which are evenly distributed on the three sides of the circumference. The missing tooth structure (11) is engaged with the guide teeth (6) on both sides of the gear hub (2). The outer circumferential end face of the synchronization ring (4) is an outer conical surface (12), which is engaged with the inner conical surface (13) of the friction damping ring (5).

3. A directional synchronizer according to claim 2, characterized in that: The friction damping ring (5) is a non-circular spring sheet. The main body is an annular groove structure. The inner wall of the annular groove structure is an inner conical surface (13), the outer wall is a smooth circular outer end face (14), and the bottom surface is the friction damping ring end face (18). The top surface of the annular groove structure is provided with end face claws (15), and the end face claws (15) are evenly distributed around the three circumferences of the circumference and are assembled in the end face holes (17) provided on the synchronous ring (4).

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