Self-energizing synchronizer

Abstract: A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutch (28,14b and 30,16b) and self-energizing ramps. The ramps act between a shaft (12) and a shift flange (32). The shift flange is rotatable relative to the shaft and jaw clutch members 28,30, and defines three sets of self-energizing ramps (32k,32m,32n,32p) which act against three sets of ramps (35c,35d,35e,35f) defined by elongated members (35). Members (35) are fixed against rotational and axial movement relative to the shaft. Three circumferentially spaced pins (40) include blocker shoulders (40c,40d) for preventing asynchronous engagement of the jaw clutches and pre-energizer surfaces (40e,40f) which each cooperate with a pre-energizer and neutral centering assemblies 42. The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission.

Description: This invention relates to synchronizer mechanisms for a transmission. More specifically, the invention relates to such mechanisms of the self-energizing type. It is well known in the multiple ratio transmission art that synchronizer mechanisms may be used to reduce shift time of all or some of the transmission gear ratios. It is also known that the shift effort required by a vehicle operator, i.e., force applied to a shift lever, may be reduced by use of synchronizer mechanisms of the self-energizing type. Since operator shift effort generally increases with vehicle size and weight, synchronizers of the self-energizing type are especially important for heavy duty trucks. Prior art examples of such mechanisms may be seen by reference to U.S. Patents 2,410,511; 2,896,760; 3,548,983; 4,413,715; 4,836,348; and 4,869,353. The synchronizer mechanisms of the above patents include friction and jaw members for respectively synchronizing and positive clutching a gear to a shaft; blockers engaged in response to a pre-energizer effecting initial engagement of the friction members in response to initial engaging movement of one of the jaw members by a shift force, the blockers being operative to prevent asynchronous engagement of the jaw members and to transmit the shift force to the friction members to increase synchronizing torque thereof; and self-energizing ramps reacting the torque to provide an additional force in the direction of and additive to the shift force for further increasing the synchronizing torque of the friction members. The structure of the synchronizer mechanisms in these patents differs substantially from the structure of pin-type synchronizer mechanisms. Due, at least in part, to these structural differences, it has been difficult to provide pin-type synchronizer mechanisms with the self-energizing feature mentioned above. Further, while the synchronizer mechanisms of these patents may well have reduced shift time and shift effort, they have not taken into account varying shift requirements for the whole transmission, i.e., lower speed ratio gears in general require more shift effort and/or time than do high gear speed ratios, and that down shifts in general require more effort and/or time than do upshifts. US-A-4 462 489, cf. preamble of annexed claim 1, discloses a pin-type synchronizer mechanism, which includes first friction and jaw means respectively engagable with second friction and jaw means for respectively synchronizing and positive connecting a gear to a shaft in response to an axial shift force axially moving a radially extending flange. Connecting means are provided for effecting axial movement of the first jaw means in response to axial movement of the flange. The first jaw means has a plurality of internal spline teeth mating with external spine teeth affixed to the shaft. The external spine teeth each have a flank surface circumferentially spaced from and facing a flank surface of adjacent external spline teeth parallel to the shaft axis. The mating spline teeth allow axial and prevent rotational movement of the first jaw means relative to the shaft. The second friction and jaw means are affixed to the gear. First and second blocker means are operative when engaged for preventing engagement of the jaw means prior to the synchronizing. The first blocker means are defined by a plurality of circumferentially spaced pin-like means rigidly extending axially from the first friction means and into openings in the flange. The second blocker means are defined about the openings. Pre-energizer means are provided to engage the friction means in response to initial axial movement of the flange by the shift force from a neutral position toward the gear. For engaging the blocker means in response to engagement of the friction means producing a synchronizing torque transmitted to the flange via the pin-like means. For transmitting the shift force to the first friction means via the blocker means to increase the engaging force of the friction means. An object of this invention is to provide a self-energizing, pin-type synchronizer with a shift flange which is disposed for limited rotation relative to a jaw clutch axially moved by the flange. Another object of this invention is to provide a pin-type synchronizer mechanism with self-energizing means. Another object of this invention is to provide some or all of the ratio gears of a multi-ratio transmission with self-energizing synchronizer mechanisms which, for each set of driving conditions, synchronizes the ratio so provided in substantially the same time range in response to shift forces which are substantially the same. These objects are achieved according to the invention by a pin-type synchronizer mechanism of the type set forth, characterised by: the means connecting the flange and the first movable jaw means allowing circumferential movement of the flange relative to the first movable jaw means and to the shaft; at least one ramp member disposed adjacent a circumferentially outwardly facing portion of the shaft and extending parallel to the shaft axis, means securing the ramp member against axial and circumferential movement relative to the shaft, and the ramp member including circumferentially oppositely facing sides with at least one of the sides having a first ramp surface formed therein at an angle less than ninety degrees relative to a plane normal to the shaft axis; first and second circumferentially spaced apart reaction means extending radially inward from the flange and embracing the sides of the ramp member, the first reaction means including a second ramp surface substantially parallel to the first ramp surface and engagable therewith in response to synchronizing torque in one rotational direction for producing an axial additive force on the flange in the direction of the shift force for increasing the engaging force of the friction means. Further advantageous features of the synchronizer mechanism according to the invention are introduced by the dependent claims. A synchronizer mechanism according to the invention is shown in the accompanying drawings in which: Figure 1 is a sectional view a double-acting synchronizer looking along line 1-1 of Figure 2; Figure 2 is a partially sectioned view looking along line 2-2 of Figure 1; Figure 3 is a perspective view of a component in Figures 1 and 2; Figures 4A and 4B are sectional views of a self-energizing ramp member looking in the direction of arrow 4 in Figure 1; Figure 5 is a modified view of the ramp member in Figures 4A and 4B; Figures 6A, 6B, and 6C are detailed views of a plunger component in Figures 1 and 2; Figures 7A and 7B are detailed views of a pin component in Figures 1 and 2; and Figure 8 is a graphical representation of axial force and torque acting on a shift flange of the synchronizer. Looking first mainly at Figures 1 and 2, therein is shown a gear and synchronizer assembly 10 for an otherwise unshown transmission of the type intended for use in a land vehicle, particularly of the type used in heavy duty trucks. However, assembly 10 may be used in other applications. The assembly includes a shaft 12 mounted for rotation about a central axis 12a in unshown manner, spaced apart ratio gears 14,16 rotatably supported on the shaft and secured against axial movement relative to the shaft by annular thrust members 18,20 affixed to the shaft in known manner, and a double-acting pin-type synchronizer clutch mechanism 22. When assembly 10 is part of a twin countershaft transmission, such as disclosed in U.S. Patents 3,648,546 and 4,788,889, teeth 14a,16a on the gears will be in constant mesh with engine driven gears on countershafts, shaft 12 will be connected to or selectively connectable to a load, and shaft 12 will be free to move somewhat radially as is well known in the prior art. Herein gear 14 represents a lower speed ratio gear than does gear 16; both may be up and down shifted into. The synchronizer mechanism 22 includes annular friction members 24,26 and annular jaw clutch members 14b,16b affixed to gears 14,16, jaw clutch members 28,30 having internal spline teeth 28a,30a slidably mating with external spline teeth 12b integrally formed with the shaft or otherwise affixed thereto, a radially extending shift flange 32, having axially oppositely facing sides sandwiched between axially facing surfaces 28b,30b of the jaw members 28,30, three H-shaped retainer members 34 (one of which is shown in perspective in Figure 3) for securing the flange and jaw members against relative axial movement, three elongated members 35 having self-energizing ramps which cooperate with mating ramps on flange 32, annular friction members or rings 36,38 rigidly secured together by three circumferentially spaced apart pins 40 extending axially from each of the friction members and through openings 32c in the flange, and three pre-energizer and neutral centering assemblies 42 each including a spring 44 and a plunger 46 which reacts with surfaces defined by the pins. Alternatively, synchronizer mechanism 22 may be of the single-acting pin-type, i.e., configured to synchronize and jaw clutch only one gear to a shaft; such a mechanism is disclosed in U.S. Patent 3,221,851. Also, the number of retainers 34, pins 40 and assemblies 42 may be more or less than disclosed herein. As is readily seen, friction members 24,36 and 26,38 pair up to define friction clutches for synchronizing the gears to the shaft prior to engagement of the jaw clutches. Cone clutches are preferred; however, other types of friction clutches may be used. Friction members 24,26 may be affixed to the associated gears in any of several known ways, e.g., by welding or, as is known in the art, they may be formed integral with the gears. Friction members 24,26 have internal cone friction surfaces 24a,26a which respectively mate with external cone friction surfaces 36a,38a. Members 24,26 and 36,38 also are respectively referred to as synchronizer cups and rings. A wide range of cone angles may be used; herein, cone angles of seven and one-half degrees are employed. The friction surfaces 36a,38a and/or 24a,26a may be defined by any of several known friction materials affixed to the base member; herein, a pyrolytic carbon friction material, such as disclosed in U.S. Patents 4,700,823; 4,844,218; and 4,778,548, is preferred. Pins 40 are shown in greater detail in Figure 7A and in Figure 7B in combination with the pre-energizer spring and plunger. Each pin includes major diameter portions 40a having diameters slightly less than the diameter of flange openings 32c, a reduced diameter or groove portion 40b spaced between friction rings 36,38 (herein midway), conical blocker shoulders or surfaces 40c,40d extending radially outward from the pin axis and axially away from each other at angles herein of about forty degrees relative to a line normal to the pin axis, and preferably, but not necessarily, independent pre-energizer surfaces 40e,40f and extended secondary centering surfaces 40g,40h. The grooved portions, when disposed within their respective flange openings, allow limited rotation of the rigid friction ring and pin assembly relative to the flange to effect engagement of the pin blocker shoulders with chambered blocker shoulders 32d,32e defined about the flange openings. The pre-energizer surfaces 40e,40f chordally intersect or remove a portion of conical blocker shoulders 40c,40d, are preferably (but not necessarily) flat planar surfaces and form angles relative to the pin axis which are somewhat less than the angles of the blocker surfaces. Centering surfaces 40g,40h are also flat planar surfaces and, as is readily apparent in the drawings, form angles relative to the pin axis which are substantially less than the angles of the blocker and pre-energizer surfaces. As disclosed herein, the chordal extents of the flat surfaces are tangent to circles concentric to the pin axis and the shaft axis. Axial forces provided by the secondary centering surfaces should be sufficient to return flange 32 to its neutral position in the event that such positioning has not been completely effected by the shift mechanism for moving the flange. Plungers 46 are biased radially outward toward the pin pre-energizer and centering surfaces by helical compression springs 44 disposed in slots 32f of the flange. The major extents of the slots preferably, but not necessarily, extend radially relative to the shaft axis. The slots also extend axially through the flange sides 32a,32b, into flange openings 32c, and have ends 32g at their radially inward extent for the springs to react against. Flange side 32b is partially shown in a raised portion in the sectioned view of Figure 2. The radially inner portion of the springs may be retained by unshown means such as pegs extending radially outward from the slot ends. Plungers 46, which are shown in detail in Figures 6A, 6B, 6C, may be formed of a sheet metal material, but are preferably formed of a cast or compacted material such as steel to provide structural rigidly and surface hardness. Each plunger includes a blind bore 46a receiving one end of the associated spring, and a head portion defining flat angled surfaces 46b,46c which cooperate with the flat pre-energizer and centering surfaces of the associated pin. The bore is bounded on its sides by sidewalls 46d,46e which slidably cooperate with the slot walls and by sidewalls 46f,46g which slidably embrace flange sidewalls 32a,32b. Sidewalls 46f,46g have a circular shape (Figure 6B) of diameter less than flange openings 32c to facilitate assembly into the slots via the flange openings. As previously mentioned, jaw members 28,30 include internal spine teeth 28a,30a slidably mating with external spine teeth 12b affixed to the shaft. The external splines have involute flank surfaces extending parallel to the shaft axis and the mating thereof with flank surfaces of the jaw member splines prevents relative rotation therebetween. H-shaped members 34 each include end portions 34a,34b, which react against jaw member surfaces 28c,30c, and a center portion 34c which interconnects the end portions. The center portion extends snugly through unshown axially extending slots in the jaw members and freely through openings 32h which allow rotational movement of the flange relative to the jaw members and shaft for reasons explained herein after. As best seen in Figures 1, 2, 4A, and 4B, elongated members 35 are radially interposed between shaft spines 12b and H-shaped members 34. Each member 35 includes ends 35a,35b abutting thrust members 20 to prevent axial movement relative to shaft 12, an elongated portion snugly extending through axially extending slots 28d,30d in jaw members 28,30 for preventing circumferential movement relative to shaft 12, and a central portion extending through a slot in flange 32 having radially extending and circumferentially spaced apart reaction sides defined by ramp surfaces 32k,32m and 32n,32p which embrace circumferentially oppositely facing sides of member 35 defined by ramp surfaces 35c,35d and 35e,35f. The ramp surfaces allow limited rotation of the flange relative to jaw members 28,30 and shaft 12, and react synchronizing torque from the cone clutch to provide an additive axial self-energizing force for increasing the engaging force of the cone clutch initially engaged by a shift force applied to flange 32, thereby increasing the synchronizing torque provided by the cone clutch. Ramp surfaces may be provided for synchronizing one or both gears and/or for synchronizing in response to torque in either direction, as is encountered for up and down shifts. More specifically and by way of example only, ramp surfaces 35d,35f respectively react against ramp surfaces 32k,32n to provide the additive axial force to increase or assist the synchronization rate of gear 14 in response to torque in either direction, and ramp surfaces 35c,35e respectively react against ramp surfaces 32m,32p to provide the additive axial force to increase synchronization of gear 14 in response to torque in either direction. In Figure 4B, ramp surfaces 35f,32n are reacting against each other in response to a shift flange torque developed during a downshift into gear 14. The angles of the ramp surfaces may be varied to provide different amounts of additive axial force for up and down shifts, and for high and low speed ratios. Also if no additive axial force is preferred in one direction for one or more gears, the ramp surfaces may be parallel to the spline teeth, i.e., no effective ramp surfaces are provided. For example purposes only and as shown in Figure 5, the upshift ramps 35c',32m' may be parallel to shaft axis 12a to provide no additive axial force in response to synchronizing torque during upshift into gear 16. When the flange 32 is in the neutral position of Figures 1 and 4A, reduced diameter portions 40b of pins 40 are radially aligned with their associated flange openings 32c, friction surfaces of the cone clutches are slightly spaced apart and are maintained in this spaced relation by angled pre-energizer surfaces 46b,46c of the plungers 46 acting on pre-energizer surfaces 40e,40f of pins 40 by the force of springs 44. The axial force provided by the pre-energizer surface is preferably sufficient to counter act any additive axial force on flange by the self-energizing ramps due to viscous shear of oil between the cone clutch surfaces. When it is desired to couple either gear to the shaft, an appropriate and unshown shift mechanism, such as disclosed in U.S. Patent 4,920,815 and connected to the outer periphery of flange 32 in known manner, moves the flange axially along the axis of shaft 12 either left to couple gear 14 or right to couple gear 16. The shift mechanism may be manually moved by an operator through a linkage system, may be selectively moved by an actuator, or may be moved by means which automatically initiate shift mechanism movement and which also controls the magnitude of the force applied by the shift mechanism. When the shift mechanism is manually moved, the force is proportional to the force applied by the operator to a shift lever. Whether manually or automatically applied, the force is applied to flange 32 in an axial direction and is represented by the length of arrow F o in Figure 8. Initial axial movement of flange 32 by the operator shift force F o is transmitted to the pins by pre-energizer surfaces 40f,46c to effect initial frictional engagement of cone surface 38a with cone surface 26a. The initial engagement force of the cone surface is of course a function of the force of springs 44 and the angles of the pre-energizer surfaces. The initial frictional engagement (provided an asynchronous condition exists and momentarily ignoring the effect of the self-energizing ramps) produces an initial cone clutch engaging force and synchronizing torque T o which ensures limited relative rotation between flange 32 and the engaged friction ring, and hence, movement of the reduced diameter pin portions 40b to the appropriate sides of the flange openings 32c to provide engagement of pin blocker shoulders 40c with flange blocker shoulders 32d. When the blocker shoulders are engaged, the full operator shift force F o on flange 32 is transmitted to friction ring 38 via the blocker shoulders, whereby the cone clutch is engaged by the full force of the operator shift force F o and to provide a resultant operator synchronizing torque T o . This operator synchronizing torque T o is represented by arrow T o in Figure 8. Since the blocker shoulders are disposed at angles relative to the axial direction of operator shift force F o , they produce a counter force or unblocking torque which is counter to the synchronizing torque from the cone clutch but of lesser magnitude during asynchronous conditions. As substantial synchronism is reached, the synchronizing torque drops below the unblocking torque, whereby the blocker shoulders move the pins into concentric relation with openings 32c to allow continued axial movement of the flange and engagement of the external jaw teeth 30e of jaw member 30 with internal jaw teeth 16c of jaw member 16b. As is known in the prior art and as is specified by reference numbers only for jaw member 16b, the lead portions of the jaw teeth have rake leading edges 16c to reduce tooth damage during initial contact, and have chamfer or wedge faces 16d to clock the teeth into mating alignment. Jaw teeth with such lead portions are disclosed in greater detail in U.S. Patent 4,246,993 along with U.S. Patent 3,265,173 which provides a teaching for the proper rake angles. The wedge faces, which may be asymmetric, prevent delay of shift completion due to abutting contact of the leading edges of the teeth. To facilitate smooth and relatively effortless completion of shifts, the jaw teeth are preferably as fine or small, as practicable, in the circumferential direction, thereby minimizing the number or rotational clocking degrees necessary to matingly align the jaw teeth. Accordingly, the jaw teeth are preferably disposed about as large a diameter as is practicable. Still ignoring the effects of the self-energizing ramps, cone clutch torque provided by the force F o is expressed by equation (1). T o = F o R c µ c /sinα (1) where: R c = the mean radius of the cone friction surface, µ c = the coefficient of friction of the cone friction surface, and α = the angle of the cone friction surfaces, herein 7.5 degrees. Looking now at the affects of the self-energizing ramps and referring particularly to Figures 4 and 8, the synchronizing torque T o , due to the operator applied axial shift force F o , is of course transmitted to flange 32 by pins 40 and is reacted to shaft 12 across the self-energizing ramp surfaces. The self-energizing ramp surfaces limit rotation of the flange relative to shaft 12 and jaw members 28,30, and produce an axial force component or axial additive force F a acting on the flange in the same direction as shift force F o , thereby further increasing the engaging force of the cone clutch to provide an additive synchronizing torque T a which adds to the torque T o . Figure 4A illustrates the position of the self-energizing ramp surfaces relative to each other while shift flange 32 is in the neutral position corresponding to the position of Figures 1 and 2. Figure 4B illustrates a position of the ramps and splines while gear 16 is being synchronized by engaged cone surfaces 26a,38a. The engaged cone surfaces are producing a synchronizing torque in a direction which has effected engagement of flange member ramp surfaces 32m with elongated member ramp surfaces 35f. Hence, the sum of the axial forces for engaging the cone clutch are F o plus F a and the sum of the synchronizing torques being produced by the cone clutch are T o plus T a , as graphically shown in Figure 8. For a given operator shift force F o and an operator synchronizing torque T o , the magnitude of the axial additive force is preferably a function of the angle of the engaged self-energizing ramp surfaces. This angle is preferably great enough to produce an additive force F a of magnitude sufficient to significantly increase synchronizing torque and decrease synchronizing time in response to a given moderate shift effort by the operator. However, this angle is also preferably low enough to produce a controlled axial additive force F a , i.e., the force F a should increase or decrease in response to the force F o increasing or decreasing. If the ramp angle is too great, the ramps are self-docking rather than self-energizing; hence, once initial engagement of the cone clutch is effected the force F a will rapidly and uncontrollably increase independent of the force F o , thereby driving the cone clutch toward lockup. Self-locking rather than self-energizing decreases shift quality or feel, may over stress synchronizer components, may cause over heating and rapid wear of the cone clutch surfaces, and may even override operator movement of the shift lever. The main variables for calculating self-energizing ramp angles ϑ and for providing additive axial forces F a , which increase and decrease in proportion to operator forces F o , are cone clutch angle α, cone clutch coefficient of friction µ c , mean radii ratio R c of the cone clutch and R r of the self-energizing ramps, ramp coefficient of friction µ r , and pressure angle  of the self-energizing ramps. Herein the pressure angle ϑ is zero. The total synchronizing torque T t produced by the cone clutch is: T t = F t R c µ c /sinα (2) where T t = T o + T a (3) and F t = F o + F a (4) The equation for the axial additive force F a , which is given without derivation, is where the ramp angle ϑ is measured from a plane normal to shaft axis 12a, and F tan acts on the ramp and is the tangential force component of torque T t at R r . T t and F tan for one torque direction are respectfully represented by like referenced arrows in Figure 4. Therefore, F tan = T t / R r (6) Substituting equations (5) and (6) into equation (4) and solving for F t gives F t /F o is defined as a boost or self-energizing ratio. The greater the boost ratio the greater the total synchronizer T t for a given operator force F o . Boost ratios equal to one correspond to ramp angles ϑ of 90 degrees; such angles are parallel to the shaft spines and provide no self-energizing. As ϑ decreases, the boost ratio increases. Boost ratios from 1:1 to about 5:1 have been employed. However, boost ratios greater than 1:1 and less than 5:1 are preferred. F t /F o tends to infinity as the denominator of equation (7) tends to zero. This of course occurs when the minus term in the denominator of equation (7) approaches one. Accordingly, the ramps are self-energizing and not self-locking when For a given synchronizer geometry, equation (8) may be simplified by setting R c , µ c , R r , α equal to a constant K: Substituting either of equations (9) into equation (8), rearranging and solving for ramp angles ϑ gives equation (10) which provides minimum angles ϑ. Such minimum angles produce self-energizing forces F a which are proportional to operator forces F o , which provide maximum controllable boost ratios, and which are not self-locking. Since the pressure angle  is zero herein, cos equals one and may be deleted. Keeping in mind-that ϑ is measured from a plane normal to shaft axis 12a, increasing values of angles ϑ therefore provide decreasing values of forces F a and torque T a , and of course decreasing values of torque T t . Accordingly, as K increases, angles ϑ must decrease to prevent self-locking and to keep forces F a proportional to F o , provided all other variables remain the same. More specifically, to prevent self-locking and to keep forces F a proportional to F o , minimum angles ϑ should increase: as the ratio R c /R r increases and/or, as the cone angle α decreases and/or, as the coefficient of clutch friction µ c increases and/or, as the ramp pressure angle  increases and/or, as the coefficient of ramp friction µ r increases. Also, when calculating minimum ramp angles for a so-called given geometry and a maximum desired boost ratio, a margin of safety is preferred to prevent self-locking or over boost due to manufacturing tolerances and due to normal wear of components. Looking now at applications of synchronizer mechanisms 10 in a multi-ratio speed change transmission, as is known, the time required to synchronize a ratio gear decreases as the total synchronizing torque increases. Further, due to differences in reflected inertia, i.e., actual inertia of components being synchronized plus friction, the amount of work required to synchronize lower speed ratio gears is in general greater than that required for higher speed ratio gears; also, the amount of work required to synchronize a given ratio gear for downshifts is in general greater than that required for upshifts. Accordingly, when the synchronizer mechanisms disclosed herein are employed in a multi-ratio transmission, the mechanisms for lower speed ratio gears are preferably provided with higher boost ratios and the mechanisms for higher speed ratios are preferably provided with lower boost ratios. Also, for a given ratio gear, the boost ratio for downshifts is preferably greater than for upshifts. By so arranging the boost ratios, substantially equal shift or synchronizing times can be provided for all ratio gears of a transmission provided with the self-energizing synchronizer mechanisms. For the synchronizer mechanisms disclosed herein, the boost ratios are readily varied by varying the cone clutch angles α, the radii ratio R c /R r , and the self-energizing ramp angles ϑ. As may be readily seen by reference to the drawings herein, flange 32 is disconnected from the torque path between shaft 12 and either of the ratio gears 14,16 when either of the jaw members 28,30 are engaged with jaw members of the associated-gear. Accordingly, the relatively small and wear sensitive self-energizing ramps are never exposed to the deteriorating effects of the full torque loads of the ratio gears. This is particularly important as the self-energizing ramps are moved radially inward since the forces acting on the ramps increases with decreasing ramp radius relative to shaft axis 12a. Further, due to radius differences, forces acting between jaw member spines 28a,30a and shaft splines 12b are greater than the forces acting between the jaw clutch teeth. Accordingly, the axial length of the spline connection between jaw member spines 28a,30a and shaft splines 12b are preferably greater than what is necessary for adequate strength for the jaw clutch teeth. This greater axial spline length connection is inherent in the disclosed embodiment without lengthening the stroke of the shift mechanism which moves flange 32 since flange 32 is not circumferentially fixed to jaw clutch members 28,30 or shaft 12; hence jaw member splines 28a,30a may continuously mate with shaft splines 12b. This is particularly important when a vehicle operator moves the shift mechanism via a manually operated shift lever in known manner. An example of such lever may be seen by reference to U.S. Patent 3,850,047. Such levers are commonly of the first class lever type wherein increased shift stroke requires either increased operator movement of the shift lever or (by change the lever fulcrum) decreased force applied to the shift mechanism for a given operator shift effort. A preferred embodiment of self-energizing synchronizer mechanism has been disclosed. Many variations and modifications of the invention as defined in the appended claims are believed to be possible within the scope of these claims.

Claims: A pin-type synchronizer mechanism (22) for a first gear (14) secured against axial movement on a shaft (12) having an axis (12a) about which the gear and shaft rotate relative to each other, the mechanism comprising: first movable friction (36) and jaw (28) means respectively engagable gear with friction (24) and jaw (14b) means affixed to the first gear (14) for respectively synchronizing and positive connecting the first gear to the shaft in response to a shift force (F o ) axially directed toward the first gear (14) for moving a radially extending flange (32) toward the first gear, means (34) connecting the flange (32) for axial movement with the first movable jaw means (28), and means (12b,28a) securing the first movable jaw means (28) against rotation relative to the shaft (12); first and second blocker means (40c,32d) operative when engaged for preventing engagement of the movable and gear jaw means (28) prior to the synchronizing, the first blocker means (40c) defined by a plurality of circumferentially spaced pin-like means (40) rigidly extending axially from the first friction means (36) and into openings (32c) in the flange (32), the second blocker means (32d) defined about the openings (32c); pre-energizer means (42) for engaging the friction means (36) with an engaging force in response to initial axial movement of the flange (32) by the shift force (F o ) from a neutral position toward the first gear (14), for engaging the blocker means (40c,32d) in response to engagement of the friction means (36) producing an initial synchronizing torque transmitted to the flange (32) via the pin-like means (40) and for transmitting the shift force (F o ) to the first friction means (36) via the blocker means (40c,32d) to increase the engaging force of the friction means; characterized by: the means (34) connecting the flange (32) and the first movable jaw means allowing circumferential movement of the flange relative to the first movable jaw means (28) and to the shaft (12); at least one ramp member (35) disposed adjacent a circumferentially outwardly facing portion of the shaft (12) and extending parallel to the shaft axis (12a), means securing the ramp member against axial and circumferential (20,28d,30d) movement relative to the shaft, and the ramp member including circumferentially oppositely facing sides with at least one of the sides having a first ramp surface (35e) formed therein at an angle less than ninety degrees relative to a plane normal to the shaft axis (12a); first and second circumferentially spaced apart reaction means (32k,32m,32n,32p) extending radially inward from the flange (32) and embracing the sides of the ramp member (35), the first reaction means including a second ramp surface (32p) substantially parallel to the first ramp surface (35e) and engagable therewith in response to synchronizing torque in one direction for producing an axial additive force (F a ) on the flange (32) in the direction of the shift force (F o ) for increasing the engaging force of the friction means (36). The synchronizer mechanism of claim 1, wherein: the other side of the ramp member (35) includes a third ramp surface (35c) formed therein at an angle less than ninety degrees relative to the plane; and the second reaction means including a fourth ramp (32m) surface substantially parallel to the third ramp surface and engagable therewith in response to synchronizing torque in a direction opposite the one direction for producing an axial additive force (F a ) on the flange in the direction of the shift force (F o ) for increasing the engaging force of the first friction means (36). The synchronizer mechanism of claims 1 or 2, further including a second gear (16) in fixed axially spaced relation to the first gear (14) and mounted for rotation on the shaft (12) about the axis (12b); second movable friction (38) and jaw means (30) respectively engagable with gear friction (26) and jaw means (16b) affixed to the second gear (16) for respectively synchronizing and positive connecting the second gear (16) to the shaft (12) in response to a shift force (F o ) axially directed toward the second gear (16) for moving the flange (32) toward the second gear (16), means (34) connecting the flange (32) against axial movement relative to the second movable jaw (30) means, and means (12b,30a) securing the second jaw means against rotation relative to the shaft (12); third and fourth blocker means (40d,32e) operative when engaged for preventing engagement of the second movable jaw means (30) prior to the synchronizing, the third blocker means (40d) defined by a plurality of circumferentially spaced pin-like means (40) rigidly extending axially from the second friction means (38) and into openings (32e) in the flange (32), the fourth means (32d) defined about the openings (32c) they extend through; pre-energizer (42) for engaging the second friction means (38) with an engaging force in response to initial axial movement of the flange (32) by the shift force (F o ) from the neutral position toward the second gear (16), for engaging the third and fourth blocker means (40c,32d) in response to engagement of the second friction means (38) producing an initial synchronizing torque transmitted to the flange (32) via the pin-like means (40) extending from the second friction means (38) and for transmitting the shift force (F o ) to the second friction means (38) via the third and fourth blocker means (40d,32e) to increase the engaging force of the second friction means (38); the one side of the ramp member including another first ramp surface (35d) formed therein at an angle less than ninety degrees relative to the plane; and the first reaction means including another second ramp surface (32k) substantially parallel to the other first surface and engagable therewith in response to synchronizing torque in the one direction for producing an axial additive force on the flange (32) in the direction of the shift force for increasing the engaging force of the second friction means (38). The synchronizer mechanism of claims 1, 2 or 3, wherein: the other side of the ramp member (35) includes another third ramp surface (35e) formed therein at an angle less than ninety degrees relative to the plane; and the second reaction means (32n,32p) including a fourth ramp surface (32p) substantially parallel to the other third ramp surface (32e) and engagable therewith in response to synchronizing torque in a direction opposite the one direction for producing an axial additive force (F a ) on the flange (32) in the direction of the shift force (F o ) for increasing the engaging force of the second friction means (38). The synchronizer mechansim of claims 2, 3 or 4, wherein: the angles of the ramp surfaces engaged by the synchronizing torque in the one direction are less than the angles of the ramp surfaces engaged by the synchronizing torque in the direction opposite the one direction. The synchronizer mechanism of claims 2, 3 or 4, wherein: the synchronizing torque in the one direction and the opposite direction respectively correspond to a downshift and an upshift into the first gear (14) and the ramp angles of the ramp surfaces engaged by the synchronizing torque in the one direction being less than the ramp angles of the ramp surfaces engaged by the synchronizer torque in the opposite direction. The synchronizer mechanism of claims 3, 4, 5 or 6, wherein: the first gear (14) provides a lower speed ratio than the second gear (16); and the ramp angles associated with the first gear (14) have a lesser angle relative to the plane than do the ramp angles associated with the second gear (16).

Inventors: REYNOLDS JOSEPH DOUGLAS, REYNOLDS, JOSEPH DOUGLAS
Applicants: EATON CORP, EATON CORPORATION
Application year: 1991
Main classification: F16D23
IPC codes: F16D23, F16H3