KR20100005358A - Syncronizer hub for vehicles and manufacturing method thereof - Google Patents

Syncronizer hub for vehicles and manufacturing method thereof Download PDF

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KR20100005358A
KR20100005358A KR1020080065356A KR20080065356A KR20100005358A KR 20100005358 A KR20100005358 A KR 20100005358A KR 1020080065356 A KR1020080065356 A KR 1020080065356A KR 20080065356 A KR20080065356 A KR 20080065356A KR 20100005358 A KR20100005358 A KR 20100005358A
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weight
iron
molybdenum
carbon
chromium
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KR1020080065356A
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Korean (ko)
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KR101063380B1 (en
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김기정
이용성
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/22—Ferrous alloys, e.g. steel alloys containing chromium with molybdenum or tungsten
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0637—Details relating to the hub member on which the sliding is arranged

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

PURPOSE: A synchronizer hub for a vehicle and a manufacturing method thereof are provided to improve the strength of a synchronizer hub and to reduce the manufacturing cost by sintering and control-cooling the iron-based powder material in which the chrome and molybdenum are alloyed. CONSTITUTION: A synchronizer hub for a vehicle comprises a sleeve and a shaft. The sleeve is geared with a clutch gear. The shaft is combined to the inside of a synchronizer hub. The synchronizer hub is made of chrome of 2.7~3.3 weight%, molybdenum of 0.4~0.6 weight%, carbon of 0.4~0.6 weight%, and iron of rest.

Description

차량용 싱크로나이저 허브 및 그 제조방법{SYNCRONIZER HUB FOR VEHICLES AND MANUFACTURING METHOD THEREOF}Synchronizer hub for vehicle and manufacturing method thereof {SYNCRONIZER HUB FOR VEHICLES AND MANUFACTURING METHOD THEREOF}

본 발명은 크롬과 몰리브덴이 합금화된 철계 분말을 재료로 하여 소결 및 제어냉각되어 제조되는 차량용 싱크로나이저 허브 및 그 제조방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a synchronizer hub for a vehicle manufactured by sintering and controlled cooling using chromium and molybdenum alloyed with iron-based powder, and a method of manufacturing the same.

일반적으로 차량에는 엔진으로부터 발생된 동력을 감속하여 타이어에 전달하기 위한 동력전달장치가 마련된다.In general, the vehicle is provided with a power transmission device for reducing the power generated from the engine to transmit to the tire.

도 1에 도시된 바와 같이, 상기 동력전달장치 중 수동변속기의 싱크로메시 기구는, 샤프트(미도시)에 스플라인 결합되는 클러치 허브(12)와, 클러치 허브(12)의 외주에 스플라인 결합되는 슬리브(11)와 샤프트에 회전가능하게 설치되는 변속기어(16)와, 변속기어(16)의 콘부에 형성되어 슬리브(11)와 치합되는 클러치 기어(16')와, 변속기어(16)의 콘부에 결합되고 슬리브(11)의 이동에 따라 콘부에 접촉되는 순간 클러치 작용하는 싱크로나이저 링(14)과, 클러치 허브(12)의 홈(12')에 끼워지고 싱크로나이저 스프링(미도시)의 확장력에 의해 슬리브(11)의 안쪽면에 밀어 붙여져 있으면서 슬리브(11)의 이동에 따라 싱크로나이저 링(14)의 홈부에 삽입되는 키이(15)로 구성된다. 이러한 동기장치는 슬리브가 이동되어 주속으로 회전 되고 있는 변속기어의 클러치 기어에 치합됨으로써 변속기의 회전력을 샤프트에 전달한다.As shown in FIG. 1, the synchromesh mechanism of the manual transmission of the power transmission device includes a clutch hub 12 splined to a shaft (not shown) and a sleeve splined to an outer circumference of the clutch hub 12. 11) and the transmission gear 16 rotatably mounted to the shaft, the clutch gear 16 'formed in the cone portion of the transmission gear 16 and meshing with the sleeve 11, and the cone portion of the transmission gear 16. Engaged and engaged with the synchronizer ring 14 and the groove 12 'of the clutch hub 12 and acting on the expansion force of the synchronizer spring (not shown). It consists of a key 15 which is pushed to the inner surface of the sleeve 11 and inserted into the groove portion of the synchronizer ring 14 as the sleeve 11 moves. This synchronous device transmits the rotational force of the transmission to the shaft by engaging the clutch gear of the transmission gear that the sleeve is moved and rotated at the circumferential speed.

여기서, 싱크로나이저 허브는 변속시에 슬리브가 부드럽게 진행할 수 있도록 가이드 역할 및 회전방향의 슬리브를 지지하는 역할을 한다. 이러한 싱크로나이저 허브는 클러치 기어에 마찰되는 보스부, 스플라인 결합부, 중간 연결부, 및 슬리브와 결합되는 외측 스플라인부로 이루어지는 복잡한 형상을 가지므로, 주로 소결재가 사용되고 있다. 특히, 보스(BOSS)부에서는 동기화시 클러치기어와 미끄럼 마찰현상이 발생되는 바, 내마모성 증대를 위해 이 보스부에는 고주파 소입 또는 전면 침탄이 주로 실시된다. Here, the synchronizer hub serves as a guide and supports the sleeve in the rotational direction so that the sleeve may smoothly move during shifting. Since the synchronizer hub has a complicated shape consisting of a boss portion, a spline coupling portion, an intermediate connecting portion, and an outer spline portion engaged with the sleeve, the sintered material is mainly used. Particularly, in the boss part, the clutch gear and the sliding friction are generated during synchronization, and the boss part is mainly subjected to high frequency quenching or frontal carburization to increase wear resistance.

그런데 이러한 보스부의 내마모성 처리는 제품 원가 상승의 한 요인이 되고 있으며, 최근 변속 토크가 증가되는 추세에 따라 소결재의 강성 한계에 이르면 싱크로나이저 허브가 파손되기도 하였다.However, the abrasion resistance treatment of the boss part is a factor of the increase in product cost, and according to the recent increase in the transmission torque, the synchronizer hub is damaged when the rigidity limit of the sintered material is reached.

이러한 문제점을 해결하기 위한 본 발명의 목적은, 저가형 고강도 싱크로나이저 허브를 제조하고, 싱크로나이저 허브의 보스부 내마모성을 향상하기 위한 차량용 싱크로나이저 허브 및 그 제조방법을 제공하는 것이다.An object of the present invention for solving this problem, to provide a low-cost high-strength synchronizer hub, and to provide a vehicle synchronizer hub for improving the boss portion wear resistance of the synchronizer hub and its manufacturing method.

상기 목적을 달성하기 위해 본 발명의 차량용 싱크로나이저 허브는, 클러치 기어에 치합되는 슬리브가 외측에 결합되고 샤프트가 내측에 결합되는 차량용 싱크로나이저 허브로서, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 것을 특징으로 한다.In order to achieve the above object, the vehicle synchronizer hub of the present invention is a vehicle synchronizer hub in which a sleeve engaged with the clutch gear is coupled to the outside and the shaft is coupled to the inside, and chromium (Cr) is 2.7 to 3.3% by weight, and molybdenum ( Mo) 0.4 to 0.6% by weight, carbon (C) 0.4 to 0.6% by weight, and the balance is characterized by consisting of iron (Fe).

상기 클러치 기어와 마찰되는 싱크로나이저 허브의 외측에는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성될 수 있다. 상기 클러치 기어와 마찰되는 싱크로나이저 허브의 외측에는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성될 수 있다.On the outside of the synchronizer hub friction with the clutch gear, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), and 15 to 11 hard metal-based hard particles. 25% by weight, and the balance may be formed of a boss consisting of iron (Fe). Outside the synchronizer hub friction with the clutch gear, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), and 0.4 to 0.6% by weight of carbon (C), 15 to 15 25% by weight, and the balance may be formed of a boss consisting of iron (Fe).

본 발명에 따른 차량용 싱크로나이저 허브 제조방법은, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部) 는 철로 구성된 분말합금을 혼합하는 단계와, 혼합된 분말합금에 압력을 가해 성형체로 성형하는 단계와, 성형된 성형체를 1100 ~ 1300도의 온도로 소결하는 단계와, 소결된 성형체를 300~ 900도 사이에서 1 도/s ~ 3 도/s의 냉각속도로 제어 냉각하는 단계, 및 냉각된 성형체를 150 ~200도의 공기분위기 하에서 30~60분 동안 풀림하는 단계를 포함한다.In the method for manufacturing a synchronizer hub for a vehicle according to the present invention, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the balance of iron Mixing the composed powder alloy, applying pressure to the mixed powder alloy to form a compact, sintering the molded compact at a temperature of 1100 to 1300 degrees, and sintered compact between 1 to 300 degrees. Controlling cooling at a cooling rate of degrees / s to 3 degrees / s, and unwinding the cooled molded body for 30 to 60 minutes under an air atmosphere of 150 to 200 degrees.

상기 성형하는 단계는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 성형체의 외측에, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되도록 성형할 수 있다. 상기 성형하는 단계는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 성형체의 외측에, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되도록 성형할 수 있다.The molding step, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the balance is on the outside of the molded body consisting of iron, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), 15 to 25% by weight of metal-based hard particles, and the balance of iron (Fe) It can be molded to form a boss portion consisting of). The molding step, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the balance is on the outside of the molded body consisting of iron, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), 15 to 25% by weight of ceramic hard particles, and the balance of iron (Fe) It can be molded to form a boss portion consisting of).

본 발명에 의하면, 크롬과 몰리브덴이 합금화된 철계 분말을 재료로 하여 소결 및 제어냉각함으로써, 저가이면서 고강도의 싱크로나이저 허브를 제작할 수 있다는 이점이 있다.According to the present invention, there is an advantage that a low-cost and high-strength synchronizer hub can be manufactured by sintering and controlled cooling using an iron-based powder alloyed with chromium and molybdenum as a material.

아울러, 본 발명은 미끄럼 마찰이 발생하는 싱크로나이저 허브의 보스부에 금속계열 경질입자 또는 세라믹계열 경질입자를 선택적으로 첨가함으로써 보스부의 내마모성을 향상할 수 있다는 이점이 있다.In addition, the present invention has the advantage that the wear resistance of the boss portion can be improved by selectively adding metal-based hard particles or ceramic-based hard particles to the boss portion of the synchronizer hub where sliding friction occurs.

우선 각 도면의 구성요소들에 참조부호를 부가함에 있어서, 동일한 구성요소들에 대해서는 비록 다른 도면상에 표시되더라도 가능한 한 동일한 부호를 가지도록 하고 있음에 유의해야 한다. 또한, 본 발명을 설명함에 있어, 관련된 공지 구성 또는 기능에 대한 구체적인 설명이 본 발명의 요지를 흐릴 수 있다고 판단되는 경우에는 그 상세한 설명은 생략하기로 한다.First of all, in adding reference numerals to the components of each drawing, it should be noted that the same reference numerals are used as much as possible even if displayed on different drawings. In addition, in describing the present invention, when it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description thereof will be omitted.

첨부된 도면에 의거하여 본 발명의 실시예를 상세히 설명하기로 한다.An embodiment of the present invention will be described in detail with reference to the accompanying drawings.

도 2 내지 도 4에 도시된 바와 같이, 본 발명에 따른 싱크로나이저 허브는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)인 철(Fe)을 포함하여 구성된다. As shown in Figures 2 to 4, the synchronizer hub according to the present invention, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C) And iron (Fe) which is a remainder.

특히, 본 발명의 제 1실시예에 따른 싱크로나이저 허브는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 및 잔부(殘部)인 철(Fe)를 포함하여 구성된 기지부(100)와, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 및 잔부(殘部)인 철(Fe)로 구성된다. In particular, the synchronizer hub according to the first embodiment of the present invention, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), and the balance ( Base portion 100 including iron (Fe), 2.7-3.3 wt% chromium (Cr), 0.4-0.6 wt% molybdenum (Mo), 0.4-0.6 wt% carbon (C), metal It consists of 15-25 weight% of series hard particles, and iron (Fe) which is remainder.

여기서, 기지부(100)는 슬리브가 외측에 결합되고 샤프트가 내측에 결합되는 싱크로나이저 허브의 주요 구성부분이고, 보스부(200)는 기저부의 외측부 중에서 내마모성이 요구되는 부분, 예컨대 동기화시 클러치기어와 미끄럼 마찰현상이 발생되는 기지부(100)의 외측부이다. 상술한 슬리브, 샤프트, 클러치 기어 구성은 종래 수동변속기의 싱크로메시 기구의 구성과 동일하므로 이에 대한 자세한 설명은 생략한다.Here, the base portion 100 is a main component of the synchronizer hub in which the sleeve is coupled to the outside and the shaft is coupled to the inside, and the boss portion 200 is a portion of the outer portion of the base that requires wear resistance, for example, a clutch gear during synchronization. And the outer side of the base portion 100 in which the sliding friction phenomenon occurs. Since the above-described sleeve, shaft, and clutch gear configuration are the same as those of the synchromesh mechanism of the conventional manual transmission, detailed description thereof will be omitted.

기지부(100)의 원료로 사용되는 분말은, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 것이 바람직하다. The powder used as the raw material of the base 100 is 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), and the balance is It is preferable that it consists of iron (Fe).

본 실시예에서 사용된 크롬(Cr) 및 몰리브덴(Mo)는, 재질의 경화능 향상 및 고용강화를 통한 강도 증가를 위해 첨가되는 구성 요소로서, 크롬(Cr)이 2.7 중량% 이하이면 경화능이 저하될 수 있고, 3.3 중량% 이상이면 크롬 산화물이 형성되어 싱크로나이저 허브의 강도를 저하시킬 수 있다. 그리고 몰리브덴(Mo)이 0.4 중량% 이하이면 경화능이 저하될 수 있고, 0.6 중량% 이상이면 경화능은 향상되지만 분말가격의 상승이 우려된다. Chromium (Cr) and molybdenum (Mo) used in the present embodiment are components added to improve the hardenability of the material and increase the strength through solid solution strengthening. And 3.3 wt% or more may form chromium oxide to reduce the strength of the synchronizer hub. If the molybdenum (Mo) is 0.4% by weight or less, the hardenability may be lowered. If the molybdenum (Mo) is 0.6% by weight or more, the hardenability is improved, but there is concern about an increase in powder price.

아울러, 탄소(C)가 0.4 중량% 이하이면 낮은 탄소함량으로 인해 강도/경도가 저하되고, 0.6 중량% 이상이면 탄소 탄화물/산화물의 형성으로 기지조직에 탄소함량이 낮게 되어 경화능, 강도, 및 경도가 저하될 수 있다. 그리고 잔부를 구성하는 철(Fe)이 잔부(殘部) 이상이 되거나 이하가 되면 타 구성성분의 비율이 줄어드는 문제점이 있다. 따라서, 기지부(100)는 상술한 구성비를 만족하는 크롬(Cr), 몰리브덴(Mo), 탄소(C) 및 철(Fe)로 구성되는 것이 가장 바람직하다. In addition, when the carbon (C) is 0.4 wt% or less, the strength / hardness is lowered due to the low carbon content, and when the carbon (C) is 0.6 wt% or more, the carbon content is low in the matrix structure due to the formation of carbon carbide / oxide. Hardness may be lowered. And when the iron (Fe) constituting the balance becomes more than or less than the balance, there is a problem that the ratio of other components is reduced. Therefore, the base 100 is most preferably composed of chromium (Cr), molybdenum (Mo), carbon (C) and iron (Fe) satisfying the above-described composition ratio.

특히, 제1 실시예에 따른 보스부(200)의 원료로 사용되는 분말은, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 것이 바람직하다.In particular, the powder used as the raw material of the boss portion 200 according to the first embodiment, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C) %, 15-25 weight% of metal type hard particles, and remainder are comprised from iron (Fe).

즉, 보스부(200)는 상술한 기지부(100)의 원료에 금속계열 경질입자가 15~25 중량%가 추가되는 반면, 철(Fe)의 구성비는 상대적으로 줄어들게 된다. 보스부(200)에 있어서, 금속계열 경질입자가 15 중량% 이하이면 큰 내마모성의 향상을 기대하기 어렵고, 25 중량% 이상이면 금속계열 경질입자에 의해 대면공격성 증가로 상대 클러치기어에 마모를 유발할 수 있다. 그리고 잔부를 구성하는 철(Fe)이 잔부(殘部) 이상이 되거나 이하가 되면 타 구성성분의 비율이 줄어드는 문제점이 있다.That is, the boss portion 200 is 15 to 25% by weight of the metal-based hard particles are added to the raw material of the base portion 100 described above, while the composition ratio of iron (Fe) is relatively reduced. In the boss part 200, when the metal-based hard particles are 15% by weight or less, it is difficult to expect a large wear resistance improvement, and when the metal-based hard particles are 25% by weight or more, the metal-based hard particles may cause wear to the counter clutch gear due to an increase in the face attack resistance. have. And when the iron (Fe) constituting the balance becomes more than or less than the balance, there is a problem that the ratio of other components is reduced.

한편, 제 2실시예에 따른 싱크로나이저 허브는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철(Fe)를 포함하여 구성된 기지부(100)와, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘部)인 철(Fe)로 구성된다. On the other hand, the synchronizer hub according to the second embodiment, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), and the balance Base portion 100 including iron (Fe), 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), and 0.4 to 0.6% by weight of carbon (C), ceramic-based hard particles It consists of 15-25 weight% and remainder iron (Fe).

기지부(100)의 원료로 사용되는 분말 구성비의 구체적인 내용은, 제1 실시예에서 설명한 내용과 동일하므로, 이에 대한 설명은 생략한다. 다만, 보스부(200)는 상술한 기지부(100)의 원료에 세라믹계열 경질입자 15~25 중량%가 추가되며, 철(Fe)의 구성비는 상대적으로 줄어들게 된다. Since the specific content of the powder composition ratio used as a raw material of the base part 100 is the same as the content demonstrated in 1st Example, the description is abbreviate | omitted. However, the boss part 200 is 15 to 25% by weight of the ceramic-based hard particles are added to the raw material of the base part 100 described above, and the composition ratio of iron (Fe) is relatively reduced.

이 경우 금속계열 경질입자가 15 중량% 이하이면 큰 내마모성의 향상을 기대하기 어렵고, 25 중량% 이상이면 금속계열 경질입자에 의한 대면공격성 증가로 인해 상대 클러치기어에 마모를 유발할 수 있다. 그리고 잔부를 구성하는 철(Fe)이 잔부(殘部) 이상이 되거나 이하가 되면 타 구성성분의 비율이 줄어드는 문제점이 있다. 따라서, 기지부(100) 및 보스부(200)는 상술한 구성비를 만족하는 크롬(Cr), 몰리브덴(Mo), 탄소(C) 및 철(Fe)로 구성되는 것이 가장 바람직하다. In this case, when the metal-based hard particles are 15% by weight or less, it is difficult to expect a large wear resistance improvement, and when the metal-based hard particles are 25% by weight or more, it may cause wear on the counter clutch gear due to an increase in the surface attack resistance by the metal-based hard particles. And when the iron (Fe) constituting the balance becomes more than or less than the balance, there is a problem that the ratio of other components is reduced. Therefore, the base portion 100 and the boss portion 200 are most preferably composed of chromium (Cr), molybdenum (Mo), carbon (C), and iron (Fe) satisfying the above-described composition ratio.

이러한 구성의 보스부(200)는 기저부의 외측에 0.5mm 이상의 두께로 설정되는 것이 바람직하다. 보스부(200)의 두께가 0.5mm 이하이면 내마모성 향상 효과 및 입자첨가에 의한 분산강화효과를 나타내기 어렵기 때문이다.Boss portion 200 of such a configuration is preferably set to a thickness of 0.5mm or more on the outside of the base portion. If the thickness of the boss portion 200 is 0.5mm or less, it is difficult to exhibit the effect of improving the wear resistance and the dispersion strengthening effect by the addition of particles.

본 발명에 따른 싱크로나이저 허브 제조방법은, 분말합금을 혼합하는 단계와, 혼합된 분말합금을 성형체로 성형하는 단계와, 성형된 성형체를 소결하는 단계와, 소결된 성형체를 제어 냉각하는 단계, 및 냉각된 성형체를 풀림하는 단계를 포함한다.The method for manufacturing a synchronizer hub according to the present invention comprises the steps of mixing a powder alloy, molding the mixed powder alloy into a molded body, sintering the molded molded body, controlling and cooling the sintered molded body, and Unwinding the cooled formed body.

구체적으로, 원재료의 혼합을 위해, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 분말합금을 준비하고, 이들 원재료를 혼합하여 기지부의 혼합 분말합금을 만든다. Specifically, for mixing the raw materials, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the remainder is a powder alloy composed of iron Next, these raw materials were mixed to form a mixed powder alloy at the base.

이후, 혼합된 기지부의 분말합금에 압력을 가하여 혼합된 기지부의 분말합금을 일정 형태의 성형체로 성형한다. 이때, 기지부의 외측에 보스부가 형성된 싱크로나이저 허브를 제조하고자 하는 경우에는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)가 철(Fe)로 구성되는 보스부 분말합금을 상술한 기저부의 외측에 성형할 수 있다. 또는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘 部)는 철(Fe)로 구성되는 보스부 분말합금을 상술한 기저부의 외측에 성형할 수도 있다. Thereafter, pressure is applied to the mixed base powder to form the mixed base powder into a shaped body. At this time, in the case of manufacturing a synchronizer hub having a boss portion formed outside the base portion, 2.7 to 3.3 wt% of chromium (Cr), 0.4 to 0.6 wt% of molybdenum (Mo), and 0.4 to 0.6 wt% of carbon (C) , 15-25 wt% of the metal-based hard particles, and the boss portion powder alloy in which the remainder is made of iron (Fe) can be molded on the outer side of the base portion described above. Alternatively, 2.7-3.3 wt% chromium (Cr), 0.4-0.6 wt% molybdenum (Mo), 0.4-0.6 wt% carbon (C), 15-25 wt% ceramic hard particles, and the balance The boss portion powder alloy composed of iron (Fe) may be molded on the outer side of the base portion described above.

이와 같이, 성형된 성형체는 1100 ~ 1300도의 온도로 소결하는 과정을 거친다. 소결된 성형체는 제어냉각을 통해 성형체의 조직 변화 및 열처리를 거치게 된다.As such, the molded body is subjected to a process of sintering at a temperature of 1100 to 1300 degrees. The sintered compact is subjected to a change in the structure and heat treatment of the compact through controlled cooling.

기지부 조직은 경화에 의한 고강도/고경도 물성을 확보하기 위해, 풀림 처리된 마르텐사이트(Tempered Martensite)인 것이 바람직하다. 이를 위해, 소결된 성형체는 1.0도/s 이상, 바람직하게 1.0도/s~ 3.0도/s의 냉각속도를 가지는 제어냉각 과정을 거친다.The base structure is preferably annealed Martensite (Tempered Martensite) in order to secure the high strength / high hardness properties by curing. To this end, the sintered compact is subjected to a controlled cooling process having a cooling rate of 1.0 degree / s or more, preferably 1.0 degree / s to 3.0 degree / s.

도 2에서는, 1.0도/s 이상의 냉각속도에서는 성형체가 약 96 중량%이상 마르텐사이트 조직을 형성하는 것을 알 수 있다. 제어냉각은 일반적인 열교환기를 이용한 냉각방식이 사용될 수 있으며, 소결로의 고온유지영역 이후에 추가적인 냉각존을 구성하여 질소가스 열교환기를 통해 냉각/순환시켜 성형체를 냉각할 수도 있다. 이러한 제어냉각은 소결단계 이후 연속공정으로 수행되므로, 별도의 후열 처리가 불필요하다. In Figure 2, it can be seen that at a cooling rate of 1.0 degree / s or more, the formed body forms martensite structure of about 96% by weight or more. Control cooling may be a cooling method using a general heat exchanger, it is also possible to configure the additional cooling zone after the high temperature holding area of the sintering furnace to cool / circulate through the nitrogen gas heat exchanger to cool the molded body. Since the controlled cooling is performed in a continuous process after the sintering step, a separate post heat treatment is unnecessary.

도 3에서는, 냉각속도에 따른 조직변화와 공정의 시간에 따른 온도변화를 알 수 있다. 제어냉각시의 냉각속도 측정은 900~300 도 사이에서 시간에 따른 온도변화율로 측정한다. 900 도의 온도는 메시 벨트(mesh belt) 타입의 소결로에서 고온유지구역을 지났을 때의 일반적인 온도로서 기지가 오스테나이트(austenite) 조직을 형성하고 있는 온도이고, 300도의 온도는 마르텐사이트 변태시작온도이다. 따라 서 300도까지 급속하게 냉각되어야 제어냉각의 의미가 있다.In Figure 3, it can be seen that the temperature change with the time of the process and the tissue change according to the cooling rate. Cooling rate measurement at the time of controlled cooling is measured as the rate of change of temperature with time between 900 and 300 degrees. The temperature of 900 degrees is a general temperature when the hot holding zone is passed in a mesh belt type sintering furnace, the temperature at which the base forms austenite structure, and the temperature of 300 degrees is the martensite transformation start temperature. . Therefore, cooling to 300 degrees rapidly means control cooling.

제어냉각 이후, 풀림(Tempering) 공정을 실시하여 풀림 처리된 마르텐사이트(Tempered Martensite)를 형성한다. 이때, 150~200도의 공기분위기에서 30~60분간 풀림 공정을 실시하는 것이 바람직하다. 150도 이하에서는 충분한 풀림 효과를 얻기 어렵고, 200 도 이상의 온도는 급격한 경도저하를 발생시킬 수 있기 때문이다. 마찬가지로 30분 이하의 풀림 시간은 충분한 풀림 효과를 얻기 어렵고, 60분 이상에서는 급격한 경도저하 및 탄소의 확산으로 마르텐사이트 조직이 연한조직으로 변태될 수 있다.After the controlled cooling, a tempering process is performed to form tempered martensite. At this time, it is preferable to perform the annealing process for 30 to 60 minutes in an air atmosphere of 150 ~ 200 degrees. This is because a sufficient annealing effect is hardly obtained at 150 degrees or less, and a temperature of 200 degrees or more can cause a sharp decrease in hardness. Likewise, the annealing time of 30 minutes or less is difficult to obtain a sufficient annealing effect, and at 60 minutes or more, the martensite structure may be transformed into a soft structure due to the rapid decrease in hardness and the diffusion of carbon.

표 1 및 표 2는 상술한 제조방법을 통해 제조된 싱크로나이저 허브와 종래 싱크로나이저 허브 간의 경도 및 마찰 마모 시험 평가를 한 결과이다. 이 표 1은 및 표 2를 그래프화하면 도 5 및 도 6과 같다. (표 2의 경우 핀 시편을 소결재로 하고, 플레이트는 SCM415 침탄 소재로 하였다.)Table 1 and Table 2 are the results of the evaluation of the hardness and friction wear test between the synchronizer hub manufactured by the above-described manufacturing method and the conventional synchronizer hub. Table 1 and Table 2 are graphed as shown in Figs. (In the case of Table 2, pin specimens were used as sintered materials, and plates were used as SCM415 carburized materials.)

[표 1]TABLE 1

측정회수 Measurement count HV(10)HV (10) 종래예Conventional example 제1 실시예First embodiment 제2 실시예Second embodiment 1One 380380 435435 472472 22 361361 444444 468468 33 403403 429429 459459 44 394394 438438 473473 55 385385 451451 466466 66 377377 433433 482482 77 412412 440440 449449 88 398398 465465 461461 99 367367 452452 480480 1010 400400 469469 469469 평균Average 388388 446446 468468 경도 향상율Hardness improvement rate -- 15%15% 21%21%

[표 2]TABLE 2

종래예Conventional example 제1 실시예First embodiment 제2 실시예Second embodiment 핀마모량(㎛, 내마모성 향상율)Pin wear amount (㎛, wear resistance improvement rate) 28.128.1 7.2(74% 향상)7.2 (74% improvement) 5.3(81% 향상)5.3 (81% improvement) 플레이트마모량(㎛)Plate Wear Amount (㎛) 3.03.0 3.13.1 4.24.2

도 5 및 도 6에서는, 경질입자를 첨가하지 않았을 경우(종래예), 금속계열(Co-Mo-Cr-Si) 경질입자 20 중량% 첨가한 경우(제1 실시예), 세라믹계열(Alumina) 경질입자 15 중량% 첨가한 경우(제2 실시예) 각각에 대하여 경도 및 마찰 마모 시험평가에서의 마모량을 나타내었다. 도 5 및 도 6에 따르면, 본 발명은 종래 예에 비해 경도가 15 중량% 이상 향상되었고, 마모평가에서 내마모성이 74 중량%이상 향상되었음을 알 수 있었으며, 상대재의 마모량은 동일 수준으로 평가되었다.5 and 6, when hard particles are not added (conventional example), when the metal particles (Co-Mo-Cr-Si) hard particles are added by 20% by weight (first embodiment), ceramic series (Alumina) In the case where 15 wt% of the hard particles were added (Example 2), the amount of wear in the hardness and friction wear test evaluation was shown. According to FIG. 5 and FIG. 6, the present invention showed that the hardness was improved by 15% by weight or more, and the wear resistance was improved by 74% by weight or more in the wear evaluation, and the amount of wear of the counterpart was evaluated at the same level.

본 발명을 바람직한 실시 예를 사용하여 상세히 설명하였으나, 본 발명의 범위는 특정 실시 예에 한정되는 것은 아니며, 첨부된 특허청구범위에 의하여 해석되어야 할 것이다. 또한, 이 기술분야에서 통상의 지식을 습득한 자라면, 본 발명의 범위에서 벗어나지 않으면서도 많은 수정과 변형이 가능함을 이해하여야 할 것이다.Although the present invention has been described in detail using the preferred embodiments, the scope of the present invention is not limited to the specific embodiments, it should be interpreted by the appended claims. In addition, those skilled in the art should understand that many modifications and variations are possible without departing from the scope of the present invention.

도 1은 싱크로나이저 허브가 구비된 종래기술에 따른 수동변속기용 동기장치를 도시한 구성도.Figure 1 is a block diagram showing a synchronization device for a manual transmission according to the prior art equipped with a synchronizer hub.

도 2는 본 발명에 따른 차량용 싱크로나이저 허브를 도시한 구성도.Figure 2 is a block diagram showing a synchronizer hub for a vehicle according to the present invention.

도 3은 본 발명에 따른 차량용 싱크로나이저 허브의 제조시 제어냉각 조건을 도시한 그래프.Figure 3 is a graph showing the control cooling conditions in the manufacture of a vehicle synchronizer hub according to the present invention.

도 4는 본 발명에 따른 차량용 싱크로나이저 허브의 제조시 열처리 조건을 도시한 그래프.Figure 4 is a graph showing the heat treatment conditions in the manufacture of a vehicle synchronizer hub according to the present invention.

도 5는 본 발명에 따른 차량용 싱크로나이저 허브의 경도 측정 결과를 도시한 그래도.5 is a view showing the hardness measurement results of the vehicle synchronizer hub according to the present invention.

도 6은 본 발명에 따른 차량용 싱크로나이저 허브의 마찰 마모 시험 결과를 도시한 분해 그래도.Figure 6 is an exploded view showing the friction wear test results of the vehicle synchronizer hub according to the present invention.

※도면의 주요 부분에 대한 부호설명※※ Code explanation for main part of drawing ※

100 :기지부 200 :보스부 100: base 200: boss

Claims (6)

클러치 기어에 치합되는 슬리브가 외측에 결합되고 샤프트가 내측에 결합되는 차량용 싱크로나이저 허브로서,A vehicle synchronizer hub having a sleeve engaged with a clutch gear coupled to the outside and a shaft coupled to the inside, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 것을 특징으로 하는 차량용 싱크로나이저 허브.2.7-3.3% by weight of chromium (Cr), 0.4-0.6% by weight of molybdenum (Mo), 0.4-0.6% by weight of carbon (C), and the balance of the vehicle is characterized in that consisting of iron (Fe) Niger Herb. 청구항 1에 있어서, The method according to claim 1, 상기 클러치 기어와 마찰되는 싱크로나이저 허브의 외측에는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되는 것을 특징으로 하는 차량용 싱크로나이저 허브.On the outside of the synchronizer hub friction with the clutch gear, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), and 15 to 11 hard metal-based hard particles. 25% by weight, and the remainder is a synchronizer hub for a vehicle, characterized in that a boss portion formed of iron (Fe) is formed. 청구항 1에 있어서, The method according to claim 1, 상기 클러치 기어와 마찰되는 싱크로나이저 허브의 외측에는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되는 것을 특징으로 하는 차량용 싱크로나이저 허브.Outside the synchronizer hub friction with the clutch gear, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), and 0.4 to 0.6% by weight of carbon (C), 15 to 15 25% by weight, and the remainder is a synchronizer hub for a vehicle, characterized in that a boss portion formed of iron (Fe) is formed. 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 분말합금을 혼합하는 단계;2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), and 0.4 to 0.6% by weight of carbon (C), and the remainder being mixed with a powder alloy composed of iron; 혼합된 분말합금에 압력을 가해 성형체로 성형하는 단계;Applying pressure to the mixed powder alloy to form a molded body; 성형된 성형체를 1100 ~ 1300도의 온도로 소결하는 단계;Sintering the molded body to a temperature of 1100 to 1300 degrees; 소결된 성형체를 300~ 900도 사이에서 1 도/s ~ 3 도/s의 냉각속도로 제어 냉각하는 단계; 및Controlled cooling the sintered compact at a cooling rate of between 1 degree / s and 3 degrees / s between 300 and 900 degrees; And 냉각된 성형체를 150 ~200도의 공기분위기 하에서 30~60분 동안 풀림하는 단계;를 포함하는 것을 특징으로 하는 차량용 싱크로나이저 허브 제조방법.A method for manufacturing a synchronizer hub for a vehicle, comprising: releasing the cooled molded body for 30 to 60 minutes under an air atmosphere of 150 to 200 degrees. 청구항 4에 있어서, The method according to claim 4, 상기 성형하는 단계는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 성형체의 외측에, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 금속계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되도록 성형하는 것을 특징으로 하는 차량용 싱크로나이저 허브.The molding step, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the balance is on the outside of the molded body consisting of iron, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), 15 to 25% by weight of metal-based hard particles, and the balance of iron (Fe) A synchronizer hub for a vehicle, characterized in that the boss portion is formed to be formed. 청구항 4에 있어서,The method according to claim 4, 상기 성형하는 단계는, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mn) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 그리고 잔부(殘部)는 철로 구성된 성형체의 외측 에, 크롬(Cr) 2.7~3.3 중량%, 몰리브덴(Mo) 0.4~0.6 중량%, 및 탄소(C) 0.4~0.6 중량%, 세라믹계열 경질입자 15~25 중량%, 그리고 잔부(殘部)는 철(Fe)로 구성되는 보스부가 형성되도록 성형하는 것을 특징으로 하는 차량용 싱크로나이저 허브.The molding step, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mn), 0.4 to 0.6% by weight of carbon (C), and the balance is on the outside of the molded body consisting of iron, 2.7 to 3.3% by weight of chromium (Cr), 0.4 to 0.6% by weight of molybdenum (Mo), 0.4 to 0.6% by weight of carbon (C), 15 to 25% by weight of ceramic hard particles, and the balance of iron (Fe) A synchronizer hub for a vehicle, characterized in that the boss portion is formed to be formed.
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KR101519751B1 (en) * 2013-12-13 2015-05-12 현대자동차주식회사 Syncronizer hub for vehicles and manufacturing method thereof
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KR101519751B1 (en) * 2013-12-13 2015-05-12 현대자동차주식회사 Syncronizer hub for vehicles and manufacturing method thereof
DE102014217623A1 (en) 2013-12-13 2015-06-18 Hyundai Motor Company Synchronizer hub for vehicles and method of making the same
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