Gearbox single-cone synchronizer structure

Abstract

The utility model discloses a single-cone synchronizer structure of a gearbox, and mainly relates to the technical field of single-cone synchronizers. Comprising a tooth holder, a tooth sleeve and a synchronizing ring which are arranged on a transmission shaft, a third-gear conical ring and a fourth-gear conical ring which are rotationally connected with the transmission shaft are arranged on the two sides of the tooth holder respectively, conical surfaces making contact with the synchronizing ring are arranged at the ends of the third-gear conical ring and the fourth-gear conical ring respectively, and a plurality of connecting keys are arranged on the inner side of the tooth sleeve. The synchronous ring, the third-gear conical ring and the fourth-gear conical ring are respectively provided with a key groove matched with the connecting key in an inserted mode, the connecting key is provided with a V-shaped groove, the tooth holder is connected with a lifting pin in a sliding mode, the end of the lifting pin is provided with a V-shaped block in sliding contact with the V-shaped groove, and a spring is arranged between the V-shaped block and the tooth holder. The single-cone synchronizer has the advantages that the problem that under the conditions of high speed and heavy load, gear shifting is difficult or the tooth breaking phenomenon is prone to occurring when the single-cone synchronizer is used for gear shifting is solved, and the service life of the synchronizer is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of single-cone synchronizers, in particular to a single-cone synchronizer structure for a gearbox. Background Art

[0002] Automotive synchronizers are a key component of mechanical gear transmissions. They enable easy and flexible gear shifting and prevent inter-gear impact. Currently, commonly used synchronizers consist primarily of a gear sleeve, synchronizer ring, gear adapter, and cone ring. The synchronizer's inner cone creates friction between the synchronizer ring's inner cone and the outer cone of the gear ring to be engaged. This friction creates a rapid synchronization between the meshing gear sleeve and ring gear, while also creating a locking action that prevents the gears from meshing before synchronization is achieved.

[0003] However, under some high-speed and heavy-load conditions, single-cone synchronizers may not be able to provide sufficient synchronizing force. Before synchronizing with the engaged gear, the connecting key on the gear sleeve will pre-slide into the keyway, resulting in difficulty in shifting or tooth playing, which to a certain extent affects the service life of the synchronizer. Therefore, under high-speed and heavy-load conditions, double-cone or multi-cone synchronizers are generally used, but their structure is more complicated, installation is more difficult, and the cost is also higher. Utility Model Content

[0004] The purpose of the utility model is to provide a single-cone synchronizer structure for a gearbox, so as to solve the problem that shifting is difficult or gear-snapping occurs easily when using a single-cone synchronizer for shifting under high speed and heavy load conditions, and to prolong the service life of the synchronizer.

[0005] To achieve the above purpose, the utility model is implemented through the following technical solutions:

[0006] A single-cone synchronizer structure for a gearbox comprises a gear seat, a gear sleeve and a synchronizer ring arranged on a transmission shaft, the gear sleeve being slidably mounted on the gear seat through a spline, the synchronizer ring being axially slidably mounted on the gear seat, a third-gear cone ring and a fourth-gear cone ring being respectively provided on both sides of the gear seat with which the transmission shaft is rotatably connected, the ends of the third-gear cone ring and the fourth-gear cone ring being respectively provided with conical surfaces in contact with the synchronizer ring, a plurality of connecting keys being provided on the inner side of the gear sleeve, the synchronizer ring, the third-gear cone ring and the fourth-gear cone ring being respectively provided with keyways which are plugged into the connecting keys, the connecting keys being provided with a V-groove, a push pin being slidably connected to the gear seat, the end of the push pin being provided with a V-block which is in sliding contact with the V-groove, and a spring being provided between the V-block and the gear seat.

[0007] Furthermore, cone angles are symmetrically provided at both ends of the connecting key, and blocking angles in contact with the cone angles are provided on both sides of the key slot.

[0008] Furthermore, the cone angle is greater than the blocking angle.

[0009] Furthermore, it also includes a third-speed gear rotatably arranged on the transmission shaft, a lock ring is provided at the end of the third-speed cone ring, and a groove is provided on the third-speed gear to engage with the lock ring.

[0010] Furthermore, the end of the locking ring is provided with a protrusion that contacts the groove, and the end of the third gear is provided with an inclined surface that contacts the protrusion.

[0011] Furthermore, annular grooves are provided on the outer conical surfaces of the third-gear cone ring and the fourth-gear cone ring.

[0012] Furthermore, a limit block is provided on the gear sleeve, and two ends of the limit block are in contact with the third gear cone ring and the fourth gear cone ring respectively.

[0013] Furthermore, support bearings are respectively provided between the third gear cone ring and the fourth gear cone ring and the gear seat.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] 1. When shifting gears, the main gear shift fork is used to shift the gear sleeve toward the third gear cone ring or the fourth gear cone ring, which drives the synchronizer ring to move along with the gear sleeve until the synchronizer ring contacts the conical surface of the third gear cone ring or the fourth gear cone ring. The friction generated by the contact between the two drives the synchronizer ring to rotate along with the third gear cone ring or the fourth gear cone ring, thereby pre-driving the transmission shaft to rotate. This prevents the connecting key from failing to smoothly enter the keyway provided by the synchronizer ring and the cone ring during the shifting process, resulting in shifting difficulties or gear knocking, thereby improving the service life of the synchronizer.

[0016] 2. The V-shaped block provided at the end of the ejector pin contacts the V-shaped groove. The component force generated by the contact between the two will drive the ejector pin to slide downward on the slide seat, but the ejector pin is also subjected to the rebound force generated by the compression of the spring, and drives it to slide upward. When the thrust pushing the gear sleeve to slide is less than the spring force, the gear sleeve will not be able to slide directly relative to the ejector pin and contact the third-gear cone ring or the fourth-gear cone ring until the third-gear cone ring or the fourth-gear cone ring and the synchronizer ring are in a synchronized state and overcome the rebound force of the spring on the ejector pin. Only then can it slide relative to the ejector pin, so that the connecting key on the gear sleeve slides into the keyway provided on the synchronizer ring and the cone ring, thereby smoothly engaging the gear and avoiding the connecting key entering the keyway before the cone ring and the synchronizer ring are synchronized, resulting in difficulty in shifting or gear playing, thereby improving the service life of the synchronizer. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Attachment Figure 1 It is a structural schematic diagram of the gear sleeve of the utility model.

[0018] Attachment Figure 2 It is a structural schematic diagram of the gear seat of the utility model.

[0019] Attachment Figure 3 This utility model is attached Figure 1 A partial enlarged view of area A in the middle.

[0020] Attachment Figure 4 This utility model is attached Figure 2 A partial enlarged view of area B in the middle.

[0021] Attachment Figure 5 It is a structural diagram of the cooperation between the cone angle and the blocking angle of the utility model.

[0022] Attachment Figure 6 It is a structural diagram of the limit block of the utility model.

[0023] Attachment Figure 7 It is a structural diagram of the connecting key of the utility model.

[0024] Attachment Figure 8 It is a structural schematic diagram of the V-shaped groove of the utility model.

[0025] Attachment Figure 9 It is a structural schematic diagram of the annular groove of the utility model.

[0026] Reference numerals shown in the accompanying drawings:

[0027] 1. Drive shaft; 2. Gear seat; 3. Gear sleeve; 4. Synchronizer ring; 5. Third gear cone ring; 6. Fourth gear cone ring; 7. Conical surface; 8. Connecting key; 9. Keyway; 10. V-groove; 11. Ejector pin; 12. V-block; 13. Spring; 14. Cone angle; 15. Stop angle; 16. Third gear; 17. Locking ring; 18. Groove; 19. Protrusion; 20. Inclined surface; 21. Annular groove; 22. Limit block; 23. Support bearing. DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to specific embodiments. It should be understood that these embodiments are intended only to illustrate the present invention and are not intended to limit the scope of the present invention. Furthermore, it should be understood that after reading the contents of this invention, those skilled in the art may make various changes or modifications to the present invention, and that these equivalent forms also fall within the scope defined in this application.

[0029] A gearbox single cone synchronizer structure, such as Figure 1 、 Figure 2 and Figure 3As shown, it includes a gear seat 2, a gear sleeve 3 and a synchronizer ring 4 set on the transmission shaft, the gear sleeve 3 is slidably sleeved on the gear seat 2 through a spline, and the synchronizer ring 4 is axially slidably sleeved on the gear seat 2. Specifically, a radial boss provided on one side of the synchronizer ring 4 is slidably connected to the groove on the gear seat 2, which guides the sliding of the synchronizer ring 4; a third-gear cone ring 5 and a fourth-gear cone ring 6 are respectively provided on both sides of the gear seat 2, which are rotatably connected to the transmission shaft 1. Specifically, the third-gear cone ring 5 and the fourth-gear cone ring 6 are respectively connected to the third-gear gear 16 and the fourth-gear gear through a spline, and the third-gear cone ring 5 and the fourth-gear cone ring 6 are respectively connected to the third-gear gear 16 and the fourth-gear gear through a spline. The ends are respectively provided with a conical surface 7 that contacts the synchronizer ring 4. The gear sleeve 3 is shifted to the third gear cone ring 5 or the fourth gear cone ring 6 by the main case shift fork, driving the synchronizer ring 4 to move with the gear sleeve 3 until the synchronizer ring 4 contacts the conical surface 7 on the third gear cone ring 5 or the fourth gear cone ring 6. The friction force generated by the contact between the two drives the synchronizer ring 4 to rotate with the third gear cone ring 5 or the fourth gear cone ring 6, thereby pre-driving the transmission shaft 1 to rotate, avoiding the connection key 8 from failing to smoothly enter the keyway 9 provided in the synchronizer ring 4 and the cone ring during the gear shifting process, resulting in gear shifting difficulties or gear playing, thereby improving the service life of the synchronizer;

[0030] The inner side of the gear sleeve 3 is provided with a plurality of connecting keys 8, and the key grooves 9 on the synchronizer ring 4, the third gear cone ring 5 and the fourth gear cone ring 6 are respectively plugged into the connecting key 8. The connecting key 8 is provided with a V-shaped groove 10. A top pin 11 is slidably connected to the gear seat 2. The end of the top pin 11 is provided with a V-shaped block 12 that is in sliding contact with the V-shaped groove 10. A spring 13 is provided between the V-shaped block 12 and the gear seat 2. When shifting, the V-shaped block 12 provided at the end of the top pin 11 contacts the V-shaped groove 10. The component force generated by the contact between the two will drive the top pin 11 to slide downward on the slide, but the top pin 11 is also subjected to the rebound generated by the compression of the spring 13 The gear sleeve 3 is pressed against the gear wheel 11 and the gear wheel 12 is engaged with the gear wheel 13. The gear sleeve 3 is pressed against the gear wheel 11 and the gear wheel 12 is engaged with the gear wheel 13. The gear sleeve 3 is pressed against the gear wheel 11 and the gear wheel 12 is engaged with the gear wheel 13. The gear sleeve 3 is pressed against the gear wheel 11 and the gear wheel 12 is engaged with the gear wheel 13.

[0031] Preferably, Figure 5 and Figure 7As shown, cone angles 14 are symmetrically provided at both ends of the connecting key 8, and blocking angles 15 in contact with the cone angles 14 are provided on both sides of the keyway 9. The gear sleeve 3 is driven to move to the left by the shift fork, so that the cone angle 14 contacts the side of the blocking angle 15. The resistance generated will limit the rotation of the gear sleeve 3 relative to the third-gear cone ring 5 until the third-gear cone ring 5 and the third-gear gear 16 are synchronized. Then, when the gear sleeve 3 is further pushed to move, the resistance generated will drive the gear sleeve 3 to rotate relative to the third-gear cone ring 5 until the connecting key 8 and the keyway 9 correspond to each other, so that the connecting key 8 provided on the gear sleeve 3 can pass through the keyway 9, thereby improving the efficiency of the synchronizer shifting.

[0032] Preferably, Figure 5 and Figure 7 As shown, the angle of the cone angle 14 is greater than the angle of the blocking angle 15, which prevents the edge of the cone angle 14 of the gear sleeve 3 from first contacting the side of the blocking angle 15, causing the side of the blocking angle 15 to be scratched, thereby extending the service life of the synchronizer.

[0033] Preferably, Figure 1 、 Figure 2 and Figure 4 As shown, it also includes a third-speed gear 16 rotatably arranged on the transmission shaft 1, and a locking ring 17 is provided at the end of the third-speed cone ring 5. A groove 18 that is engaged with the locking ring 17 is provided on the third-speed gear 16. The resistance generated by the contact between the locking ring 17 and the groove 18 makes the third-speed cone ring 5 hooked with the third-speed gear 16 through the locking ring 17. When the gear sleeve 3 is removed from the third-speed cone ring 5, due to the hooking effect of the locking ring 17, the third-speed cone ring 5 will not move with the gear sleeve 3 and move axially toward the gear seat 2, thereby preventing the third-speed cone ring 5 from compressing the synchronizer ring 4 and causing synchronizer burns, thereby extending the service life of the synchronizer.

[0034] Preferably, Figure 1 、 Figure 2 and Figure 4 As shown, the end of the lock ring 17 is provided with a protrusion 19 that contacts the groove 18, and the end of the third-speed gear 16 is provided with an inclined surface 20 that contacts the protrusion 19. The third-speed cone ring 5 is moved to the left on the gear seat 2, and the protrusion 19 and the inclined surface 20 contact each other. After the contact, the component force acting on the lock ring 17 drives the lock ring 17 to bend and deform until the protrusion 19 smoothly passes through the inclined surface 20 and enters the groove 18. The resistance generated by the contact between the protrusion 19 and the groove 18 makes the third-speed cone ring 5 hooked with the third-speed gear 16 through the lock ring 17; when the third gear is disengaged, due to the hooking effect of the lock ring 17, the third-speed cone ring 5 will not move with the gear sleeve 3 and move axially toward the gear seat 2, thereby preventing the third-speed cone ring 5 from compressing the synchronizer ring 4 and causing synchronizer burns, thereby extending the service life of the synchronizer.

[0035] Preferably, Figure 3 and Figure 9As shown, an annular groove 21 is provided on the outer conical surface 7 of the third gear cone ring 5 and the fourth gear cone ring 6. The annular groove 21 shears the oil film between the synchronizer ring 4 and the third gear cone ring 5 or the fourth gear cone ring 6, thereby quickly removing the lubricating oil between the synchronizer ring 4 and the third gear cone ring 5 or the fourth gear cone ring 6, thereby increasing the friction between the synchronizer ring 4 and the third gear cone ring 5 or the fourth gear cone ring 6, shortening the synchronization efficiency between the synchronizer ring 4 and the third gear cone ring 5 or the fourth gear cone ring 6, and improving the shifting efficiency of the synchronizer.

[0036] Preferably, Figure 8 As shown, a limit block 22 is provided on the gear sleeve 3, and the two ends of the limit block 22 are in contact with the third gear cone ring 5 and the fourth gear cone ring 6 respectively, which plays a limiting role on the third gear cone ring 5 and the fourth gear cone ring 6, preventing the third gear cone ring 5 and the fourth gear cone ring 6 from passing through the gear sleeve 3, thereby ensuring the stability of the overall structure.

[0037] Preferably, Figure 1 and Figure 2 As shown, support bearings 23 are respectively provided between the third gear cone ring 5 and the fourth gear cone ring 6 and the gear seat 2, which reduces the friction between the third gear cone ring 5 and the fourth gear cone ring 6 and the gear seat 2, so that the third gear gear 16 and the fourth gear gear rotate more smoothly relative to the gear seat 2, thereby extending the service life of the synchronizer.

[0038] Example 1

[0039] The utility model provides a gearbox single cone synchronizer structure, such as Figure 1 、 Figure 2 and Figure 3 As shown, when shifting is required, the gear sleeve 3 is shifted to the third gear cone ring 5 or the fourth gear cone ring 6 by the main case shift fork, and the synchronizer ring 4 is driven to move along with the gear sleeve 3 until the synchronizer ring 4 contacts the conical surface 7 on the third gear cone ring 5 or the fourth gear cone ring 6. The friction force generated by the contact between the two drives the synchronizer ring 4 to rotate along with the third gear cone ring 5 or the fourth gear cone ring 6, thereby driving the transmission shaft 1 to rotate in advance, avoiding the connection key 8 from being unable to smoothly enter the keyway 9 provided in the synchronizer ring 4 and the cone ring during the shifting process, resulting in difficulty in shifting or gear knocking, thereby improving the service life of the synchronizer;

[0040] At the same time, the V-shaped block 12 provided at the end of the ejector pin 11 contacts the V-shaped groove 10. The component force generated by the contact between the two will drive the ejector pin 11 to slide downward on the slide seat, but the ejector pin 11 is also subjected to the rebound force generated by the compression of the spring 13, and drives it to slide upward. When the thrust pushing the gear sleeve 3 to slide is less than the force of the spring 13, the gear sleeve 3 will not be able to slide directly relative to the ejector pin 11 and contact the third gear cone ring 5 or the fourth gear cone ring 6 until the third gear cone ring 5 or the fourth gear cone ring 6 and the synchronizer ring 4 are in a synchronized state and overcome the rebound force of the spring 13 on the ejector pin 11. Only then can it slide relative to the ejector pin 11, so that the connecting key 8 on the gear sleeve 3 slides into the key groove 9 provided with the synchronizer ring 4 and the cone ring, thereby smoothly engaging the gear, avoiding the connecting key 8 entering the key groove 9 before the cone ring and the synchronizer ring 4 are not synchronized, resulting in difficulty in shifting or gear playing, thereby improving the service life of the synchronizer.

[0041] Example 2

[0042] Based on Example 1, Figure 5 、 Figure 6 and Figure 7 As shown, during the process of shifting to the third gear, the shift fork drives the gear sleeve 3 to move to the left, so that the cone angle 14 contacts the side of the blocking angle 15, and the resistance generated will limit the rotation of the gear sleeve 3 relative to the third gear cone ring 5 until the third gear cone ring 5 and the third gear gear 16 are synchronized. Then, when the gear sleeve 3 is further pushed to move, the resistance generated will drive the gear sleeve 3 to rotate relative to the third gear cone ring 5 until the connecting key 8 and the keyway 9 correspond to each other, so that the connecting key 8 provided on the gear sleeve 3 passes through the keyway 9, thereby improving the efficiency of the synchronizer shifting; in addition, since the angle of the cone angle 14 is greater than the angle of the blocking angle 15, it is avoided that the edge of the cone angle 14 of the gear sleeve 3 contacts the side of the blocking angle 15 first, causing the side of the blocking angle 15 to be scratched, thereby extending the service life of the synchronizer.

[0043] Example 3

[0044] Based on Example 1, Figure 1 、 Figure 2 and Figure 4 As shown, when the third-gear cone ring 5 needs to be installed, the third-gear cone ring 5 is moved to the left on the gear seat 2, and the protrusion 19 and the inclined surface 20 are in contact. After the contact, the component force acting on the lock ring 17 drives the lock ring 17 to bend and deform until the protrusion 19 smoothly passes through the inclined surface 20 and enters the groove 18. The resistance generated by the contact between the protrusion 19 and the groove 18 makes the third-gear cone ring 5 hooked with the third-gear gear 16 through the lock ring 17; when the third gear is disengaged, due to the hooking effect of the lock ring 17, the third-gear cone ring 5 will not move with the gear sleeve 3 and move axially toward the gear seat 2, thereby preventing the third-gear cone ring 5 from compressing the synchronizer ring 4 and causing synchronizer burns, thereby extending the service life of the synchronizer.

Claims

1. A gearbox single-cone synchronizer structure, comprising a gear seat (2), a gear sleeve (3) and a synchronizer ring (4) arranged on a transmission shaft (1), wherein the gear sleeve (3) is slidably sleeved on the gear seat (2) via a spline, and the synchronizer ring (4) is axially slidably sleeved on the gear seat (2), and a third-gear cone ring (5) and a fourth-gear cone ring (6) are respectively provided on both sides of the gear seat (2) and are rotatably connected to the transmission shaft (1), and the ends of the third-gear cone ring (5) and the fourth-gear cone ring (6) are respectively provided with a cone surface (7) in contact with the synchronizer ring (4), characterized in that: The inner side of the gear sleeve (3) is provided with a plurality of connecting keys (8), the synchronizer ring (4), the third gear cone ring (5) and the fourth gear cone ring (6) are respectively provided with keyways (9) that are plugged into and matched with the connecting keys (8), the connecting keys (8) are provided with V-shaped grooves (10), the tooth seat (2) is slidably connected with a top pin (11), the end of the top pin (11) is provided with a V-shaped block (12) that is in sliding contact with the V-shaped groove (10), and a spring (13) is provided between the V-shaped block (12) and the tooth seat (2).

2. A transmission single-cone synchronizer structure according to claim 1, characterized in that: The two ends of the connecting key (8) are symmetrically provided with cone angles (14), and the two sides of the keyway (9) are provided with blocking angles (15) that contact the cone angles (14).

3. The single-cone synchronizer structure of a transmission according to claim 2, characterized in that: The angle of the cone angle (14) is greater than the angle of the blocking angle (15).

4. The single-cone synchronizer structure of a transmission according to claim 1, characterized in that: It also includes a third gear (16) rotatably arranged on the transmission shaft (1), a lock ring (17) is provided at the end of the third gear cone ring (5), and a groove (18) is provided on the third gear (16) for engaging with the lock ring (17).

5. The single-cone synchronizer structure of a transmission according to claim 4, characterized in that: The end of the lock ring (17) is provided with a protrusion (19) in contact with the groove (18), and the end of the third gear (16) is provided with an inclined surface (20) in contact with the protrusion (19).

6. The single-cone synchronizer structure of a transmission according to claim 1, characterized in that: An annular groove (21) is provided on the outer conical surface (7) of the third-gear conical ring (5) and the fourth-gear conical ring (6).

7. The single-cone synchronizer structure of a transmission according to claim 1, characterized in that: A limit block (22) is provided on the gear sleeve (3), and two ends of the limit block (22) are in contact with the third gear cone ring (5) and the fourth gear cone ring (6) respectively.

8. The single-cone synchronizer structure of a transmission according to claim 1, characterized in that: Support bearings (23) are respectively provided between the third-gear cone ring (5) and the fourth-gear cone ring (6) and the gear seat (2).

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